4/4/2019

A generic approach predicting the effect of fouling

control systems on ship performance
By
Prof Mehmet Atlar
Dep’t of Naval Architecture, Ocean and Marine Engineering
(NAOME)
University of Strathclyde, UK

THE 2ND AMACORT SYMPOSIUM ON CORROSION AND FOULING

APRIL 1, 2019 - ANTWERP, BELGIUM

Presentation layout

• Background & Objectives

• Description of approach
• Applications of approach
• Validation of approach
• Recent R&D in Dep’t of NAOME
• Concluding remarks

THE 2ND AMACORT SYMPOSIUM ON CORROSION AND FOULING

APRIL 1, 2019 - ANTWERP, BELGIUM
2

1
 4/4/2019

Background & Objectives

Description of approach
Applications of approach
Validation of approach Background & Objectives
Recent R&D in NAOME
Concluding remarks

• There are many ongoing drivers, which can be

economical or environmental or both, requiring for a
rational approach to predicting the effect of
biofouling and their control systems on “in-service”
performance of ships.
• Accumulated knowledge and experience based on
some experimental and numerical studies conducted in
the Universities of Newcastle & Strathclyde involving
the presenter over the past two decades have
encouraged him to propose:

A rational & preferably generic approach for ship

performance prediction by bridging the gap between
laboratory based experimental methods and numerical
(CFD) procedures that can be validated by dedicated full-
scale ship performance monitoring / analysis systems,
Atlar et al (2018)
3

Background & Objectives

Description of approach
Applications of approach
Validation of approach
Description of approach
Recent R&D in NAOME
Concluding remarks

1. Flat test panels with different types of hull coatings and surface
finishes (which can be simulated) are to represent ship hull
surfaces as well as propeller blade surfaces

2. Surface (roughness) characteristics of the test panels are

analysed by using different types of roughness measurement
devices (preferably non-contact optical) surface profilometry
devices
3. Hydrodynamic drag characteristics of the test surfaces are
measured using different testing methods (e.g. direct boundary
layer or indirect skin friction drag / pressure drop measurements )
4. Effect of biofouling on the test surfaces can be included using
dynamic growing methods in laboratory or at sea in a controlled
manner
5. Data produced in the above (through 2 through 4) can form basis
for a suitable extrapolation method which may allow to estimate the
additional “Skin Friction” due to different coating roughness and
biofouling for full-scale hull, based on a flat plate approach.
6. Experimental roughness data (e.g. as hydrodynamic roughness
function) can be built in a CFD solver to estimate the additional skin
friction, and hence ship resistance including 3D effects.
7. Validate the predictions by means of a transparent onboard ship
4
performance monitoring systems

2
 4/4/2019

1. Hull surface representation by flat test panels

UNEW standard test panels Two different surface finishes:

Smooth reference surface (left); Coated Spraying with normal finish (top);
surface (right) Simulated roughness (bottom)

Clean test panels with different fouling control

Coated test panel subjected to biofilm (slime)
5
coating systems

2. Roughness characterisation of coated test panels

Foul release

Levelling legs
Optical sensor/laser

Coated test panel

SPC

Optical Laser profilometer

CDP

Topographical views of test surfaces with different

coatings using Optical Profilometry 6
TQC Hull Roughness Gauge (25x25mm; 25 mic sampling interval)

3
 4/4/2019

3. Hydrodynamic performance assessment

Emerson Cavitation Tunnel Test bed (high speed insert)

7 7
Boundary Layer Measurement Set-up in Emerson Cavitation Tunnel using 2D-LDA system

3. Hydrodynamic performance assessment

(Alternative test methods)

Large friction plane Axisymmetric body tested in Emerson Rotating drum Apparatus
tested in CEHIPAR tank Cavitation Tunnel (UNEW)

Small friction test panel in UoS Kelvin Hydrodynamics Laboratory Scanned & 3D printed 8 8
Towing Tank artificial barnacles

4
 4/4/2019

3. Hydrodynamic performance assessment

(Alternative test method)
Fully turbulent (sea) water channel
Designed to measure pressure drop and hence determine skin
friction of flat test panels in fully turbulent seawater flow
including biofilm (e.g. slime) with rapid turnovers

