The effect of cleaning and repainting on the ship drag penalty

Although the hull of a recently dry-docked large ship is expected to be relatively smooth, surface scanning and experimentation reveal that it can exhibit an "orange-peel" roughness pattern with an equivalent sand-grain roughness height = 0. 101 mm. Using the known value and integral bound...

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Published inBiofouling (Chur, Switzerland) Vol. 37; no. 4; pp. 372 - 386
Main Authors Utama, I. K. A. P., Nugroho, B., Yusuf, M., Prasetyo, F. A., Hakim, M. L., Suastika, I. K, Ganapathisubramani, B., Hutchins, N., Monty, J. P.
Format Journal Article
LanguageEnglish
Published Abingdon Taylor & Francis 01.07.2021
Taylor & Francis Ltd
Subjects
Boundary layers
Cleaning
Coefficient of friction
Experimentation
Hydrodynamics
Repainting
Roughness
roughness estimation
Ship hulls
ship-hull roughness
Ships
skin friction drag
Turbulent boundary layer
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Summary:Although the hull of a recently dry-docked large ship is expected to be relatively smooth, surface scanning and experimentation reveal that it can exhibit an "orange-peel" roughness pattern with an equivalent sand-grain roughness height = 0. 101 mm. Using the known value and integral boundary layer evolution, a recently cleaned and coated full-scale ship was predicted to experience a significant increase in the average coefficient of friction and total hydrodynamic resistance during operation. Here the report also discusses two recently reported empirical estimations that can estimate k s directly from measured surface topographical parameters, by-passing the need for experiments on replicated surfaces. The empirical estimations are found to have an accuracy of 4.5 − 5 percentage points in
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ISSN:0892-7014
1029-2454
DOI:10.1080/08927014.2021.1914599