Marine Hydrodynamics Laboratory

REPORT – MARINE HYDRODYNAMICS LABORATORY

1. In proper format (format will be sending by today)

2. Types of hydrodynamic facilities
3. Model making procedure (It should contain lines plan of the
parent vessel, Scale factor chosen for the model – lines plan of
the model, Model making images (already taken) – how FRP
construction is carried out (search articles)
4. Resistance extrapolation using ITTC 1978 methods for the given
model scale values.
5. Propeller thrust, torque and efficiency estimation for the given
experimental values (open water characteristics).

 Last date of submission (soft copy): 20.07.2020

 Mode of submission: Google forms – link will be send later
 REPORT – FORMAT

1. Initial pages – As per the template

2. Font – Times New Roman – 12
3. Paragraph align – Justified
4. Each title should be bold, capital letters
5. Figures should be numbered and give title on the bottom of each
figure (Centre Align)
6. Tables should be numbered and title should be given at the top of
each table (Centre align)
HYDRODYNAMIC TEST FACILITIES
 Major Hydrodynamic Test facilities

 Towing tanks
– Conventional
– High-speed
– Shallow water tanks
– Ice tanks
– Depressurized towing tanks, to test with cavitation
 Cavitation tunnels
– With or without free water surface
– With or without possibility to test an entire ship model
 Ocean Basins
– Modelling of waves, wind and current
– Ocean basins with variable water depth
 Circulating water channel
 Rotating arm basins
 Wind tunnels
 Towing Tank - Applications
• Resistance tests of ship models
• Open water testing of propeller
• Self propulsion test and wake fraction estimation
• Paint flow test for finding the bilge position
• Seakeeping tests in head and following seas
• Maneuvering tests
– Planar motion mechanism (PMM)
– Small zig-zag tests
• Seakeeping and towing operations of offshore structures
• Testing of various types of structures
– Towed arrays
– Deflectors for seismic surveys
– Torpedoes
– Hydrofoil systems
 Towing Tank
Drive of the carriage
• variable speed electrical motors. Precise control of the speed,
stability and accuracy are extremely important

Size of the tank

• depends on size of the model and to allow acceleration phase 5-
7secs of constant velocity run and deceleration phase and
emergency stopping distance

Maximum model size

• depends on cross-sectional area of the tank to avoid side-wall and

bottom interference with flow pattern
• Immersed area of the model should not exceed 0.4 percent of the
cross sectional area for minimal boundary effects
 Towing Tank
Majority of the tanks are:

• 120-250 m long
• Accommodates models of 3 m length
• Speed varies from 5-15 m/sec
• Some tanks have wave makers with
suitable absorber on the opposite side
• Trimming area for model preparation
 Shallow Water Tanks

• To test ship performance in shallow water

– Resistance
– Propulsion
– Maneuvering (PMM)
– Seakeeping
• Mainly used for testing crafts for inland waterways
• Adjustable water depth (by draining water)
• At the Marine Technology Centre, ocean basin
with adjustable bottom is available
TOWING TANK AND CARRIAGE (IIT MADRAS)
COMPONENTS ON THE TOWING CARRIAGE
Numeric pad for speed setting
Large Towing Tank - HSVA (http://www.hsva.de/)
High-speed Towing Tank
• High carriage speeds (> 25 m/s)
• Testing of:
– Performance of high-speed
vessels
– Torpedoes (often in full scale)
– Foil systems

NSTL, Vizag
LxWxD = 500mx8mx8m
Max Speed = 20.0 m/sec

Fig: DTMB high speed

carriage
Fig: Towing tank
experiments
TOWING CARRIAGE WITH PMM FACILITY
(NTNU Singapore)
ICE TANK
 HSVA Ice Tank

For more details on dimensions of different facilities: http://www.hsva.de/

Depressurized towing tank
• CSSRC, China
• Marin, Netherlands:
– Dimensions: 240 x 18 x 8 m
– Carriage speed: up to 8 m/s
– Models: 2 – 12 m in length, Max
prop. Diam. 0.4 m.
– Test to be performed
 Cavitation observation and
inception
 Pressure fluctuation measurements
 Radiated noise measurements
 CAVITATION TUNNELS
• Pressure can be reduced to obtain cavitation
• Model is stationary – water is circulating
• Types of tests
– Propeller cavitation
– Pressure fluctuation on hull from propeller
cavitation
– Measurement of noise from cavitation of
propeller
– Performance of hydrofoils
– Performance tidal energy devices
• Options
– Free water surface
• Testing of water jets, ventilation effects
– Testing of entire ship model
Hydrodynamics and Cavitation tunnel
(HYCAT) - HSVA
• Types of tests:
– wake distribution measurements
– cavitation inception tests, cavitation
tests
– pressure fluctuation measurements
– thrust-, torque measurements
– noise measurements of cavitating and
non-cavitating propellers
– noise source detection
– measurement of rudder forces
– flow visualization studies
– influence of appendages on wake,
cavitation and propulsion
– influence of gas content of the water on
cavitation, noise and pressure
fluctuations
– detection of cavitation erosion
Ocean basins

