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Prediction of Shallow Water Resistance for a New Ship Model Using CFD
Simulation: Case Study Container Barge

Article  in  Journal of Ship Production and Design · May 2019

DOI: 10.5957/JSPD.11170051

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Journal of Ship Production and Design, Vol. 35, No. 2, May 2019, pp. 198–206
http://dx.doi.org/10.5957/JSPD.11170051

Prediction of Shallow Water Resistance for a New Ship Model

Using CFD Simulation: Case Study Container Barge

Nader R. Ammar,*,† Mohamed M. Elgohary,* Akram Zeid,‡ and Ahmed G. Elkafas*

*Department of Naval Architecture and Marine Engineering, Faculty of Engineering, Alexandria University, Alexandria, Egypt
†
Department of Marine Engineering, Faculty of Maritime Studies, King Abdulaziz University, Jeddah, Saudi Arabia
‡
Department of Marine Engineering Technology, Faculty of Maritime Transport and Technology, Arab Academy for Science,
Technology & Maritime Transport, Alexandria, Egypt

The importance of ship hydrodynamic parameters has increased since the advent of
power-driven vessels in the 19th century. The required power for the propulsion unit
depends on the ship resistance and speed. There are three approaches for the as-
sessment of ship resistance: analytical methods, model tests in basins, and com-
putational fluid dynamics (CFD). The rapid developments in computers and
computational methods increased the opportunities for CFD to be used in the ship
design process. The present article aims at simulating ship resistance in shallow water
using ANSYS-Fluent software package, Canonsburg, Pennsylvania. As a case study, a
container barge operated in the river Nile is investigated. The results show the wave
pattern in the subcritical, critical and supercritical regions. In addition, the total
resistance/drag is calculated at various ship speeds in shallow water using CFD and
compared with the calculated deep water resistance. Finally, the calculated drag results
from the CFD analysis are compared with that of the standard Schlichting method.

Keywords: shallow water resistance; computational fluid dynamics (CFD); inland

water units; Schlichting’s method; river Nile

1. Introduction hold structures must comply with the national and international
rules for safety inland navigation (Pacuraru & Domnisoru 2017).
Inland waterway transport plays an important role for the On the other hand, evaluation of ship hydrodynamic parameters
transport of goods all over the world especially along the river began to gain importance with the advent of power-driven vessels in
Nile’s sides. Moreover, transportation substantially shapes the the 19th century. The different components of ship total resistance are
growth and development of countries. To sustain and enhance one of the most important concerns of the ship hydrodynamics
the economic growth and vitality, as well as productivity of (Abdelkhalek et al. 2014). The effect of shallow water and restricted
commerce, a healthy and responsive transportation system is es- water ways on the resistance of ships has increased in the recent years
sential. The ability of barge transport to efficiently carry large cargo because of the growth in ship size and the increased congestion of the
volumes through long distances makes it a fuel efficient and en- shipping routes. As the ship enters shallow waters, a series of changes
vironmentally friendly means of transport (Wiegmans & Konings occur because of the interaction between the ship and the river/sea
2017). The inland water units’ dimensions have to comply with the bed. Therefore, the restricted space between the hull and the river/sea
existing waterway infrastructure, reduced length, breadth, and bottom causes an increase of the potential flow speed. The pressure
draught, according to the locks and bridges. Also the hull and cargo drop around the hull results in a loss of buoyancy. Thus, the ship is
affected by an increase in draft and trim change. The prediction of an
inland water unit’s resistance in shallow water is important for the
Manuscript received by JSPD Committee September 5, 2018; accepted estimation of the onboard power design requirements (Raven 2012).
November 21, 2018. Computational fluid dynamic (CFD) approaches for studying the
Corresponding author: Nader R. Ammar, [email protected] influence of hydrodynamic forces on ships are increasingly used in