Test (pressure drop) section

of turbulent channel

Test panel with biofilm

An overall view of UNEW installed in pressure drop 9
fully turbulent seawater channel section

4. Simulating biofouling (slime) on test panels

Lab – grown
biofilm facility

Field – grown
biofilm facility

General view of UNEW slime farm to grow

slime in lab environment with rapid turn over

UNEW Research Vessel strut arrangement

Testing section to collect naturally and dynamically grown
and test panel biofilm on test panels
arrangement
in slime farm
10

5
 4/4/2019

5. Extrapolation procedure

• Based on “Similarity law scaling procedure” of Granville. This enables to predict the effect
of specific roughness (due to coating, fouling etc.) on the friction drag of a surface in full-
scale by using “Roughness Function” of the particular roughness which can be
determined in laboratory based tests, Granville (1958).

where, Roughness Function (or velocity loss function) is further retardation of flow in the boundary
layer over a rough surface due to the physical roughness of that surface, which manifests itself as
additional drag, relative to smooth surface.

U+: Non-dimensional boundary layer velocity

y+: Non-dimensional normal distance from boundary

U+: Roughness Function

U   U smooth
 
 U rough

Roughness Function (U+)

representation 11

5. Extrapolation procedure
• Roughness Function of a representative rough surface can be determined by measuring
the boundary layer characteristics of test surfaces (direct method), or alternatively, by
measuring frictional drag of the test surfaces (indirect method) coated with different
coating systems with or without fouling

• Roughness Function (U+) data of representative test surfaces are the main input to
Granville’s algorithm to predict resulting added friction drag due to the effect of coating
and fouling roughness

Candries (2001) Yeginbayeva (2017)

Analysed Roughness Function (U+) characteristics of different surfaces 12 12

6
 4/4/2019

5. Extrapolation Algorithm

L plate = Test surface length

L ship = Ship length
CF smooth = Smooth surface drag coeff’s
CF rough = Rough surface drag coeff’s

𝐶𝐹 𝐶𝐹
𝐿+ = Re 1−ĸ
2 2

Re = Reynolds number, length based

K = von Karman Constant
U+ = Roughness Function

CF smooth , U+, L plate , L ship  Input

Schematic representation Granville’s C F rough for ship  To be predicted

algorithm, Schultz (2007)

CF rough − CF smooth
Change in Frictional Drag Coeff’s ∆𝐶𝐹 =
CF smooth
13

6. Use of CFD for predictions

• It may be more rational if the experimentally determined “Roughness Functions” for

different surface conditions can be built in the “wall functions” of CFD solvers,

U + = f (k+), where k+ is the Roughness Reynolds number

Wall functions are mathematical expressions to link the zone between the wall and log-law
region of the boundary layer.

• Such an attempt has been made by Demirel who modified the wall functions of a
commercial URANS solver (Star-CCM+) by using Schultz & Flack (2007)
experimental Roughness Function data for different
fouling conditions, Demirel (2015)
Description of condition NSTM rating* ks (mm) Rt50 (mm)

Hydraulically smooth surface 0 0 0

Typical as applied AF coating 0 30 150

Deteriorated coating or light slime 10-20 100 300

Heavy slime 30 300 600
Small calcareous fouling or weed 40-60 1000 1000
Medium calcareous fouling 70-80 3000 3000
Heavy calcareous fouling 90-100 10000 10000

A range of representative coatings and fouling conditions, Proposed CFD roughness function model
Schultz (2007) for experimental Schultz & Flack (2007)
*NSTM (2002) 14
roughness function data

7
 4/4/2019

6. Use of CFD for predictions

• Flat panels covered with pseudo barnacles

were towed at KHL of USTRATH by Demirel Table Experimentally obtained roughness length
scales, kG, and measurable surface properties of the
et al (2017) to present new set of roughness test surfaces with varying size barnacles.
function models for systematically varying
size and coverage of barnacles which can Test surface kG (μm) (Regression) h (mm) coverage (%)

provide basis for Granville’s extrapolation as B 10%

B 20%
174
489
174
445
5
5
10
20
well as CFD based predictions M 10%
M 20%
84
165
91
176
2.5
2.5
10
20
M 40% 388 386 2.5 40
M 50% 460 445 2.5 50
S 10% 24 24 1.25 10
S 20% 63 60 1.25 20
S 40% 149 171 1.25 40
S 50% 194 181 1.25 50

