Ocean Engineering 63 (2013) Contents lists available at SciVerse ScienceDirect. Ocean Engineering

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1 Ocean Engineering 63 (203) 9095 Contents lists available at SciVerse ScienceDirect Ocean Engineering ELSEVIER journal homepage: Hydrodynamic development of Inclined Keel HuUpropulsion K.C. Seo^'* M. Atlar^ D. Wang^'^ ' School of Marine Science and Technology, Newcastle University, UK ''Harbin Institute of Technology, China A R T I C L E INFO A B S T R A C T Article history: Received 2 October 202 Accepted 26 January 203 Available online 2 March 203 Keywords: Inclined Keel Hull A large propeller diameter Energy saving Greenhouse gas emission The gain in propulsive efficiency using a large propeller diameter with lower shaft rotation is perhaps the simplest and most robust way of improving the fuel economy of a ship. Within this framework the concept of "Inclined Keel Hull" has attracted much interest in small vessels such as fishing boats and tug boats to improve their pulling power however there has been no application of this concept to large commercial ships. This is the second of two papers on a hydrodynamic development of an Inclined Keel Hull with a welldesigned 3600 TEU container vessel based on the recently completed postgraduate study, (Seo, 200). In the first paper (Seo et al., 202) the validation for the bare hull resistance and wake distribution on the propeller plane was conducted by using advanced numerical tools and large scale model' tests as part of an ongoing collaborative FP7EU research project. Streamline (200). The present paper is the continuation of the validation study for the propulsion analysis of the same vessel by using numerical analysis and large scale selfpropulsion tests as part of the same project. The validation study confirmed the worthiness of the Inclined Keel Hull concept by achieving a 4.3% maximum power saving in the delivered power around design speed. 203 Elsevier Ltd. All rights reserved.. Introduction A successful ship design in terms of ship powering demands propulsion devices designed to give maximum efficiency and to absorb a low shaft power with low hull pressures, noise, cavitation erosion and vibration. In general it is a platitude for naval architects that a large propeller diameter in combination with a low rotational speed leads to an attractive gain in propulsive efficiency due to the reduction of axial losses. Additionally, a slow turning propeller can also have cavitation benefits. Many applications, especially for larger tankers (high thrust loading case) in which the axial energy loss dominates, therefore have taken place in adapting large and slow turning propellers as being one of the more robust and effective ways of achieving significant propulsive efficiencies (Beek, 2004; Ciping et al., 989). For the same vessel a further increase of propeller diameter would require the development of the new propeller aperture. In order to secure a deeper aft draught for a large diameter propeller the Authors have introduced "Inclined Keel Hull" configuration where the draught of * Correspondence to: School of iviarine Science and Technology, Armstrong Building, Newcastle University, NEI 7RU, United Kingdom. Tel.: ; fax: addresses: kwangcheol.seooncl.ac.uk, skc0076@hotmail.com (K.C. Seo). " Formerly worked at School of Marine Science and Technology, UK. the vessel is greater at the aft perpendicular than that at the fore perpendicular with a linear variation in between. Newcastle University have been exploring the design and operational benefits of the Inclined Keel Hull concept using a welldesigned 3600 TEU container vessel, which is designated as 'Basis Hull (BH)', by increasing the diameter of its propeller about 3%. However, improving the operational benefits by the increase in propeller size and hence in propulsive efficiency is not a simple issue as the latter is the product of the hull, propeller and relativerotative efficiencies. The bare hull resistance around the hull and inflow velocity into the propeller plane are important hydrodynamics aspects ofthe hull form development. If the increase of the bare hull resistance of Inclined Keel Hull (IKH) is considerable than that of BH (Basis Hull) the economics of the IKH will not work since the expected propulsive gain from the enlarged diameter of the IKH will be lost to the potential increase in the effective power of the IKH. Using numerical design and analysis methods supported by limited model test analysis, Seo (200) demonstrated that the IKH concept may provide a 45% of power saving. In the previous companion paper (Seo et al, 202) a brief definition of the IKH concept and its development for the 3600 TEU container vessel were presented including the analyses for the resistance and hull wake by using the CFD codes. The numerical results were validated for the bare hull resistance and wake of the BH and IKH based on the model test measurements. Main particulars of the BH and IKH are given in Table /$see front matter 203 Elsevier Ltd. All rights 06/j.oceaneng reserved.