198 MAY 2019 2158-2866/19/3502-0198$00.00/0 JOURNAL OF SHIP PRODUCTION AND DESIGN

the marine field, including the study of ship to bank, ship to ship, and components according to two approaches. It is composed of either
ship to bottom interaction in shallow waters. CFD is an easy and less the frictional and residual resistances or the viscous and wave
time consuming application. The accuracy of CFD analysis has been resistances (Harvald 1983).
proven (Abdelkhalek et al. 2014; Petr & Robert 2011). Most naval The vessel which is designed for operating in deep water has to
architects use this method instead of the towing tank experiment operate in shallow water also; whenever it comes to the port or
method which is tedious and time consuming (Harvald 1983). CFD harbor, it will have to encounter the shallow water effects. The
methods can analyze flow problems in resistance estimation. In ad- shallow water means the restriction in the vertical direction of the
dition, its techniques give reasonable results with less effort in cost and water (Pritam Kumar & Premchand 2015) and the total ship re-
time. The results for viscous flow drag are more accurate than that of sistance is highly affected by the depth of the navigational route. In
potential flow (Belibassakis et al. 2013; Tarafder & Suzuki 2007). shallow water, the potential flow around the ship hull is different
The present article aims at prediction of total ship resistance in from that in deep water. Flow velocity increases below the ship in
shallow water using the ANSYS-Fluent software package. As a case shallow water compared with deep water. Flow velocity increases
study, a new design for a container barge operated in the river Nile because there is a narrow passage for flow between ship bottom and
in Egypt is investigated. The main dimensions of the barge are sea bed. As the flow velocity increases there is a reduction in bottom
determined using the regression analysis for the main dimensions of pressure which is the source of upward buoyancy force (Nakisa
21 self-propelled barges working in the same route. et al. 2017). This results in an increase in ship sinkage, trim, and
total resistance than those in deep water. Therefore, the speed of the
ship in shallow water is determined based on sinkage and trim
2. Shallow water effect of on total resistance values to prevent the ship from touching the bottom (grounding).
For the same speed in shallow water and deep water, the ship may
Ship resistance is the total force that opposes the forward motion
touch the bottom because of excess sinkage and trim. So there is a
of the ship at a corresponding speed in still water. Alternately, it is
speed reduction in the shallow water region.
the force required to tow a ship in calm water at a constant speed.
In addition, the wave pattern is affected by the shallow water
The total resistance of the ship consists of air and hydrodynamic
(Molland et al. 2004). Kelvin diverging and transverse wave pattern
resistances. Air resistance is caused by the above-water surface of
and speed in deep water will be changed depending on the water
the ship. The hydrodynamic resistance is affected by the wetted
depth (Pritam Kumar & Premchand 2015). In water of depth (h) the
surface area of the ship hull. It can be divided into two main
velocity of surface waves (VC) is given by equation (1) as follows:
gLW 2πh
VC2 ¼ tanh ; (1)
2π LW
h
where LW is the length of wave from crest to crest. As increases,
2πh LW
the value of tanh approaches unity. Therefore, VC for deep
LW
water can be calculated using equation (2) as follows:
gLW
VC2 ¼ : (2)
2π
On the other hand, as the water depth (h) decreases and the ratio
h 2πh
becomes small, the value of tanh approaches 2πh
LW ; therefore,
LW LW
VC for shallow water is given by equation (3) as follows:
VC2 ¼ gh: (3)
For shallow water and at a depth Froude number (Fnh) less than
1.0, the wave system consists of a double set of waves, transverse
and diverging as in deep water and the pattern is enclosed between
the straight lines having an angle α ¼ 19° 28 minute to the cen-
terline. This may be described as a “subcritical speed range” at
which there is not much difference between shallow water re-
sistance and deep water resistance. When Fnh equals 1.0, the angle α
increases and approaches 90°. This is known as “critical speed

Table 1 Characteristics of the existing route restrictions

Industrial structure Length (m) Breadth (m)

Isna lock 116 17
Nagaa Hamadi lock 140 17
Assiut lock 80 16
Delta bridges 116 16
Fig. 1 Changes of wave pattern with varying Fnh