Three different size and four different coverage

area combination of test panels Proposed roughness function models based on experiments 15
using varying size pseudo barnacles

Background & Objectives

Description of approach
Applications of approach Applications of approach
Validation of approach
Recent R&D in NAOME
Concluding remarks

Table - Benchmark KRISO Container vessel, Kim et al. (2001)

Length between the perpendiculars (LBP) 230.0 m

Length of waterline (LWL) 232.5 m
Beam at waterline (BWL) 32.2 m
Depth (D) 19.0 m
Design draft (T) 10.8 m
Wetted surface area 9498 m2
Displacement () 52030 m3
Block coefficient (CB) 0.6505
Design Speed 24 knots
Froude number (Fr) 0.26

16

8
 4/4/2019

Applications of approach

Yeginbayeva (2017)

Figure - Increase in frictional resistance, %∆𝐶𝐹 for KRISO Container Ship for different
coatings types (FR, SPC and CDP) and hull surface conditions at 24 knots design speed,

Estimation is based on Granville’s extrapolation method (Flat Plate) 17

Applications of approach

Increase in frictional resistance, %∆𝐶𝐹 and effective power, %∆𝑃𝐸 for KRISO Container Ship
for different size coverage of barnacles at 24 knots design speed, Demirel et al (2017)

Estimation is based on Granville’s extrapolation method (Flat Plate) 18

9
 4/4/2019

Applications of approach

Increase in frictional resistance for KRISO Container Ship due to different surface conditions
at 24 knots, Demirel (2017)

Estimation are based on three different methods; i.e. Granville’s; CFD (Flat Plate; 3D 19
Hull)

Applications of approach

Increase in frictional resistance for KRISO Container Ship due to different surface conditions
at 19 knots (slow steaming), Demirel (2017)

Estimation are based on three different methods; i.e. Granville’s; CFD (Flat Plate; 3D 20
Hull)

10
 4/4/2019

Description & Applications of approach

• Effect of blade surface condition with
different grades of biofouling on Propeller
Efficiency can be modelled by using low- Table – Tanker propeller
main particulars
and high-fidelity CFD models, Atlar et al
(2002, 2003)
• Seo et al (2017) built Schultz’s roughness
function model in an unsteady lifting surface
based propeller flow model and
demonstrated the effect of different grades
of biofouling on the propeller efficiency
Case study - 95,000t
motor tanker propeller
Table - Roughness model

Table – Efficiency loss due to different fouling conditions

Effect of different grades of slime on the propeller 21

performance of a tanker vessel

Description & Applications of approach

• Recently, Owen et al (2017) based on the Table – Potsdam Propeller Test Case (PPTC) parameters
same approach but using high-fidelity CFD
Parameter Symbol Value
tool (Unsteady RANS Solver) and Schultz’s Diameter D 0.250
roughness functions, demonstrated the Pitch Ratio r/R=0.7 P0.7/D 1.635
effect of different grades of biofouling on the Area Ratio AE/ AO 0.779
propeller efficiency for the benchmark PPTC Chord Length0.7 (m) C0.7 0.104
Skew (deg) θ 18.837
Hub Ratio Dh/ D 0.300
0,70
No. of Blade Z 5
0,65 Rotation Direction Right
Revolutions/s (rps) n 15
0,60
Efficiency, η

0,55

0,50

0,45

0,40

0,35

0,30
0,60 0,70 0,80 0,90 1,00 1,10 1,20
Advance Coefficient, J
Smooth
AFCoating
LightSlime
HeavySlime
SmallCalcareous
MediumCalcareous and HeavyCalcareous

Effect of different grades of biofuling on the efficiency of

Potsdam Test Case Propeller 22

11
 4/4/2019

Background & Objectives

Description of approach
Applications of approach
Validation of approach
Validation of approach
Recent R&D in NAOME
Concluding remarks
• Ship Performance Monitoring System (SPMS)
onboard the RV “The Princess Royal” dedicated to
the analysis of biofouling growth and fouling control
system performance, Carchen et al (2016, 2017)

