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Journal articles on the topic 'Transom-stern'

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Published: 4 June 2021

Last updated: 3 February 2022

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1

Kamal, I. Z. Mustaffa, A. Imran Ismail, M. Naim Abdullah, and Y. Adnan Ahmed. "Influence of the transom immersion to ship resistance components at low and medium speeds." Journal of Naval Architecture and Marine Engineering 17, no. 2 (December 30, 2020): 165–82. http://dx.doi.org/10.3329/jname.v17i2.48494.

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The transom stern offered some advantages over the traditional rounded cruiser stern reducing the resistance of a ship. This can only be achieved if the transom stern is carefully designed with suitable transom immersion ratio. In this study, the influence of different transom area immersion ratios on the resistance components was investigated for a semi-displacement hull and a full displacement hull. The base hull was based on NPL hull form and KCS hull form for a semi-displacement and full-displacement hull respectively. The transom immersion ratios for the NPL hull were varied at a ratio of 0.5, 0.7, 0.8 and 1.0. The resistance of each of the NPL hull form was simulated at Froude number 0.3 up to 0.6. The transom immersion ratios for the KCS hull were varied at a ratio of 0.05, 0.1, 0.15 and 0.3. The resistance of each of the KCS hull form was simulated at Froude number 0.195, 0.23, 0.26 and 0.28. The transoms of both hulls were modified or varied systematically to study the influence of the transom shape or immersion on the total and wave resistance components. The investigation was carried out using a CFD software named SHIPFLOW 6.3 based on RANSE solver. These results on the NPL hull shows that the larger the transom immersion, the higher the resistance will be for a semi-displacement vessel. The increased resistance is contributed by additional frictional and wave resistance components. The results for the KCS hull seems to contradict with the results obtained from the NPL hull. The larger and deeper transom for the case of KCS hull form sometimes can be beneficial at higher Froude number.

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2

KIHARA, Hajime. "243 Transom-Stern Free-Surface Flows." Proceedings of the JSME annual meeting 2005.2 (2005): 169–70. http://dx.doi.org/10.1299/jsmemecjo.2005.2.0_169.

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3

Haase, M., J. Binns, G. Thomas, and N. Bose. "Wave-piercing catamaran transom stern ventilation process." Ship Technology Research 63, no. 2 (April 21, 2016): 71–80. http://dx.doi.org/10.1080/09377255.2015.1119922.

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4

Maki, Kevin J., Lawrence J. Doctors, Robert F. Beck, and Armin W. Troesch. "Transom-stern flow for high-speed craft." Australian Journal of Mechanical Engineering 3, no. 2 (January 2006): 191–99. http://dx.doi.org/10.1080/14484846.2006.11464508.

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5

Maki, Kevin J., Armin W. Troesch, and Robert F. Beck. "Experiments of Two-Dimensional Transom Stern Flow." Journal of Ship Research 52, no. 04 (December 1, 2008): 291–300. http://dx.doi.org/10.5957/jsr.2008.52.4.291.

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Measurements of the free-surface behind a backward facing step are made using laser-induced fluorescence and a digital video camera. Tests are conducted for two Reynolds numbers and a range of Froude numbers. An edge detection algorithm is used to locate the free surface from the digital images, and the ensemble of images are used to calculate the mean and root mean square of the elevation. The results of amplitude, length, and steepness are determined from the mean profiles and compared to existing potential flow theories. It is found that the potential flow theories overpredict the real-fluid measured mean-wave amplitude. The experimentally determined wavelength is much shorter than the nominal length, and an existing stream function theory is implemented to explain how the viscous wake acts to shorten the steady wavelength.

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6

Mola, Andrea, Luca Heltai, and Antonio DeSimone. "Wet and Dry Transom Stern Treatment for Unsteady and Nonlinear Potential Flow Model for Naval Hydrodynamics Simulations." Journal of Ship Research 61, no. 01 (March 1, 2017): 1–14. http://dx.doi.org/10.5957/jsr.2017.61.1.1.

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We present a model for the fast evaluation of the total drag of ship hulls operating in both wet and dry transom stern conditions, in calm or wavy water, based on the combination of an unsteady semi-Lagrangian potential flow formulation with fully nonlinear free-surface treatment, experimental correlations, and simplified viscous drag modeling. The implementation is entirely based on open source libraries. The spatial discretization is solved using a streamline upwind Petrov-Galerkin stabilization of an iso-parametric, collocation based, boundary element method, implemented using the open source library deal. II. The resulting nonlinear differential-algebraic system is integrated in time using implicit backward differentiation formulas, implemented in the open source library SUNDIALS. The Open CASCADE library is used to interface the model directly with computer-aided design data structures. The model accounts automatically for hulls with a transom stern, both in wet and dry regimes, by using a specific treatment of the free-surface nodes on the stern edge that automatically detects when the hull advances at low speeds. In this case, the transom stern is partially immersed, and a pressure patch is applied on the water surface detaching from the transom stern, to recover the gravity effect of the recirculating water on the underlying irrotational flow domain. The parameters of the model used to impose the pressure patch are approximated from experimental relations found in the literature. The test cases considered are those of the U.S. Navy Combatant DTMB-5415 and the National Physical Laboratory hull. Comparisons with experimental data on quasi-steady test cases for both water elevation and total hull drag are presented and discussed. The quality of the results obtained on quasi-steady simulations suggests that this model can represent a promising alternative to current unsteady solvers for simulations with Froude numbers below 0.35.

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7

Bai, K. J., J. H. Kyoung, and J. W. Kim. "Numerical Computations for a Nonlinear Free Surface Problem in Shallow Water." Journal of Offshore Mechanics and Arctic Engineering 125, no. 1 (February 1, 2003): 33–40. http://dx.doi.org/10.1115/1.1537723.