MAY 2019 JOURNAL OF SHIP PRODUCTION AND DESIGN 199

 Fig. 2 Length vs breadth (left) and LOA/B for 21 self-propelled ships (right)

range” at which shallow water resistance is much greater than that in of that of rail transport. Its noise and gaseous emissions are modest.
deep water. When Fnh exceeds 1.0, the angle α decreases and the According to recent studies, the total external costs of inland
wave system consists only of diverging waves, there being no navigation (in terms of accidents, congestion, noise emissions, air
transverse waves. This can be called as “supercritical speed range,” pollution, and other environmental impacts) are seven times lower
at which shallow water resistance drops significantly and is smaller than those of road transport (Younis et al. 2011).
than that in deep water, as described in Fig. 1 (Anthony et al. 2011; The designed self-propelled Nile container barge will navigate
Lars & Raven 2010). through the river from Cairo to Aswan. The Cairo–Aswan route
has a length of 980 km and a minimum water depth of 2.5 m. This
3. Nile container barge case study route is used for cargo and tourist transport. This navigational route
has several constrains such as locks, bridges, and shallow water
Transport facilities in Egypt are centered in Cairo and largely (The River Transport Authority 2008). The maximum dimensions
follow the pattern of settlement along the Nile. Egypt has a 1530- of the designed barge are made according to the smallest lock
km-long stretch of the Nile (Shenouda et al. 2018). Compared with (Assiut lock) as shown in Table 1. The selected ship length must be
other modes which are often confronted with congestion and ca- less than 72 m which permits 8.0 m for the opening gates. On the
pacity problems, inland waterway transport is characterized by its other hand, the maximum ship breadth is 14.4 m which is obtained
reliability and has major unexploited capacity. Inland waterway after subtracting 1.6 m from the width of the Assiut lock (for each
transport has major assets. It is particularly effective and energy side, .3 m fender and .5 m clearance). The draught of the Nile ship is
efficient; its energy consumption per ton-kilometer of transported often dictated by the shallow water nature of the river and found that
goods corresponds to 1/6 of the consumption on the road and to half maximum draft must be 1.5 m.

Fig. 3 Length vs depth (left) and LOA/D for 21 self-propelled ships (right)

200 MAY 2019 JOURNAL OF SHIP PRODUCTION AND DESIGN

 Fig. 4 Breadth vs draft (left) and B/T for 21 self-propelled ships (right)