2 K.C. Seo et al / Ocean Engineering 63 (203) The resistance tests with two 7.5 m (Lpp) huil models confirmed the successful design of the IKH form which resulted in a % increase in the effecdve power as the authors had targeted in the IKH development. In order to demonstrate the effectiveness of the IKH concept over the BH, the propeller must be designed to operate effectively in a nonuniform and unsteady wake flow field behind the hull. In general, the main particulars of propellers are determined for the optimum condition by using standard (or chart) series model propeller data and the basic particulars of the propeller is further optimized with respect to the radially varying wake distribution. And final step of the design approach involves an analysis of the optimum propeller in circumferential varying three dimensional wake distributions by using advanced unsteady propeller analysis tools to further refine the propeller geometry for better cavitation and vibration performance. In this paper, propeller designs and propulsion analyses for the IKH and BH hulls are presented for further validation of the relative propulsive performance for the Inclined Keel Hull based Table Main particulars of Basis Hull (BH) and Inclined Keel Hull (IKH). Main dimensions BH IKH Lpp (m) Beam (m) Design Draft (m) TF TA.3 2. WSA (m2) Volume (m3) on the selfpropulsion tests conducted in the SSPA towing tank (Allenstrom and RiisbergJensen, 20 a). 2. Numerical analysis of propulsion Prior to the design of an efficient propeller for the IKH and comparison of its propulsive performance with that of the BH a set of preliminary selfpropulsion tests were conducted with both hull models. Based on the propeller hullinteraction data obtained from these early selfpropulsion model tests, which were obtained with suitable stock propellers for the BH and IKH and reported in Allenstrom and RiisbergJensen (20a, 20 b), the propeller designs were carried out for both BH and IKH. Both propellers (i.e. for BH and IKH) were designed using the same procedure in three stages that are "Basic Design", "Lifting Line design (or Wake Adaptation)" and " Design (or Design Analysis)". For each of these stages, the design strategy and criteria were different to achieve the ultimate design objective, i.e., higher propulsion efficiency with lower cavitation and vibration. Each design stage was iterative with its own objective that made the entire design optimization task multiobjective and iterative as shown by the flowchart in Fig. and described in the following with more details. In the basic design stage, the main design strategy was to make use of wellestablished propeller design practices and experiences, which are well presented in the systematic propeller chart series, to achieve a more reliable basic design and to avoid any interaction (and hence iteration) with the other two design stages. In the basic design stage, the main particulars of both propellers (mainly pitch. Start: Design Specification Basic Design: Chart series D, RPM, A E/AQ, Chord, T^ax. V Lifting Line Design: Based on Wake Distribution r esign Opt. Circulation Distribution Design Wake Analysis: Select Skew Distribution Opt. Circulation Distribution Unload Tip Lifting Surface Design: Relocate Loading Loading Camber & Skew between Camber & Pitch Modify Loading Distribution Unsteady Lifting Surface Analysis: Cavitation & Hull pressures Modify Skew Design Design Fig.. Propeller design block diagram.