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A finite-element method is developed to simulate a numerical towing tank, in the scope of potential theory. The exact nonlinear free-surface flow problem formulated in an initial/boundary value problem is replaced by an equivalent weak formulation and then discretized by the finite-element method. Emphasis is made on the present simulation to include the dry bottom occurring at the downstream of a transom stern model stretched from the free surface to the tank bottom in supercritical speeds. The dry bottom has been observed in an earlier study of Bai et al. But it was not clear whether the phenomenon was physical or simply due to numerical instability. In the present paper, we have introduced a number of numerical schemes to improve the numerical stability and to simulate the dry bottom in more robust manner. Also made is a series of experiments to validate the numerical results and the existence of the dry bottom at the downstream. Numerical simulations and towing-tank tests are made for wedge-shaped ships with different stern shape, beam-draft ratios and the Froude numbers. For the model with transom stern, both the computed results and the experimental observations show the generation of the dry bottom behind the transom stern. We dedicate this article to our teacher, Prof. John V. Wehausen.

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8

Nakos, D. E., and P. D. Sclavounos. "Kelvin Wakes and Wave Resistance of Cruiser-and Transom-Stern Ships." Journal of Ship Research 38, no. 01 (March 1, 1994): 9–29. http://dx.doi.org/10.5957/jsr.1994.38.1.9.

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The steady wave patterns, Kelvin-wake spectra and wave resistance of several realistic ship hulls are computed by a Rankine panel method. Wall-sided as well as transom-stern ships are studied over a broad range of Froude numbers and the importance of enforcing a Kutta-type condition of smooth flow detachment at the transom stern is demonstrated. The lack of numerical damping in the solution scheme permits the reliable prediction of the Kelvin wake far from the ship and allows its use in the evaluation of the free wave spectrum. The wave resistance is evaluated by pressure integration as well as momentum conservation and the merits of the latter method are discussed.

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9

Wyatt, Donald C. "Development and Assessment of a Nonlinear Wave Prediction Methodology for Surface Vessels." Journal of Ship Research 44, no. 02 (June 1, 2000): 96–107. http://dx.doi.org/10.5957/jsr.2000.44.2.96.

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A numerical method for the prediction of steady nonlinear ship waves and their dependence on hull geometry is developed and assessed. The method employs desingularized Rankine singularities and Havelock singularities in an iterative boundary-integral solution procedure. The Fortran code incorporating this methodology, Das Boot, is tested on three validation cases and applied to a surface combatant hull form. Nonlinear wave elevation predictions for the case of a moving pressure pulse show a 0.988 correlation with a validated fifth-order spectral prediction. Nonlinear wave elevation predictions for a Series 60 hull form show a 0.974 correlation with model-scale wave elevation data. A nonlinear transom stern boundary condition is implemented. Stern wave predictions employing this model are shown to agree with an analytic two-dimensional solution. Initial predictions for a naval surface combatant incorporating a transom stern geometry show encouraging correlation, 0.81, with model-scale tank test data.

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10

Elangovan, Muniyandy, Hidetsugu Iwashita, Saito Hiroyuki, and Ito Akio. "Seakeeping Estimations of Fast Ships with Transom Stern." Journal of the Japan Society of Naval Architects and Ocean Engineers 7 (2008): 195–206. http://dx.doi.org/10.2534/jjasnaoe.7.195.

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11

Doctors, Lawrence J. "Hydrodynamics of transom-stern flaps for planing boats." Ocean Engineering 216 (November 2020): 107858. http://dx.doi.org/10.1016/j.oceaneng.2020.107858.

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12

Yanuar, Wiwin Sulistyawati, R. Joshua Yones, and Samodero Mahardika. "Analysis of trimaran-pentamaran side hull location based on clearance and staggers with stern form variations." E3S Web of Conferences 67 (2018): 04003. http://dx.doi.org/10.1051/e3sconf/20186704003.

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An optimum design of ship is to achieve the required speed with minimum power requirements. On multihull, sidehull position against to mainhull influences the friction resistance and its stability. Frictional resistance of multi-hull increases due to the addition of wetted surface area of hull, but wave making resistance can be lowered by a slender hull form. This research are experimental tests of trimaran with five Wigley hulls on a combination transom and without transom. The test varied on stagger, clearance and trim at several speeds. A ship with formation arrow tri-hull on forward was given to prove the resistance reduction due to cancellation wave which was indicated by negative interference. The influence diverse position of sidehull has shown that model non-transom (NT) stern moreover give beneficial resistance than model with transom (WT) at high speed. Similarly, in the trim conditions that NT more favorable on trim specifically for high speed depending on the position of the sidehull to the mainhull.

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13

Yanuar, Wiwin Sulistyawati, M. Ammar Mahardika, and A. Azwin Alfarizsy. "Experimental hydrodynamic analysis of trimaran-pentamaran with variation transom non-transom on mainhull and sidehull." E3S Web of Conferences 67 (2018): 04002. http://dx.doi.org/10.1051/e3sconf/20186704002.

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One of the most essential aspects of ship is its resistance. There much have been done researches to analyze the reduction of resistance in order to get a good performance; yet the multihull is still one of interesting researches to get the rightest configuration, as to produce minimum resistance. This research is experimental study to obtain the lowest resistance with configuration consisting of stagger, clearance and trim of pentamaran. The pentamaran are performing as a trimaran formation by using Wigley hull with combinations transom on main hull and non-transom on side hulls. Its purpose is also to determine the destructive effects caused by wave interference. The research test conducted on stagger (a ratio of distance of stern main hull to stern side hull to main hull length)-positioning variations of 0.35 and 0.4. As for clearance (a ration of distance centerline of main hull to centerline of side hull to main hull width)-positioning variations, they exceed 1.05; 1.20; 1.35; and 1.50. The trim variations researched are 0°; 0.5 °; and 1.0 °. The result of this study was presented by tables and graphs of resistance components of side hull on stagger-clearance and trim condition.