The main particulars of the self-propelled container barge are 3D model of the ship. The output of Rhino program is exported as an
generated from the regression analysis of the main dimensions of 21 Initial Graphics Exchange Specification (IGES) file to the geom-
self-propelled barges in the same navigation route. The linear re- etry modeler in ANSYS program as shown in Fig. 5.
gression analysis is shown in the following Figs. 2–4 (Younis et al.
2011).
From Fig. 2, it is found that the relation between (LOA and B) can 4. Numerical investigation
be presented as follow:
The CFD analysis is carried out through commercial tool CFD
B ¼ :2022  LOA  1:107; (4) Fluent software. Computations were performed for shallow water
and the acceptable range is (4.5 ≤ (LOA/B) ≤ 6.5). (h ¼ 2.5 m). The main assumptions for the current simulation are:
From Fig. 3, it is found that the relation between (LOA and D) can the motion is linear with constant speed; free surface computation;
be presented as follow: no waves, current, propeller effect, and width restrictions are in-
cluded; flat river bottom, and both subcritical and supercritical
D ¼ :02734  LOA þ 1:547; (5) speed ranges are included. All CFD simulations are approached
using the following steps: importing the geometry, creating the
and the acceptable range is (14 ≤ (LOA/D) ≤ 26).
domain, meshing, assigning the boundary conditions, setting the
From Fig. 4, it is found that the relation between (B and T) can be
solver parameters, running the simulation, obtaining the result and
presented as follow:
analysis, and finally model validation.
T ¼ :03073  B þ :9891; (6)
and the acceptable range is (5 ≤ B/T Design ≤ 12) 4.1. Hull geometry, mesh, and boundary conditions
The linear regression analysis results are summarized in Table 2.
Lines plan are prepared by modifying the lines plan of an existing The medium in which the ship is moving is known as the domain.
ship to the main dimension of the current barge and extracting the The physical conditions of the model domain around the ship hull
new offset table. After extracting lines plan in a 2D shape by using followed that of the International Towing Tank Conference (ITTC)
AutoCAD, these lines were exported to Rhino program to get the references (ITTC 2011). It depends on the depth restriction. The
recommended domain dimensions are double ship length at the aft
and below, double ship length at the side, and the ship length at the
front as shown in Fig. 6. These dimensions are assumed based on
Table 2 Main dimensions and coefficients of the selected container the depth restriction and shallow water nature in the Nile (h ¼
barge
2.5 m).
The domain around the hull is discretized with 3D hexahedral
Main particulars Symbol Value structured mesh using ANSYS ICEM-CFD. The procedures for
Length over all (m) LOA 72 discretization of a structured mesh in ANSYS software involve the
Length between perpendiculars (m) LBP 70 following steps: creating a block in the domain, which is basically a
Length on waterline (m) LWL 70.53 single mesh covering the whole domain. This block is split into
Maximum beam on waterline (m) B 14.2 smaller blocks and no flow region blocks are removed. Then, the
Depth (m) D 3 edges of each block, vertices, and faces with the geometry curves,
Draft (full load) (m) T 1.5 points, and surfaces are added. The number of meshes on each of the
Displacement (ton) Δ 1280
edges is added to define the mesh density. Denser meshes near the
Block coefficient CB .86
hull are added through modifying the grading of the mesh density to

MAY 2019 JOURNAL OF SHIP PRODUCTION AND DESIGN 201

 Fig. 5 Nile container barge 3D modeling using Rhino (left) and ANSYS (right)

capture the boundary layer effects near the hull. Figure 7 shows the flows. For the present case study, the flow is modeled as an in-
surface meshes on the hull and 3D structured meshes in the domain. compressible flow so the pressure-based solver is selected. The
To solve the continuity and Navier-Stokes equations, the initial selected PISO (pressure implicit with splitting of operations) solver
and boundary conditions should be specified at first. Boundary requires less memory storage compared with the other solvers and
conditions can be considered as component of the mathematical allows flexibility in the solution procedure and applies to a wide
model. In the current simulation, the solid wall is assumed with no- range of flow regimes (Abdelkhalek et al. 2014). In addition, the
slip boundary conditions. The backflow effect is simulated using the selection is based on the solver performance for the flow conditions,
velocity inlet of the incompressible flow and the outlet pressure. In the size of mesh, and the required computer memory.
the case of restricted water depth, the effect of the riverbed on the The second step is the selection of parameters for simulation
hydrodynamic forces of the ship is added. The summary of the initializing. It will be required that all solution variables be
boundary conditions is shown in Table 3. initialized before starting iterations. A realistic initial guess
improves solution stability and accelerates convergence; on the
4.2. CFD simulation other hand, in some cases, a poor initial guess may cause the
solver to fail during the first little iteration. There are two kinds:
The first step for the CFD simulation stage is the selection of the one of them is the standard initialization, which means auto-
solver. There are two kinds of solvers available, a pressure-based matically filling the initialization values with the values that are
solver and density-based solver. Both solvers can be used for a specified at the inlet boundary. The second kind is the hybrid
broad range of flows, but in some cases, one formulation may initialization, which is a default initialization method that
perform better. The pressure-based solver is selected for mildly provides a quick approximation of the flow field, by a collection
compressible and incompressible flows. On the other hand, the of methods. In the current simulation, the hybrid type is used
density-based solver was designed for high-speed compressible (Jones & Clarke 2010).