• Possibility to simulate complete ocean environment

– Waves from different directions
– Short-crested waves
– Current
– Wind
• Beam almost same as length
– Can test ships at various headings towards the waves
• Typical tests:
– Testing of fixed and moored offshore structures
– Testing of marine operations
– Ship seakeeping tests
– Ship manoeuvring tests
Model tests in the ocean basin (NTNU)
Model tests in the ocean basin (IIT Madras)
Model tests in the ocean basin (IIT Madras)
Buoy testing in Wave basin
Motion Tests of Trimaran LASH in IIT Madras Basin
 Rotating Arm Basin

• Captive model ship maneuvering tests

• Testing of torpedoes and submarines
• Often capable of very high speed testing

• Locations:
– CSSRC, China
– DTMB, USA
- Stevens Tech, USA
– QinetiQ, UK
Rotating arm basin - CSSRC, China
Rotating arm basin - CSSRC, China
 WIND TUNNELS

• Applications:
– Testing of aerodynamic forces
– Flow visualization
– Basic flow research
• High Reynolds number can be
obtained
WAVE FLUME
 Types of instruments/mechanical devices
1. Load cell for force measurement
2. Dynamometer for thrust and torque measurement
3. Open water test setup
4. Wave probes
5. Other wave measuring instruments
6. Inclinometer
7. Accelerometer
8. Motion references unit
9. Optical motion tracker – seakeeping and manoeuvring, 1-DOF to 6-DOF
cases
10.Motors and gear boxes for conducting self propulsion or wake fraction
experiments
11.Calibration setups
12.Amplifiers
13.DC supply …etc
 Model preparation - Resistance

 Geometric scaling of prototype to model according to recommended

procedures
 Fabrication of the model
 The model is marked with the frame number and water lines as per the
lines plan drawings.
 Appendages such as rudders, stern tubes are made to scale and fitted to
the hull at their appropriate locations.
 Measuring the girth for calculating the wetted surface (half girth or full
girth)
 Model preparation - Resistance
 The model with all the appendages and the fittings required for the
resistance test is weighed.
 Deploying the model into the towing tank and ballasting to the
required draft, even keel or trim condition by distributing weights
 Visually inspecting the heel and ensuring that the waterline of the
floating model matches with the corresponding draft line drawn on
the hull.
 Fixing the model to the towing setup
 A tow point is fixed to the base inside the hull at approximately mid-
ship location, on the centre line, to connect the towrope that
transmits the hull resistance force to the load cell through a pair of
pulleys.
 CALIBRATION OF LOAD CELL

 The load cell has to be calibrated with known weights.

Load cell signal (mV/V)

Force applied (N)

Typical experimental setup for finding the model drag
Typical data acquisition system

Signal
conditioner
 RESISTANCE TEST PROCEDURE
 The model is fixed to the towing carriage and held with a brake condition while
the carriage is at rest, accelerating phase or reversing after a run.
 The towrope is connected to the hull tow point and the other end is connected
to the sensing end of the load cell; the towrope runs through a vertically
adjustable pulley and a fixed pulley before the load cell.

Break pad

Tow point

 The adjustable pulley is fixed so that the towrope is parallel to the still water
line to ensure that only the drag force on the hull is transmitted to the load cell.
 RESISTANCE TEST PROCEDURE
 The model is connected to the carriage and towed in such a way that
during the test, when the brake holding the model is released, it is free
to take its natural trim and heave attitude while the carriage tows the
model along the centerline without any drift or sway.

 The brake pad is released after the acceleration phase as the set speed is
achieved by the carriage.

 Now the load cell readings are recorded in the computer for the total
duration of the steady speed in the run.

 Sufficient waiting time is provided between the consecutive runs,

performed over the required range of speeds covering the design speed,
for the disturbed water to settle down and achieve consistent conditions
for all the speeds.
 RESISTANCE TEST PROCEDURE
 The recorded data of the measured force for each run is processed to
obtain the average tow force value by selecting the data window for the
constant speed duration from the time series plot corresponding to the
particular speed.