3 92 K.C. Seo et al. / Ocean Engineering 63 (203) 9095 shaft speed and blade area) were selected in iterative manner for the optimum propulsive efficiencies and minimum risk of cavitation for the maximum propeller diameter for each ship with the same ship speed (i.e. 24 knots) by using BSeries propeller chart (van Lammeren et al., 969) and Burrill's cavitation diagram (Burrill and Emerson, 963). The wake fraction and thrust deduction fraction used were based on the selfpropulsion tests with stock propellers. As shown in Table 2, after the basic design, the open water efficiency for the IKH propeller was 3.8% higher than that of the BH due to the increased propeller diameter and resulting lower propeller shaft speed. Consequently the IKH was expected to achieve a saving in shaft power of 2.7%, due to the improvement Table 2 Comparison of basic propulsive performance. Speed(kn) P/D J /fr IOKQ BH IKH KT/J' '/o N (rpm) Q (kn m)' PD (kw) B.A.R , , in the open water efficiency despite the % increase of hull resistance. In the lifting line design stage, the design objective was to adapt the propellers, which were designed from the chart series, to the wakes of the target ships based on Lerbs' lifting line method (Lerbs, 952). Hence the circulation distributions of both propellers were optimized to its individual axial wake distribution, which was obtained from the model tests, by using an inhouse lifting line code for achieving the maximum propeller efficiency with the critena of absorbing their required engine powers. The balanced design stage consisted of three substages such as "wake analysis", "lifting surface design" and "unsteady lifting surface analysis". In the wake analysis substage the wake distributions of both ship models were carefully analyzed for selecting the propeller skew distributions in case that the cavitation was inevitable. The objective of the lifting surface design substage was to further improve the lifting line design results in terms of the blade camber, propeller pitch and propeller skew. For this purpose, Greeley and Kerwin's lifting surface design code (Greeley and Kerwin, 982) was used. The objective of the unsteady lifting surface analysis substage was to predict the propeller cavitation.00r 0.95R 0.90R R 0.70R 0.60R' 0.60R 0.40R 0.30R" 0.20li Taper :0 Expanded View.58 > 0.73 Profile View Transverse View Fig. 2. Designed propeller for Basis Hull Expanded View Profile View Transverse View Fig. 3. Designed propeller for Inclined Keel Hull.

4 K.C. Seo et al. / Ocean Engineering 63 (203) performance and vibration. For this purpose inhouse unsteady lifting surface code IJPCA9 (Szantyr and Glover, 990) was used. As shown in Fig. if the cavitation extent and ship hull pressures were acceptable, the circulation distribution optimized from the lifting line design stage would be kept unchanged, and the design iteration would not go back to the lifting line design stage. In this case, the loading at certain radii may be relocated locally between the maximum camber and pitch at those radii to improve their cavitation extent. In case that the cavitation and hull pressures were excessive, hence not acceptable, firstiy the skew of propeller would be increased to improve the situation. If the resulting cavitation and hull pressures were still not acceptable, the radial distribution of the propeller loading had to be modified, usually by unloading the blade towards the tip. In this case the design iteration had to be taken back to the lifting line design stage as shown in Fig.. The main features and sectional details of each propeller are shown in Figs. 2 and 3 as the final design obtained from the above described design process whilst the basic dimensions of the propellers are given in Table 3 together with the numerical results of their performances based on the