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14

Yamano, Tadao, Tetsuro Ikebuchi, and Isao Funeno. "On Forward-oriented Wave Breaking just behind a Transom Stern." Journal of the Society of Naval Architects of Japan 2000, no. 187 (2000): 25–32. http://dx.doi.org/10.2534/jjasnaoe1968.2000.25.

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15

Doctors, Lawrence J. "A Numerical Study of the Resistance of Transom-Stern Monohulls." Ship Technology Research 54, no. 3 (July 2007): 134–44. http://dx.doi.org/10.1179/str.2007.54.3.005.

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16

Compton, Roger H. "Resistance of a Systematic Series of Semiplaning Transom-Stern Hulls." Marine Technology and SNAME News 23, no. 04 (October 1, 1986): 345–70. http://dx.doi.org/10.5957/mt1.1986.23.4.345.

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YP 676 underway The results of a systematic series of small (5 ft) models of hulls typical of coastal patrol, training, or recreational powerboats are presented and discussed. Hull form parameters studied include length-to-beam ratio, displacement-length ratio, longitudinal position of the center of gravity and section shape (hard chine or round bilge). The effects of these parameters on the calm-water resistance and running attitude (sinkage and trim) over a range of speeds corresponding to waterline length Froude numbers from 0.10 to 0.60 were investigated in the 120-ft towing tank at the U.S. Naval Academy Hydromechanics Laboratory (NAHL). Experimental procedures and computer-based data acquisition and analysis methods used at NAHL are described. The experimental results as well as the cross-faired and nondimensionalized stillwater resistance trends are presented. Comparisons with other resistance prediction methods for hulls of the subject type are made. An example of the application of the resistance prediction to the new 108-ft yard patrol craft (YP) being acquired by the U.S. Naval Academy is included.

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17

Eslamdoost, Arash, Lars Larsson, and Matz Brown. "A device for reducing the resistance of transom stern hulls." Ocean Engineering 235 (September 2021): 109351. http://dx.doi.org/10.1016/j.oceaneng.2021.109351.

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18

Xing-Kaeding, Yan, and Apostolos Papanikolaou. "Optimization of the Propulsive Efficiency of a Fast Catamaran." Journal of Marine Science and Engineering 9, no. 5 (May 1, 2021): 492. http://dx.doi.org/10.3390/jmse9050492.

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The present study deals with the local optimization of the stern area and of the propulsive efficiency of a battery-driven, fast catamaran vessel. The adopted approach considers a parametric model for the catamaran’s innovative transom stern and a QCM (Quasi-Continuous Method) body-force model for the effect of the fitted propellers. Hydrodynamic calculations were performed by the CFD code FreSCO+, which also enabled a deep analysis of the incurring unique propulsive phenomena. Numerical results of achieved high propulsive efficiency were verified by model experiments at the Hamburgische Schiffbau Versuchsanstalt (HSVA), proving the feasibility of the concept.

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19

Parsons, Michael G., David J. Singer, and Christopher M. Gaal. "Multicriterion Optimization of Stern Flap Design." Marine Technology and SNAME News 43, no. 01 (January 1, 2006): 42–54. http://dx.doi.org/10.5957/mt1.2006.43.1.42.

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Stern flaps have been used in many recent designs of transom stern vessels to provide increased top speed or to realize improvements in fuel economy over the operating range. The use of stern flaps has also become a practical retrofit on existing designs because significant improvements can be achieved at very minimal cost. Model test data from a limited series of stern flap designs for a group of combatant type vessels were utilized to develop a preliminary design model for stern flaps for these vessels. This model has been incorporated into Visual VB/Microsoft Excel-based software that will permit the investigation of the benefits of stern flaps in preliminary design. Within the limitations of the model, this software will also perform the multicriterion optimization needed to establish the initial parameters for a stern flap in preliminary design. This preliminary design can become the baseline design for use in a subsequent model test program. The software will then accept the results of tests of a systematic stern flap family developed about the baseline design and create a project-specific response surface model that can be used in subsequent detailed design. The software can then be utilized again to provide multicriterion optimization of this project-specific model to establish final design parameters for the stern flap.

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20

Choi, Hee-Jong, Gyoung-Woo Lee, and Yong-Chai Chang. "Nonlinear Potential Flow Analysis for the Hull with a Transom Stern." Journal of Korean navigation and port research 30, no. 8 (October 31, 2006): 631–36. http://dx.doi.org/10.5394/kinpr.2006.30.8.631.

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21

Takada, Noritaka. "Computation of ship transom stern flow using a multiblock grid method." Journal of the Society of Naval Architects of Japan 2001, no. 190 (2001): 13–25. http://dx.doi.org/10.2534/jjasnaoe1968.2001.190_13.

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22

Lee, Gyoung-Woo, and Ok-Sok Gim. "PIV Measurement of Viscous Flow Field in the Wake of Transom Stern." Journal of Korean navigation and port research 35, no. 10 (December 31, 2011): 805–10. http://dx.doi.org/10.5394/kinpr.2011.35.10.805.

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23

Wilson, Robert V., Pablo M. Carrica, and Fred Stern. "URANS simulations for a high-speed transom stern ship with breaking waves." International Journal of Computational Fluid Dynamics 20, no. 2 (February 2006): 105–25. http://dx.doi.org/10.1080/10618560600780916.