 Model speed for all runs was selected on the basis of equivalent Froude
number identity with prototype.

 Corresponding speeds were obtained using the well known relationship

Vmodel = Vprototype/ .

 The model speed is corrected for blockage effects based on mean-flow

using, for example, the Schuster’s method theory from ITTC–
Recommended Procedures and Guidelines document 7.5-02-02-01.
Typical time history for hull drag measurement in relation to carriage motion
 TOWING TANK BLOCKAGE CORRECTION
 In order to minimize scale effect, the model size should be made as large as
possible without incurring significant interference (blockage) effects from the
walls and tank floor.
Width of the towing tank = w
Depth of the towing tank = h
Towing tank section area = AT


 Mean blockage is given by: m 
Lm  AT
 → Volume of model (m3)
Lm → Waterline length of model (m)
 V
Depth Froude Frh 
number, h g

V → Model speed (m/s)

h → Towing tank water depth (m)

g → Acceleration due to gravity (m/s2)

Speed correction

V  m
Speed correction, V 
1  m  Frh2

Reference: Ship Resistance and Propulsion, Molland et al., Cambridge University Press,
2011, page 25 – 27
 ESTIMATING THE FORM FACTOR
 The form factor can be obtained by Prohaska’s method from low speed towing tests.

 Experiment can be conducted to estimate the form factor at very low Froude numbers.

 We will get the resistance values for a range of Froude numbers. (Refer PNA 1)

 The Y-intercept of the line gives

the form factor, here in this
graph say it is nearly equal to
1.24.
 Hence the obtained value for
the form factor can be used in
the calculations for
extrapolating the model results
to the prototype.

where,
CTM - Total model resistance coefficient
CFOM - Frictional resistance coefficient of model Fig1. (Fn4 / CFOM) vs (CTM / CFOM) to find form factor
Resistance curve (prototype) – 60T bollard pull tug
Effective power (prototype) – 60T bollard pull tug
 PROPELLER OPEN WATER TEST
 Propellers are assessed by their open water characteristics by performing the open
water test.

 Open water test is a standard test and carried out in a towing tank.

 This consists of fitting the propeller to a long forward shaft and fixing the propeller in
front of open water test setup or ship model fabricated for the purpose.

Fig.1 Typical open water setup

 A typical open water test arrangement set up consists of servo motor, thrust-torque
transducers, stern tube shafting and required couplings.
 TEST PROCEDURE

 The propeller dynamometer is calibrated.

 Propeller is then fixed to the arrangement and the ‘setup’ is held fixed to the towing
carriage.

 Before the open water tests the zero reference values of thrust and torque will be
determined.

 The carriage is run at several speeds in the range from, zero to the characteristic
highest ‘J’ value of the propeller.

 ‘J’ refers to the non-dimensional advance coefficient V/nD where V is inflow

speed to the propeller, n is the propeller rps and D is the diameter.

 The values are measured for a constant RPM for different speed.

 The selected propeller is run at highest practical steady speed.

 The measuring values are thrust coefficient (KT), torque coefficient (KQ), n and V
 Propeller Data

Model speed (m/s) Thrust (N) Torque (N-m)

Propeller B series
type 0 23.50 0.44
0.08 23.00 0.43
Propeller 120 mm 0.16 22.20 0.42
diameter
0.24 21.50 0.41
RPM 1200 0.32 20.70 0.40
0.4 19.60 0.39
Density 1025 kg/m3 0.48 18.90 0.39
Direction Anti-clockwise 0.56 17.80 0.38
0.64 17.00 0.36
0.72 15.85 0.35
0.8 14.40 0.34
0.88 13.05 0.31
0.96 12.40 0.30
1.04 11.30 0.28
1.12 9.80 0.27
1.2 8.75 0.26
1.28 7.70 0.25
1.36 6.30 0.24
1.44 4.60 0.23
1.52 3.60 0.22
1.6 2.40 0.20
1.68 0.70 0.19
 Data for finding wake fraction

Propeller Model speed (m/s) Reading (volt)

B series
type
0 1.88
Propeller 0.2
120 mm 1.76
diameter 0.3 1.71
RPM 1200 0.4 1.65
Density 1025 kg/m3 0.5 1.60
0.6 1.53
Direction Anti-clockwise
0.7 1.46
Dynamomet 0.8 1.38
er calibration 13.94 N/V
0.9 1.31
constant
1 1.21
1.1 1.11
1.2 1.02
1.3 0.94
1.4 0.83
1.5 0.75
1.6 0.70
Open Water Characteristics Plot