Fig. 6 Domain around ship hull used in CFD simulation

202 MAY 2019 JOURNAL OF SHIP PRODUCTION AND DESIGN

 Fig. 7 Hull and domain meshing using ANSYS package

The third step is the selection of turbulence model. Unfortunately This region is called the viscous sublayer, or laminar sublayer.
there is no turbulence model generally accepted for all problems and Further away from the wall is a region called the buffer layer; in the
applications. The choice of the turbulent model will depend on buffer region, turbulence stresses begin to dominate over viscous
some considerations such as the physics encompassed in the flow, stresses and it eventually connects to a region where the flow is fully
the level of accuracy required, the available computational re- turbulent and the average flow velocity is related to the log of the
sources, and the amount of time available for the simulation. distance to the wall. This is known as the log-law region (Tezdogan
Considering the fluid flow over a flat plate, the uniform velocity et al. 2016).
profile hits the leading edge of the flat plate, and a laminar boundary The solution of the RANSE is obtained by selecting the suitable
layer begins to develop. The flow in this region is very predictable. turbulence model. The Sheer-Stress Transport (SST) k-ω turbu-
After some distance, small chaotic oscillations begin to develop in lence model is selected for the flow around the barge hull. It is
the boundary layer and the flow begins to transition to turbulence, a combination of k-є and k-ω models which simulates the flow
eventually becoming fully turbulent. The transition between these with high accuracy as it simulates all flow regions and predicts the
three regions can be defined in terms of the Reynolds number, physical changes (Jones & Clarke 2010).
The summary of the selected parameters for the ANSYS-Fluent
ρV L
Re ¼ ; (7) simulation can be shown in Table 4.
μ
where ρ is the fluid density, V is the velocity, L is the characteristic Table 4 Summary of parameters selected for the ANSYS-Fluent
length, and μ is the fluid’s dynamic viscosity. In the laminar regime, simulation
the velocity and the pressure fields can be predicted by solving
Navier-Stokes equations. As the flow rate and thus also the Rey- Parameter Setting
nolds number increases, the flow field exhibits small eddies and the
spatial and temporal scales of the oscillations become so small that it Solver based Pressure-based solver
Solver PISO
is computationally unfeasible to resolve them using the Navier-
Initialization Hybrid
Stokes equations, at least for most practical cases. In this flow
Turbulence model SST k-w
regime, the Reynolds-averaged Navier-Stokes (RANS) formulation Fresh water density 1000 kg/m3
can be used. The turbulent flow near a flat wall can be divided into Viscosity 1.78  105 kg/ms
four regions. At the wall, the fluid velocity is zero, and in a thin layer
above this, the flow velocity is linear with distance from the wall.

Table 3 Summary of boundary conditions

Part Boundary condition

Inlet Velocity inlet

Outlet Pressure outlet
Port/starboard No-slip wall
Hull No-slip wall
Top No-slip wall
Bottom Moving No-Slip wall
Fig. 8 Mesh independence study for the container barge

MAY 2019 JOURNAL OF SHIP PRODUCTION AND DESIGN 203

 Table 5 Ship speed regions at shallow water (h ¼ 2.5 m) much as possible. However, the number of nodes of the simulated
model directly depends on three main factors (technology, time, and
Region Fnh Speed (knots) cost) (Tu et al. 2008). It is well known that the accuracy of CFD
Subcritical .4 3.9
results and the calculation time strongly depend on the type of the
Subcritical .6 5.8 mesh and number of cells used. Therefore, to address this problem,
Subcritical .8 7.7 calculations have been performed several times to find the optimum
Critical 1 9.6 mesh number. The mesh independence study was conducted based
Super-critical 1.2 11.5 on the ITTC uncertainty analysis recommendation (ITTC 2011).
Super-critical 1.4 13.5 The convergence study was made based on six varying mesh
resolutions. The mesh was varied by the modification of the face
sizing while keeping the body sizing with a constant element size.
5. Results and discussion The inflation layer was kept constant throughout the analysis as the
mesh resolution was based on the standard wall calculation. It can
The results include model verification and the calculated shallow be noticed that 900,000 meshes is suitable for the current model to
water resistance using CFD. In addition, the comparison between get the correct results as shown in Fig. 8.
deep and shallow waters resistance is discussed.
5.2. Shallow water resistance results
5.1. Mesh independence study
This is the process of extraction of the desired result from the
The commercial software ANSYS has been used for the re- simulation setup. Versatile visualization tools are an added ad-
sistance calculations. To get results with high accuracy in the CFD vantage of CFD packages: visualizing the wave pattern, plotting
simulation, the modeled mesh should be divided into elements as contours with a color scale of pressure magnitudes, monitoring and