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24

Cusanelli, Dominic S. "Hydrodynamic and Supportive Structure for Gated Ship Sterns: Amphibious Ship Stern Flap." Journal of Ship Production and Design 28, no. 04 (November 1, 2012): 182–90. http://dx.doi.org/10.5957/jspd.2012.28.4.182.

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Stern flaps have now been at sea for more than two decades on a variety of U.S. Navy (USN) and U.S. Coast Guard classes, including destroyers, cruisers, frigates, cutters, and patrol craft. Application of flaps to large-deck amphibious-type ships is a fairly recent extension of the technology. Ship performance improvements such as delivered power reduction and fuel savings, and maximum speed increases, have been proven during at-sea trials and are well documented (Cusanelli 2002). USN amphibious ships contain well decks, which are accessed through large folding stern gates. When open, the gates are supported by sizable structures, which are partially submerged and affixed to the transom. A new concept, the hydrodynamic and supportive structure for gated ship sterns, i.e., the amphibious stern flap, was developed and patented by the author (Cusanelli 2004a). This design combines a stern flap's hydrodynamic performance surface with the stern gate support structure. The Naval Surface Warfare Center, Carderock Division, has now designed and implemented this new type of integrated stern flap and gate support structure on several USN amphibious ship classes. USN ship design and research and development (R&D) programs have resulted in amphibious stern flaps being implemented as new construction items on two new Navy amphibious ship classes and one new subclass. The Fleet Readiness R&D Program has funded amphibious stern flap design, retrofit installations, and evaluation trials on two existing amphibious ships. Each amphibious stern flap design spiral, model-test series, optimization, full-scale implementation as well as performance benefits and fuel savings are discussed.

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25

Duy, Trong-Nguyen, Takanori Hino, and Kazuo Suzuki. "Numerical study on stern flow fields of ship hulls with different transom configurations." Ocean Engineering 129 (January 2017): 401–14. http://dx.doi.org/10.1016/j.oceaneng.2016.10.052.

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26

Garcı´a, J., and E. On˜ate. "An Unstructured Finite Element Solver for Ship Hydrodynamics Problems." Journal of Applied Mechanics 70, no. 1 (January 1, 2003): 18–26. http://dx.doi.org/10.1115/1.1530631.

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A stabilized semi-implicit fractional step algorithm based on the finite element method for solving ship wave problems using unstructured meshes is presented. The stabilized governing equations for the viscous incompressible fluid and the free surface are derived at a differential level via a finite calculus procedure. This allows us to obtain a stabilized numerical solution scheme. Some particular aspects of the problem solution, such as the mesh updating procedure and the transom stern treatment, are presented. Examples of the efficiency of the semi-implicit algorithm for the analysis of ship hydrodynamics problems are presented.

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27

Millward, A., D. Nicolaou, and S. G. Rig. "Numerical Modelling of The Water Flow Around A Fast Ship With A Transom Stern." International Journal of Maritime Engineering 145, a3 (2003): 14. http://dx.doi.org/10.3940/rina.ijme.2003.a3.26031.

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28

Suzuki, Katsuo. "A method of analyzing flow about transom stern in 2-D Neumann-Kelvin problem." Journal of the Japan Society of Naval Architects and Ocean Engineers 4 (2006): 203–12. http://dx.doi.org/10.2534/jjasnaoe.4.203.

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29

Dashtimanesh, Abbas, Seyed Hamid R. Mirhosseini, Mohammad A. Feizi Chekab, and Parviz Ghadimi. "Three Dimensional Simulation of Transom Stern Flow at Various Froude Numbers and Trim Angles." Progress in Computational Fluid Dynamics, An International Journal 1, no. 1 (2016): 1. http://dx.doi.org/10.1504/pcfd.2016.10001459.

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30

Ghadimi, Parviz, Mohammad A. Feizi Chekab, Abbas Dashtimanesh, and Seyed Hamid R. Mirhosseini. "Three-dimensional simulation of transom stern flow at various Froude numbers and trim angles." Progress in Computational Fluid Dynamics, An International Journal 18, no. 4 (2018): 232. http://dx.doi.org/10.1504/pcfd.2018.093572.

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31

Orihara, Hideo, and Hideaki Miyata. "Numerical Simulation Method for Flows About a Semi-Planing Boat with a Transom Stern." Journal of Ship Research 44, no. 03 (September 1, 2000): 170–85. http://dx.doi.org/10.5957/jsr.2000.44.3.170.

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A new simulation method based on computational fluid dynamics (CFD) is developed for a semiplaning boat with a transom stern in unsteady motion. The time-dependent Reynolds-averaged Navier-Stokes (RANS) equation is discretized by the finite-volume method and solved by the MAC-type solution algorithm, The free-surface treatment in this study is based on the density function method. The motion of the boat is simultaneously solved by combining the equation of the motion of the boat with the flow computation, and the effect of the boat motion is implemented by the moving grid method in the flow computation. Simulations for two types of practical high-speed boats are performed in the Froude number range from 0.5 to 1.0 and the results are compared with experimental ones. It is demonstrated that this method can simulate both the flow about the boat and the running attitude in free-to-run condition with a sufficient degree of accuracy and that it can be used as an effective tool for the development of hull form of practical high-speed boats.

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32

Muhammad Arif Budiyanto, Naufal Yudha Prawira, and Haekal Dwiputra. "Lift-to-Drag Ratio of the Application of Hydrofoil With Variation Mounted Position on High-Speed Patrol Vessel." CFD Letters 13, no. 5 (June 3, 2021): 1–9. http://dx.doi.org/10.37934/cfdl.13.5.19.