• Deterministic method of performance analysis is

preferred over Machine Learning and Hybrid
methods

• Data collection is conducted by “Dedicated Trials”

as well as “in-service” by remote on-line monitoring
system

• Data collected is normalized is based on the speed

and torque identity method of ITTC for the analysis
of sea trials

• Vessel performance against fouling is assessed

based on the major Key Performance Indicators
(KPI)
23

Validation of approach

Weather data

On-line recording
Rudder angle of performance data

Wave data

Shaft speed,
torque & thrust Fuel consumption Speed (TW) data

Performance measurement on-board RV “The Princess Royal”

24

12
 4/4/2019

Validation of approach

Figure - Data flow through the filtering procedures Figure - Schematic representation of deterministic
corrections for external disturbances

Figure – Dedicated sea trials & remote performance

Monitoring in the North Sea, off the coast of Blyth, UK
(55 09' N, 1 28’ W) 25

Validation of approach

Fig - Raw performance measurements (Grey markers)

and normalised performance data (red line and markers)
performance measurements on the Princess Royal,
Carchen et al (2017)
Normalised
delivered power

Power based
KPI

Wake based
KPI
26

13
 4/4/2019

Validation of approach

Total ship resistance breakdown

Total added drag breakdown

Resistance coefficients

Fouling coefficient KPI

27

Background & Objectives

Description of approach
Applications of approach
Validation of approach Recent R & D activities in
Recent R&D in NAOME
Concluding remarks
Dep’t of NAOME

• Design and commissioning of a new “Fully Turbulent

Flow Channel” (FTFC)

• Design and future commissioning of a new “slime farm”

• Further development of “barnacle fouling” modelling

• “Dimples” for drag reduction and fouling control

• “Tubercles” for drag reduction and fouling control

28

14
 4/4/2019

Design and commissioning of a new “Fully Turbulent Flow Channel” (FTFC)

• We have designed and recently commissioned a Fully Turbulent Flow Channel (FTFC) at
the Kelvin Hydrodynamics Lab’ which allow us to measure flow and drag characteristics of
various surfaces covered with different control fouling systems as well as drag reduction
mechanisms including the effect of marine biofouling

29

New Fully Turbulent Flow Channel (FTFC)

Main Features of FTFC

Upstream Length: 2.40 m
Test Plate Length: 0.60 m
Channel Width: 0.18 m
Channel Height: 0.0225 m
Bulk Velocity Range: ~ 0.5 – 15.0 m/s
Reynolds Number Range: ~ 10.000 – 350.000
Pressure taps No & range 6 taps & 20 -1000 mbar
Tank capacity 2.6 m3
LDA & PIV Access through
600 x 180 x 22.5 mm
Pressure drop section

30

15
 4/4/2019

New Dynamic Biofouling Farm

• Based on our previous experience with “jet” type dynamic flow action using pump, we have
designed a new biofouling farm with dynamic flow action created by rotating drum. This is
more practical and cost economical system
• We are in the process of manufacturing the farm in-house

31

Further developments in “BARNACLE fouling” modelling

Towing test with

artificial barnacles

Roughness function for 𝑘 + , 𝛥𝑈 + Demirel et al. (2017)

barnacles For varying sizes/
coverages

Utilisation into CFD

Ship resistance Ship self-propulsion

Propeller performance
characteristics performance
Song et al. (2019a) Song et al. (2019b) In progress

32

16
 4/4/2019

CFD simulations for the effect of barnacles on ship performance

• Up to 93% and 60% increase in 𝐶𝐹 and 𝑃𝐸 observed

• Roughness effect on different resistance components were investigated
– 𝐶𝑉𝑃 increases while 𝐶𝑊 decreases due to surface fouling
• Roughness effect on other ship hydrodynamic characteristics were found (Form
factor, stern wake, wave profile, …)