unsteady lifting surface analysis as described above. As can be seen in Table 3 the BH showed the power delivered to the propeller at this optimum operating condition was PD=27,962 kw. The similar analysis for the IKH propeller indicated that the delivered power, PD=26,888 kw for the optimum operating condition. This revealed that the delivered power for Table 3 Comparison of basic dimensions and numerical propulsive performance of designed propellers at the design speed (24 l<nots). Speed(kn) Blade no. Dia. (m) B.A.R BH IKH P/D Thrust(kN) N (rpm) Q(N m) PD (kw) , ,888 Basis Hull i Inclined Keel Hull IKH propeller would result in a 3.84% saving compared to the BH at a 22.6% lower shaft speed rate. The hull pressure computations were carried out at a point on the hull where the pressures were expected to have the peak values. These positions for the BH and IKH were at 6.2 m and 6.83 m above the propeller shaft axis in the propeller plane, respectively. IKH hull was designed to have a similar level of propeller clearance to BH hull and to run at a deeper draught which has the effect of reducing the potential for sheet cavity developed over the suction side of the propeller, together with improving the radiated hull surface pressure. To give a more comprehensive comparison between the BH and the IKH, harmonic analysis of the fluctuating pressure induced by the propeller up to fourth blade rate are shown in Fig. 4. These comparison results show that the IKH will offer benefits by reducing the hull pressure fluctuations at the first and second harmonic by almost 35%. 3. Experimental analysis of propulsion The model propellers were manufactured by SSPA according to the design data provided by the authors to SSPA. However during this process an unfortunate error took place resulting in that the manufactured BH model propeller had a smaller BAR than the designed one as shown in Table 4. The difference was 5.5% decrease in the BAR due to the human error during the exchange of information on the chord lengths of the blade sections in the excel tables although the drawings were correct. However the remaining data of the BH propeller were the same as the designed one produced by the authors. This unfortunate situation, in fact, put the BH model propeller in more efficient and hence more competitive than the intended numerical design that must be born in mind in the comparisons. In other word, the BH model propeller would be overperforming due to its lower frictional loss. However, the propeller manufactured will be exposed to higher risk of cavitation and hull pressure than the 0.8 BHKIExp BH IOKqExp BH Etao Exp. IKH KtExp IKH IOKq Exp IKH Etao Exp «BH KlInhouse BH IOKq In house BH EtaoInhouse IKH KtInhouse IKH IOKqInhouse 0 IKH EtaoInhouse propeller L~~l L 2 BR 3 BR 4 BR 0.4 Blade Rate Frequency Fig. 4. Comparison of numerical hull pressures induced by the propeller. 0.2 Table 4 Comparison of BH propeller designed and manufactured. BH propeller. Blade no. B.A.R BHdesigned BHmanufactured O.i Advanced ratio(j) Fig. 5. Comparison of open water efficiency from model test and inhouse lifting surface code for Basis Hull and Inclined Keel Hull (model scale).

5 K.C. Seo et al. / Ocean Engineering 63 (203) Table 5 p o w e r saving a r o u n d t h e d e s i g n speed. T h e p o w e r s a v i n g is C o m p a r i s o n o f propulsive p e r f o r m a n c e at 24 knot. a p p a r e n t b e t w e e n 8 and 2 6 l<nots w i t h a m a x i m u m o f 4.3% at 2 3 l<nots. PE(kW) N(rpm) il I/H 'IR 'ID PD ( k W ) BH 20, ,75 IKH 20, , Conclusions This paper presents t h e f i n a l o u t c o m e o f t h e I K H d e v e l o p m e n t, w h i c h e x p l o r e d t h e p r o p u l s i v e benefits o f 3% larger p r o p e l l e r d i a m e t e r t h a n t h e BH, i n t e r m s o f h y d r o d y n a m i c Effective