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The hydrofoil is one of the hydrodynamic support technologies for marine vehicles that provide a high performance and are feasible to operate. The mounting position of hydrofoils on the hull is one of the keys to improving the hydrodynamic performance, where the existing academic literature to find the optimum position of hydrodynamic is still deficient. The objective of this study is to compare the mounting locations of hydrofoil in the horizontal axis in a high-speed patrol vessel. The comparison result is based on the computational fluid dynamics where the basic model was validated using experimental data. Three mounting location cases of hydrofoils were performed i.e. middle section, stern section, and behind the stern. The result shows that the optimal hydrofoil mounting position is after the transom. In this position, the value of the lift-to-drag ratio is higher by an average of 10% - 29% compared to other positions depending on the speed of the ship.

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33

Zou, Jin, Shijie Lu, Hanbing Sun, Liru Zan, and Jiuyang Cang. "Experimental Study on Motion Behavior and Longitudinal Stability Assessment of a Trimaran Planing Hull Model in Calm Water." Journal of Marine Science and Engineering 9, no. 2 (February 6, 2021): 164. http://dx.doi.org/10.3390/jmse9020164.

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In this study, a high-speed planing trimaran hull form is designed, and the effects of different displacements and gravity longitudinal layouts on the performance of the trimaran planing hull in calm water are experimentally investigated in the towing tank of the China Special Vehicle Research Institute. Based on previous work, an innovative inner tunnel appendage hydroflap is mounted in the inner aft tunnel, located 1/8 L from the transom in the longitudinal direction with attack angles of 0° and 4°, respectively. Furthermore, a regular stern flap is mounted on the transom close to the chine. The towing test results show that, as the gravity center moves forward, the high-speed region resistance of the planing trimaran increases and the longitudinal stability is also strengthened. Further, the total resistance of the planing trimaran with a heavier displacement is larger while the average mass resistance declines; i.e., the resistance efficiency is improved. The results also indicate that the inner tunnel hydroflap and stern flap enhance the aft hull hydrodynamic lift and tunnel aerodynamic lift. As a result, mounting aft hull lift enhancement appendages can affect the bottom and inner tunnel pressure distribution and then cause a slight resistance decrease in the low-speed region. The value relationship of resistance between groups of appendages for the attached hull and bare hull is reversed at a speed of about Froude number 3.0. Although the aft hull lift enhancement appendages result in a higher resistance cost in the high-speed region, the longitudinal stability is effectively promoted and the occurrence speed of porpoising results in a delay of 1 to 2 m/s.

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34

Faltinsen, Odd M. "On Seakeeping of Conventional and High-Speed Vessels." Journal of Ship Research 37, no. 02 (June 1, 1993): 87–101. http://dx.doi.org/10.5957/jsr.1993.37.2.87.

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The focus is on numerical and theoretical seakeeping problems for conventional and high-speed vessels. Wave-induced motions, accelerations and added resistance in waves of nonplaning high-speed monohulls and catamarans are discussed. Emphasis is on the interaction with the steady flow and transom stern effects. The "cobblestone" effect and the speed loss of a surface-effect ship (SES) in a seaway are discussed. The importance and possibility of predicting the influence of flow separation on the vertical motions of conventional ships are studied. Numerical methods that accurately describe slamming on hull sections are discussed. Correlations with published model test data for bow flare slamming are presented.

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35

Du, S. X., P. Temarel, D. A. Hudson, and W. G. Price. "Theoretical Predictions of Steady-State Hydrodynamic Characteristics of A High-Speed Vessel With Transom Stern." International Journal of Maritime Engineering 146, a4 (2004): 15. http://dx.doi.org/10.3940/rina.ijme.2004.a4.40041.

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36

Kurniawati, Fiqih Dwi, and I. Ketut Aria Pria Utama. "An Investigation into the Use of Ducktail at Transom Stern to Reduce Total Ship Resistance." IPTEK Journal of Proceedings Series, no. 2 (June 19, 2017): 181. http://dx.doi.org/10.12962/j23546026.y2017i2.2338.

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37

Saha, Goutam Kumar, and Md Shahjada Tarafder. "COMPUTATION OF FLOWS AROUND THE TRANSOM STERN HULL BY THE MODIFIED RANKINE SOURCE PANEL METHOD." Journal of Mechanical Engineering 43, no. 1 (July 22, 2013): 1–6. http://dx.doi.org/10.3329/jme.v43i1.15766.

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The paper presents a numerical method for calculating a potential flow around a ship of transomstern with respect to the double-body potential. The method of solution is based on the distribution of Rankinesources on the hull as well as its image and on the free surface. An iterative algorithm is used for determiningthe free surface and wave resistance using Dawsons upstream finite difference operator. A verification ofnumerical modeling is made using NPL- 4A model and the validity of the computer program is examined byidentifying the transverse and diverging wave patterns of AMECRC model moving in infinite depth of water.DOI: http://dx.doi.org/10.3329/jme.v43i1.15766

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38

Zhang, Wen Peng, Zhi Zong, and Wen Hua Wang. "Special Problems and Solutions for Numerical Prediction on Longitudinal Motion of Trimaran." Applied Mechanics and Materials 152-154 (January 2012): 1262–75. http://dx.doi.org/10.4028/www.scientific.net/amm.152-154.1262.

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For the numerical prediction on motion responses and performances of trimaran in regular wave, this paper solves two special problems for trimaran, which include abnormal numerical oscillation for the high frequency motion and obvious stem rising and stern falling due to large variation of navigation posture. On one hand, the authors introduced an artificial viscous force on the free surface between main and side sections to restrain the abnormal numerical oscillation. On the other hand, in order to consider the influence of navigation posture, the authors revised wet surface in motion prediction. Finally, some test cases were calculated and simulated to validate the present method. Compared with experimental data, the results of trimaran model with transom stern show that artificial viscous force has obvious effect on the heave response and small influence on the pitch motion. Furthermore, navigation posture plays a very important role on pitch and little action on heave movement. Especially, for trimaran model with low speed, viscous force and navigation posture basically have no effect on the results of motion prediction.