Fig. 9 Variation of wave pattern and flow speed under ship hull in shallow water

204 MAY 2019 JOURNAL OF SHIP PRODUCTION AND DESIGN

Fig. 10 Total resistance of model at various simulated speed using CFD Fig. 12 Comparisons between CFD, Schlichting, and deep water total
analysis resistance calculations

plotting resistance data, etc. The analysis is carried out over dif- resistance, subdivided into components of different origin. Each
ferent ship speed regions as shown in Table 5. component was expressed as a function of the speed and hull-form
The simulations were performed for the abovementioned speeds. parameters. The application of the Holtrop method for deep water
The changes in wave pattern in shallow water according to sub- resistance includes many ship types; one of them is specified for the
critical, critical, and supercritical speeds are noticed as discussed case as discussed in Holtrop (1984).
before at section 2, and it is found that there are similarities between The validation of the CFD model was achieved by comparing the
the CFD results and the standards Schilchting results as shown in CFD results of ship resistance with the experimental result of
Fig. 9. Schlichting’s method (Lars & Raven 2010) as shown in Fig. 11.
The flow speed under the keel changes when the vessel moves Schlichting’s method covered the increase in resistance in shallow
from deep to shallow water. Figure 9 shows the velocity magnitude water at subcritical speeds.
in the domain around the hull of the barge. It is observed that the The obtained total resistance results at various simulated speeds
potential flow velocity between the hull and the river bottom is from CFD can be compared with that of the deep water resistance
increased in shallow water (Gourlay 2006). calculated based on the Holtrop Method as shown in Fig. 12. In
The obtained results (total drag at various simulated speeds) from addition, the predicted shallow water resistances by Schlichting’s
the CFD simulation are plotted in Fig. 10. It can be noticed that the method at the subcritical speeds are compared with the CFD results.
CFD simulation covered all the flow regions up to the supercritical The shallow water resistances are predicted using the CFD
region. simulation and are compared with Schilchting’s method’s results
For the present ship model, the total resistance in deep water can which show a better agreement up to the critical speed, as
be calculated using the Holtrop method. The Holtrop method Schlichting’s method covers only the subcritical region. Above the
(Holtrop 1984) is currently considered as one of the most accurate critical speed, in the supercritical speed region, CFD simulation can
and efficient methods for the estimation of the resistance and provide an approximation for the shallow water resistance.
propulsion power requirements of conventional vessels. It is an It is observed that there is a noticeable change in resistance
empirical method consisting of equations for the various resistance between both deep and shallow water. The resistance increase is
components that derive from the statistical analysis and regression high near the critical speed region and it goes on decreasing sig-
of a database with a large number of model test results. The model nificantly as the speed of ship crosses the critical speed as shown in
developed by Holtrop is a numerical description of the ship’s Fig. 13.

Fig. 11 Comparison between ship resistances values using CFD  

Rshallow  Rdeep
simulation and Schlichting’s method Fig. 13 Percentage increase % according to Fnh
Rdeep

MAY 2019 JOURNAL OF SHIP PRODUCTION AND DESIGN 205

 6. Conclusions ABDELKHALEK, H., HAN, D. F., GAO, L. T., AND WANG, Q. 2014 Numerical
estimation of ship resistance using CFD with different turblence model,
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206 MAY 2019 JOURNAL OF SHIP PRODUCTION AND DESIGN

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