33

CFD simulations for the effect of barnacles on propeller performance

• Thrust (𝑇) decreases while torque (𝑇) increases due to

propeller fouling
– Thus overall efficiency decreases

• Reduced tip/hub vorticity observed

– Strategic roughness may have positive impact on
propeller cavitation/ noise
1

KT, Smooth 10KQ, Smooth ηO, Smooth

0,8 KT, B20% 10KQ, B20% ηO, B20%

0,6
KT, 10KQ, ηO

0,4

0,2

0
0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9
J

34

17
 4/4/2019

Further validation study for Granville’s approach

Towing tank tests using sandgrid coated flat plate/ model ship

Smooth plate Rough plate Smooth model Rough model ship

towing test towing test ship towing test towing test

Roughness function acquisition &

Granville’s extrapolation

Prediction of added resistance

due to roughness Comparison & validation

35

Further validation study for Granville’s approach

• Total resistance coefficients were predicted using the Granville’s extrapolation &
smooth model ship result
– 2D method
• 𝐶𝑇_𝑅𝑜𝑢𝑔ℎ = 𝐶𝑇𝑆𝑚𝑜𝑜𝑡ℎ + Δ𝐶𝐹,𝐺𝑟𝑎𝑛𝑣𝑖𝑙𝑙𝑒
– 3D method
• 𝐶𝑇_𝑅𝑜𝑢𝑔ℎ = 𝐶𝑇𝑆𝑚𝑜𝑜𝑡ℎ + (1 + 𝑘)Δ𝐶𝐹,𝐺𝑟𝑎𝑛𝑣𝑖𝑙𝑙𝑒
• Compared with rough model ship result
– 3D method shows better agreement compared to 2D method
• Can be attributed to the roughness effect on viscous pressure resistance

CF_R_KCS_Granville
7,50E-03
7,00E-03
CF_S_KCS (Karman-Schoenherr)
CT_R_KCS_Granville_2D
CT_R_KCS
7,00E-03
CT_S_KCS CT_R_KCS_Granville_3D
Total resistance coefficient
Resistance coefficient

6,00E-03

CT_R_KCS_Towing test
6,50E-03

5,00E-03
6,00E-03

4,00E-03
5,50E-03

3,00E-03 5,00E-03
2,5E+6 3,0E+6 3,5E+6 4,0E+6 4,5E+6 2,5E+6 3,0E+6 3,5E+6 4,0E+6 4,5E+6
Rn
Rn
36

18
 4/4/2019

“DIMPLES” for drag reduction and fouling control

Three dimensional surface structure for reduced friction resistance and improved heat exchange [1] .

Benefits

A dimpled surface may pose an elegant alternative

passive solution to the reduction of turbulent drag.

- It is a passive method.
- Ease of use (while comparing with riblets about
maintenance problems)
- These method that introduce spanwise
components cause large scale motions of the
fluid near the wall. Riblets which act on the flow
at the small near wall viscous scales. With
increasing Re number, their very small physical
size when used in high Re number applications
introduces wear problems.

[1] Vida, N., “Three-dimensional surface structure for reduced friction resistance and improved heat exchange,” US20070193726A1, 200 3.
[2] van Nesselrooij, M., L. L. M. Veldhuis, B. W. van Oudheusden, and F. F. J. Schrijer, “Drag reduction by means of dimpled surfaces in
turbulent boundary layers,” Exp. Fluids, vol. 57, no. 9, p. 142, Sep. 2016.
37

History of DIMPLES & Sample data from the open literature

• 1998 - Alekseev, Gachechiladze, Kiknadze, & Oleinikov reported 20% drag reduction
• 2004 – Vida patented up to 34% possibility
• 2004 – Wüst up to 20% reduction (Der Spiegel)
• 2005 – G.I. Kiknadze, A.A. Gachechilazade reported 20% reduction
• 2008 – H. Lienhart et al, reported reduction levels are ignorable.
• 2009 – L.L.M. Veldhius and E. Vervoort reported up to 15% reduction, up to 17% increase
• 2009 – G.I. Kiknadze et al reported 33% reduction on skin friction coefficient.
• 2011 – C.M. Tay upto %2 reduction
• 2015 – C.M. Tay et al up to 3% reduction
• 2016 – M. Van Nesselrooij et al up to 4% reduction, up to 18% increaase in some cases
• 2017 – X.W. Song et al 10% reduction with non symetrical dimple shapes(non-ovoid)

The Reynolds number dependence of the

coefficient of friction drag Cf of flat plates with
smooth metal and elastic surfaces subjected
on one side to a flow of liquid (water)
compared to the similar coefficient for similar
plates with the surface shaped by three-
dimensional concave relief subjected to flow
under the same conditions.