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Terrill, Eric J., and Genevieve R. L. Taylor. "Entrainment of Air at the Transoms of Full-Scale Surface Ships." Journal of Ship Research 59, no. 01 (March 1, 2015): 49–65. http://dx.doi.org/10.5957/jsr.2015.59.1.49.

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We report on the results from a series of full-scale trials designed to quantify the air entrainment at the stern of an underway vessel. While an extremely complex region to model air entrainment due to the confluence of the breaking transom wave, bubbles from the bow, turbulence from the hull boundary layer, and bubbles and turbulence from propellers, the region is a desirable area to characterize and understand because it serves as the initial conditions of a ship's far-field bubbly wake. Experiments were conducted in 2003 from R/V Revelle and 2004 from R/VAthena II using a custombuilt conductivity probe vertical array that could be deployed at the blunt transom of a full-scale surface ship to measure the void fraction field. The system was designed to be rugged enough to withstand the full speed range of the vessels. From the raw timeseries data, the entrainment of air at speeds ranging from 2.1 to 7.2 m/s is computed at various depths and beam locations. The data represent the first such in-situ measurements from a full-scale vessel and can be used to validate two-phase ship hydrodynamic CFD codes and initialize far-field, bubbly wake CFD models.

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Hendrickson, Kelli, Gabriel D. Weymouth, Xiangming Yu, and Dick K. P. Yue. "Wake behind a three-dimensional dry transom stern. Part 1. Flow structure and large-scale air entrainment." Journal of Fluid Mechanics 875 (July 26, 2019): 854–83. http://dx.doi.org/10.1017/jfm.2019.505.

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We present high-resolution implicit large eddy simulation (iLES) of the turbulent air-entraining flow in the wake of three-dimensional rectangular dry transom sterns with varying speeds and half-beam-to-draft ratios $B/D$. We employ two-phase (air/water), time-dependent simulations utilizing conservative volume-of-fluid (cVOF) and boundary data immersion (BDIM) methods to obtain the flow structure and large-scale air entrainment in the wake. We confirm that the convergent-corner-wave region that forms immediately aft of the stern wake is ballistic, thus predictable only by the speed and (rectangular) geometry of the ship. We show that the flow structure in the air–water mixed region contains a shear layer with a streamwise jet and secondary vortex structures due to the presence of the quasi-steady, three-dimensional breaking waves. We apply a Lagrangian cavity identification technique to quantify the air entrainment in the wake and show that the strongest entrainment is where wave breaking occurs. We identify an inverse dependence of the maximum average void fraction and total volume entrained with $B/D$. We determine that the average surface entrainment rate initially peaks at a location that scales with draft Froude number and that the normalized average air cavity density spectrum has a consistent value providing there is active air entrainment. A small parametric study of the rectangular geometry and stern speed establishes and confirms the scaling of the interface characteristics with draft Froude number and geometry. In Part 2 (Hendrikson & Yue, J. Fluid Mech., vol. 875, 2019, pp. 884–913) we examine the incompressible highly variable density turbulence characteristics and turbulence closure modelling.

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Huan, James C., and Thomas T. Huang. "Surface Ship Total Resistance Prediction Based on a Nonlinear Free Surface Potential Flow Solver and a Reynolds-Averaged Navier-Stokes Viscous Correction." Journal of Ship Research 51, no. 01 (March 1, 2007): 47–64. http://dx.doi.org/10.5957/jsr.2007.51.1.47.

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A fast turnaround and an accurate computational fluid dynamics (CFD) approach for ship total resistance prediction is developed. The approach consists of a nonlinear free surface potential flow solver (PShip code) with a wet-or-dry transom stern model, and a Reynolds-averaged Navier-Stokes (RANS) equation solver that solves viscous free surface flow with a prescribed free surface given from the PShip. The prescribed free surface RANS predicts a viscous correction to the pressure resistance (viscous form) and viscous flow field around the hull. The viscous free surface flow solved this way avoids the time-consuming RANS iterations to resolve the free surface profile. The method, however, requires employing a flow characteristic-based nonreflecting boundary condition at the free surface. The approach can predict the components of ship resistance, the associated wave profile around the hull, and the sinkage and trim of the ship. Validation of the approach is presented with Wigley, Series 60 (CB = 0.6), and NSWCCD Model 5415 hulls. An overall accuracy of ±2% for ship total resistance prediction is achieved. The approach is applied to evaluating the effects of a stern flap on a DD 968 model on ship performance. An empirical viscous form resistance formula is also devised for a quick ship total resistance estimate.

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Mola, Andrea, Luca Heltai, and Antonio DeSimone. "Wet and Dry Transom Stern Treatment for Unsteady and Nonlinear Potential Flow Model for Naval Hydrodynamics Simulations." Journal of Ship Research 61, no. 1 (March 1, 2017): 1–14. http://dx.doi.org/10.5957/josr.61.1.160016.

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Abbaszadeh, Mohammad, Mohammad Mehdi Alishahi, and Homayoun Emdad. "Experimental investigations on the bubbly wake of a transom stern model using optical laser beam scattering characteristics." Applied Ocean Research 104 (November 2020): 102380. http://dx.doi.org/10.1016/j.apor.2020.102380.

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44

Haq, Rois Syarif Qoidhul, Mohammad Imron, and Budi Hascaryo Iskandar. "PERBANDINGAN FAKTOR TEKNIS DESAIN KAPAL BANTUAN DENGAN KAPAL LOKAL ≤ 5GT DI KABUPATEN CILACAP JAWA TENGAH." Marine Fisheries : Journal of Marine Fisheries Technology and Management 11, no. 1 (August 10, 2020): 13–21. http://dx.doi.org/10.29244/jmf.v11i1.30180.