power conducted Streamline project Streamline, (200). The u s i n g t h e i n h o u s e s o f t w a r e codes a n d an assessment o f t h e / : numerical /; J ft/' of propulsive efficiency made against Based on t h e k n o w l e d g e g a i n e d so far i t w a s f o u n d that t h e success o f t h e ' I n c l i n e d Keel H u l l ' a p p l i c a t i o n i n t o a large c o m m e r c i a l vessel requires a f i n e balance b e t w e e n t h e m i n i m a l / / f predictions m o d e l test results w a s made. St g in the o p t i m u m designs f o r t h e B H a n d IKH p r o p e l l e r s are p r e s e n t e d g performance w i t h t h e help o f advanced CFD tools a n d large scale m o d e l tests y B H Delivered power o. IKH E f f e c t i v e p o w e r.., IKH Delivered power increase i n the bare h u l l resistance a n d a m a x i m u m g a i n i n t h e p r o p u l s i v e efficiency. M o r e specifically t h e f o l l o w i n g conclusions are reached based o n t h e i n v e s t i g a t i o n p r e s e n t e d i n this paper: v ) N u m e r i c a l s t u d y i n d i c a t e d t h a t t h e I K H c a n o f f e r 4% o f p o w e r saving and b e n e f i t s o f r e d u c i n g t h e h u l l pressure f l u c t u a t i o n s f a p p r o x i m a t e l y by 35% over t h e BH pressure levels at f i r s t t w o ^ h a r m o n i c s f o r t h e design speed o f 2 4 k n o t s. 2) Model \ tests revealed t h a t the open water and relative r o t a t i v e e f f i c i e n c y o f t h e I K H p r o p e l l e r w a s 4% and % h i g h e r 24 t h a n t h a t o f t h e BH, r e s p e c t i v e l y, a t a 2.5% l o w e r s h a f t speed. Stiip S p e e d (kn) This r e s u l t e d i n a 4.3% m a x i m u m s a v i n g i n t h e d e l i v e r e d p o w e r at 23 k n o t s w h i l s t t h e s a v i n g w a s 4% at t h e design Fig.6. C o m p a r i s o n o f d e l i v e r e d p o w e r at f u l l scale. speed 3 ) The above findings favorably confirm the numerical pre designed a l t h o u g h t h e earlier presented h u l l pressure p r e d i c t i o n s d i c t i o n s f o r p o w e r saving a n d hence s u p p o r t i n g t h e w o r t h i w e r e a l l based o n t h e designed, i.e., c o r r e c t p r o p e l l e r. ness o f t h e I K H c o n c e p t f o r t h e d e s i g n a p p l i c a t i o n s o f large The e n t i r e p r o p u l s i o n tests w e r e conducted i n SSPA and reported c o m m e r c i a l vessels. by A l l e n s t r o m and RiisbergJensen (20 a). The c o m p a r i s o n o f the propeller o p e n w a t e r performances f r o m the m o d e l tests and inliouse unsteady l i f t i n g surface code f o r t h e models o f t h e t w o propellers is s h o w n i n Fig. 5. Numerical predictions o f t h r u s t and Acknowledgments torque coefficients correspond to the m o d e l test results w i t h i n 5%. The selfpropulsion m o d e l tests were carried o u t at several cruising speeds a r o u n d the design ship speed o f 2 4 knots and f u l l scale The c o n c e p t presented i n t h i s p a p e r w a s d e v e l o p e d during t h e p r i n c i p a l a u t h o r ' s Ph.D. s t u d y at N e w c a s t l e U n i v e r s i t y and p o w e r p r e d i c t i o n was conducted using t h e ITTC 78 performance s p o n s o r e d by t h e Korea Science a n d E n g i n e e r i n g prediction method. G r a n t n o : M a n d Dr. Sasaki Funds. The basis Foundation Table 5 s h o w s t h e c o m p a r a t i v e p r o p u l s i v e e f f i c i e n c y a n d its h u l l f o r m used i n this s t u d y is a c o u r t e s y o f M r. D a n i e l W i n t e r s o f c o m p o n e n t s as w e l l as t h e f u l l scale d e l i v e r e d p o w e r at t h e design O r b i s L t d. F i n a l l y t h e e x p e r i m e n t a l v a l i d a t i o n s o f t h e IKH c o n c e p t speed ( 2 4 k n o t s ) f o r t h e B H