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Fiberglass aid vessels KM. Nelayan 2018 with a size of ≤5 gross tonnage not all can be directly used by local fishermen. Cilacap Regency received 7 aid vessel and it had to renovate. The renovation related to technical design factors, while it is still not yet be reviewed. This study aims to identify and compare differences in technical design factors between the aid vessel and the local vessel. Identification method by direct observation, including measurements of the main dimensions, shape of the hull and bow, general arrangement and working area. The identification data is compared to get the differences. Observation results show that the aid vessel have a ratio of L/D and L/B between local vessel values they are 8,96 from 7,72-9,20 and 13,33 from 12,92-14,11, but have the smallest value at B/D which is 1,49 from 1,51-1,71. The Hulls shape have same type, they are "u-bottom". The shape of the bow and the stern also have the same shape, they are raked bow and transom stern, but height of aid vessel bows is 1,9 m, it is higher than the average of local vessels which only 1,34 m. The height of the engine mount at the stern is also too high at 56 cm, while the average on the local vessel is 53 cm. The general arrangement and working area almost same. The vessel feature, safety and security factors of fishermen need to be improved in aid vessel. Keywords: feature, fiberglass fishing vessel, technical factor design

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45

Hendrickson, Kelli, and Dick K. P. Yue. "Wake behind a three-dimensional dry transom stern. Part 2. Analysis and modelling of incompressible highly variable density turbulence." Journal of Fluid Mechanics 875 (July 26, 2019): 884–913. http://dx.doi.org/10.1017/jfm.2019.506.

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We analyse the turbulence characteristics and consider the closure modelling of the air entraining flow in the wake of three-dimensional, rectangular dry transom sterns obtained using high-resolution implicit large eddy simulations (iLES) (Hendrickson et al., J. Fluid Mech., vol. 875, 2019, pp. 854–883). Our focus is the incompressible highly variable density turbulence (IHVDT) in the near surface mixed-phase region ${\mathcal{R}}$ behind the stern. We characterize the turbulence statistics in ${\mathcal{R}}$ and determine it to be highly anisotropic due to quasi-steady wave breaking. Using unconditioned Reynolds decomposition for our analysis, we show that the turbulent mass flux (TMF) is important in IHVDT for the production of turbulent kinetic energy and is as relevant to the mean momentum equations as the Reynolds stresses. We develop a simple, regional explicit algebraic closure model for the TMF based on a functional relationship between the fluxes and tensor flow quantities. A priori tests of the model show mean density gradients and buoyancy effects are the main driving parameters for predicting the turbulent mass flux and the model is capable of capturing the highly localized nature of the TMF in ${\mathcal{R}}$.

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Boccadamo, Guido, and Gennaro Rosano. "Excessive Acceleration Criterion: Application to Naval Ships." Journal of Marine Science and Engineering 7, no. 12 (November 27, 2019): 431. http://dx.doi.org/10.3390/jmse7120431.

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In this paper, the application of the excessive acceleration (EA) criterion, one of five intact stability failure modes, within the second generation intact stability criteria (SGISC) framework, is shown for a set of naval vessels. First and second level vulnerability assessment of the criterion is applied to parent hulls D1 and D5 of D-Systematic Series, the US Office of Naval Research (ONR) Topside Series model, and the European multi-purpose frigate FREMM. All of which are semi-displacement, transom stern, and round bilge hull forms. Relatively low ship roll periods and great variations of hull geometry in vertical direction make this kind of ship potentially vulnerable to the EA phenomenon. Five displacements are considered for each vessel, and the minimum value of the KG height, which satisfies the Level 2 assessment, is computed for each of them. The curve of the minimum allowable KG is compared with the curve of the maximum KG complying with intact stability criteria specified in RINA (Registro Italiano Navale), classification rules for naval ships.

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AlaviMerh, Javad, Jason Lavroff, Michael R. Davis, Damien S. Holloway, and Giles A. Thomas. "An Experimental Investigation of Ride Control Algorithms for High-Speed Catamarans Part 1: Reduction of Ship Motions." Journal of Ship Research 61, no. 01 (March 1, 2017): 35–49. http://dx.doi.org/10.5957/jsr.2017.61.1.35.

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Ride control systems are essential for comfort and operability of high-speed ships, but it remains an open question what is the optimum ride control method. To investigate the motions of a 112-m high-speed catamaran fitted with a ride control system, a 2.5-m model was tested in a towing tank. The model active control system comprised two transom stern tabs and a central T-Foil beneath the bow. Six ideal motion control feedback algorithms were used to activate the model scale ride control system and surfaces in a closed-loop control system: heave control, local motion control, and pitch control, each in a linear and nonlinear version. The responses were compared with the responses with inactive control surfaces and with no control surfaces fitted. The model was tested in head seas at different wave heights and frequencies and the heave and pitch response amplitude operators (RAOs), response phase operators, and acceleration response were measured. It was found that the passive ride control system reduced the peak heave and pitch motions only slightly. The heave and pitch motions were more strongly reduced by their respective control feedback. This was most evident with nonlinear pitch control, which reduced the maximum pitch RAO by around 50% and the vertical acceleration near the bow by about 40% in 60-mm waves (2.69 m at full scale). These reductions were influenced favorably by phase shifts in the model scale system, which effectively contributed both stiffness and damping in the control action.

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48

Tahara, Y., F. Stern, and Y. Himeno. "Computational Fluid Dynamics–Based Optimization of a Surface Combatant." Journal of Ship Research 48, no. 04 (December 1, 2004): 273–87. http://dx.doi.org/10.5957/jsr.2004.48.4.273.