a n d IKH. The results o f t h e f i n a l m o d e l is b e i n g s p o n s o r e d by t h e EU FP7 p r o j e c t STREAMLINE ( test for t h e BH s h o w e d t h a t the o p t i m u m p r o p e l l e r e f f i c i e n c y FP7SST2008RTD). The a u t h o r s t h e r e f o r e g r a t e f u l l y a c k n o w l was edge the above c o n t r i b u t i o n s m a k i n g t h e I K H research a n d t h i s whilst the power delivered to t h e p r o p e l l e r was P D = 2 6, 5 7 k W. T h e s i m i l a r analysis f o r t h e I K H p r o p e l l e r i n d i p a p e r possible. cated t h a t t h e o p t i m u m p r o p e l l e r e f f i c i e n c y w a s and t h e d e l i v e r e d p o w e r w a s P D = 2 5, k W. This revealed t h a t t h e o p e n w a t e r a n d r e l a t i v e r o t a t i v e efficiencies o f t h e IKH p r o p e l l e r w e r e References 4% a n d % h i g h e r t h a n t h a t o f t h e BH a t a 2.5% l o w e r s h a f t speed, r e s p e c t i v e l y. This w o u l d r e s u l t i n a 4% saving i n t h e d e l i v e r e d p o w e r f o r t h e IKH d e s p i t e t h e fact t h a t t h e I K H p r o d u c e d a % h i g h e r e f f e c t i v e p o w e r t h a n t h a t o f t h e BH. A n o t h e r f a c t o r t h a t m u s t be b o r n i n m i n d i n t h i s c o m p a r i s o n is t h a t t h e m a n u f a c t u r e d BH m o d e l p r o p e l l e r w o u l d be o v e r p e r f o r m i n g t h a n t h e designed one w h i c h w o u l d r e s u l t i n t h e reduced r e l a t i v e p e r f o r m a n c e g a i n for the IKH. A l l e n s t r o m, B., R i i s b e r g J e n s e n, S., 2 0 a. S t r e a m l i n e : I n c l i n e d K e e l C o n c e p t A l l e n s t r o m, B., R i i s b e r g J e n s e n, S., 2 0 b. S t r e a m l i n e : I n c l i n e d K e e l C o n c e p t scale for b o t h t h e h u l l s w h i c h cleariy presents an average o f 4% WP. 5, D e s i g n H u l l. SSPA R e p o r t n o. R E A. B e e k, T.V., T e c h n o l o g y G u i d e l i n e s f o r E f f i c i e n t D e s i g n a n d O p e r a t i o n o f S h i p Propulsions. Marine News, Wartsila. B u r r i l l, L C, E m e r s o n, A., P r o p e l l e r c a v i t a t i o n : f u r t h e r t e s t s o n 6 i n. p r o p e l l e r m o d e l s i n t h e k i n g ' s c o l l e g e c a v i t a t i o n t u n n e l. T r a n s. NECIES 7 8, C i p i n g, J., L i a n g q u a n, C, W e i m i n g, T., 989. p r o p u l s i v e qualities of large full s h i p w i t h Fig. 6 s h o w s t h e c o m p a r i s o n o f t h e d e l i v e r e d p o w e r at f u l l WP. 5, Basis H u l l. SSPA R e p o r t n o. R E A. Investigation low on revolution resistance large and diameter propeller. In: Proceedings of the I n t e r n a t i o n a l S y m p o s i u m on Ship Resistance a n d P o w e r i n g Performance, pp

6 K.C. Seo et al. / Ocean Engineering 63 (20)3) Greeley, D.S., Kerwin, J.E., 982. Numerical methods for propeller design and analysis in steady flow. Trans. SNAME 90, Lerbs, H.W., 952. Moderately loaded propellers with a finite number of blades and an arbitrary distribution of circulation. Trans. SNAME 60, 737. Seo, K.C, 200. Application of Inclined Keel to Large Commercial Ships. Ph.D. Thesis. Newcastle University, UK. Seo, ICC, Atlar, M., Sampson, R., 202. Hydrodynamic development of inclined keel hullresistance. Ocean Eng. 47, 78. Szantyr, J.A.. Clover, E.J., 990, UPCA9The Lifting Surface Program for Unsteady Propeller Cavitation Analysis. Instructions for the User. Emerson Cavitation Tunnel Report, Department of Marine Technology, University of Newcastle Upon Tyne, UK. Streamline, 200. Annex. Description of Work. European Union 7th Framework Programme FP7SST2008RTD. van Lammeren, W.P.A., van Manen, J.D., Oosterveld, M.W.C, 969. The Wageningen Bscrew series. Trans. SNAME 77,

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