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Computational fluid dynamics (CFD)-based optimization of a surface combatant is presented with the following main objectives:development of a high-performance optimization module for a Reynolds averaged Navier-Stokes (RANS) solver for with-free-surface condition; anddemonstration of the capability of the optimization method for flow- and wave-field optimization of the Model 5415 hull form. The optimization module is based on extension of successive quadratic programming (SQP) for higher-performance optimization method by introduction of parallel computing architecture, that is, message passing interface (MPI) protocol. It is shown that the present parallel SQP module is nearly m(= 2k+ 1; k is number of design parameters) times faster than conventional SQP, and the computational speed does not depend on the number of design parameters. The RANS solver is CFDSHIP-IOWA, a general-purpose parallel multiblock RANS code based on higher-order upwind finite difference and a projection method for velocity-pressure coupling; it offers the capability of free-surface flow calculation. The focus of the present study is on code development and demonstration of capability, which justifies use of a relatively simple turbulence model, a free-surface model without breaking model, static sinkage and trim, and simplified design constraints and geometry modeling. An overview is given of the high-performance optimization method and CFDSHIP-IOWA, and results are presented for stern optimization for minimization of transom wave field disturbance; sonar dome optimization for minimization of sonar-dome vortices; and bow optimization for minimization of bow wave. In conclusion, the present work has successfully demonstrated the capability of the CFD-based optimization method for flow- and wave-field optimization of the Model 5415 hull form. The present method is very promising and warrants further investigations for computer-aided design (CAD)-based hull form modification methods and more appropriate design constraints.

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Rusmilyansari, Rusmilyansari, Iriansyah Iriansyah, and Siti Aminah. "PEMBANGUNAN KAPAL PERIKANAN DI GALANGAN KAPAL TRADISIONAL KALIMANTAN SELATAN." Fish Scientiae 4, no. 8 (June 16, 2016): 95. http://dx.doi.org/10.20527/fs.v4i8.1122.

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Kapal perikanan merupakan salah satu unsur dalam menentukan keberhasilan operasi penangkapan ikan. Penelitian ini bertujuan untuk mengetahui ; (1) tingkat teknologi; (2) jenis kayu yang digunakan dan (3) tahapan pembangunan kapal kayu di galangan kapal tradisional. Penelitian dilakukan dengan metode Survey. Penelitian dilakukan galangan kapal rakyat Sewangi Kabupaten Barito Kuala dan desa Pagaruyung Kabupaten Tanah Bumbu Kalimantan Selatan. Penelitian dilakukan pada bulan Agustus sampai dengan Oktober 2013. Hasil Penelitian menunjukan bahwa: (1) Tingkat teknologi yang digunakan pada pembangunan kapal masih relatif rendah, peralatan yang digunakan masih menggunakan peralatan non elektronik yaitu kapak, gergaji, pahat, pasak, palu, golok, bacci, alat ukur dan ketam. Hanya pengerjaan bor yang menggunakan listrik. Tingkat keknologi dalam pembangunan kapal kayu belum dilengkapi oleh perhitungan arsitektur perkapalan serta gambar desain dan konstruksi kapal; (2) Jenis kayu yang digunakan adalah kayu ulin, kayu Alaban, Bengkirai, Bungur dan Meranti yang memiliki tingkat kekuatan yang tinggi dan tahan terhadap serangan organisme laut; (3) Tahapan pembangunan kapal tradisional untuk kapal besar dimulai dengan pembuatan lunas, perakitan lunas dengan balok dek dan transom. Sedangkan untuk kapal kecil dimulai dengan pembuatan bibit kapal dari sebatang pohon. Tahap selanjutnya baik untuk kapal besar maupun kapal kecil adalah pemasangan linggi haluan dan buritan, pemasangan kulit kapal hingga setengah tinggi kapal, Pemasangan gading-gading kiri dan kanan, pemasangan galar, pemasangan kulit kapal seluruhnya sampai sheer, pemasangan sheer, pemasangan lantai dek, pemakalan, pembuatan anjungan untuk kapal besar dan terakhir adalah pengecatan.Fishing vessel is one element in determining the success of fishing operations. This study aims to determine; (1) the level of technology; (2) the type of wood used, and (3) the stage of development of timber ships in the traditional shipyard. The study was conducted by Survey. Research conducted shipyard Sewangi Barito Kuala district and village Pagaruyung Tanah Bumbu Regency South Kalimantan. The study was conducted in August through October 2013. Results showed that: ( 1 ) The level of technology used in the construction of the ship is still relatively low , the equipment used is still using non- electronic equipment ie axes, saws, chisels, pegs, hammer, machetes, bacci, measuring instruments, planers. Only the use of an electric drill workmanship. The level of technology in the construction of timber ships has not been completed by the calculation of shipping architecture and ship design and construction drawings ; ( 2 ) type of wood used is Ulin wood, Alaban, Bengkirai, Bungur and Meranti which have a high degree of strength and resistant to attack by marine organisms; ( 3 ) Stages of development of traditional boats to large ships began with the manufacture of the hull, keel assembly to the deck and transom beam. As for the small boat begins with the manufacture of the vessel tree seedlings. The next stage is good for big ships and small ships are mounting Linggi bow and stern, leather installation vessel up to half the height of the ship, Installation joist left and right, galar installation, installation of ship skin entirely to sheer, sheer installation, flooring installation deck, pemakalan , rig manufacturing of large vessels and final are painting.

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Haase, M., J. Binns, G. Thomas, and N. Bose. "Wave-piercing catamaran transom stern ventilation process." Ship Technology Research, September 2015, 2056711115Y.000. http://dx.doi.org/10.1179/2056711115y.0000000004.

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