Kiknadze, G. I., I. A. Gachechiladze, and A. Y. Gorodkov, “Self-Organization of Tornado-Like Jets in Flows of Gases and Liquids 38
and the Technologies Utilizing This Phenomenon,” no. 43581. pp. 547–560, 2009.

19
 4/4/2019

Sample data from the open literature

[1]

[1]

[2]

[1] van Nesselrooij, M., L. L. M. Veldhuis, B. W. van Oudheusden, and F. F. J. Schrijer, “Drag reduction by means of dimpled
surfaces in turbulent boundary layers,” Exp. Fluids, vol. 57, no. 9, p. 142, Sep. 2016.
39
[2] Mode, J. M., “Simulation of the Flow Over a Flat Dimpled Plate,” Arizona State University, 2010.

Target Re range for CFD and model tests

• Most of the available data about drag characteristics of dimpled surfaces;

– 5.000<Rech<70.000 (Reynolds number based on channel height is at the
approximate)
– 6.000<Redimple<200.000 (Reynolds number based on dimple diameter)

• Targeted ranges at NAOME for CFD and FTFC tests;

– 44.000<Rech<330.000
– 200.000<Redimple<1.000.000

40

20
 4/4/2019

TUBERCLES for drag reduction & fouling control ?

Shi, W., Atlar, M. Norman, R. “Detailed flow measurement of the field

around tidal turbines with and without biomimetic leading-edge 41
tubercles”, Renewable Energy, V 111, 2017, PP 688-707

TUBERCLES for drag reduction & fouling control ?

Marino, M., Atlar, M., Demirel, Y, “An investigation of the effect of

biomimetic tubercles on a flat plate”, OMAE 2019 - 96276, Glasgow.
42

21
 4/4/2019

TUBERCLES for drag reduction & fouling control ?

flow flow flow

Cf

• Further optimisation
study using CFD
• Validation with FTFC
tests
ITTC57
• Impact on fouling
pattern

Marino, M., Atlar, M., Demirel, Y, “An

Re investigation of the effect of biomimetic tubercles
on a flat plate”, OMAE 2019 - 96276, Glasgow
43
(TBP)

Background & Objectives

Description of approach
Applications of approach
Validation of approach Concluding remarks
Recent R&D in NAOME
Concluding remarks

• The proposed approach is generic; can be applied to any ship type and hull coating
system in the presence of biofouling, and it may be combined with passive drag
reduction systems.

• Experimental data with representative surface finishes is essential both for the
extrapolation and CFD methods. The CFD should be preferred for more accurate and
direct estimation of the performance prediction at full-scale.

• The strength of the approach is to use the experimental method in combination with
the CFD but avoiding the most challenging barrier of describing the actual hull
surface condition numerically in the CFD.

• Validation of the proposed approach requires further full-scale data using the
developed bespoke performance monitoring and analysis system which is under
progress.

44

22
 4/4/2019

Acknowledgements

Akzo-Nobel:
• Candries (2001), Hasselaar (2011), Politis (2012 - ),Yeginbayeva (2017) Ex-PhDs
• Carchen, A. (2015 - ) Current PhD
• UNEW multi-purpose flume facility (FP6-AMBIO, FP7-SEAFRONT)
• Part of the performance monitoring system on-board The Princess Royal.
EU Commission:
• EU-FP6 AMBIO project, FP7 TARGETS project, FP7 FOUL-X-SPEL project and
FP7-SEAFRONT Project
Personnel of:
• The Emerson Cavitation Tunnel (UNEW), The Princess Royal (UNEW) and Kelvin
Hydrodynamics Laboratory (UoS).
NAOME Hydro-Team
• Marino, A (2016 - ), Song, S (2017 - ), Ilter, K. (2016 - ) Current PhDs
• Dr Demirel, YK
45

THANK YOU

e-mail: [email protected]
URL: www.strath.ac.uk/naome

Department of Naval Architecture, Ocean & Marine Engineering,

University of Strathclyde, Glasgow, UK

THE 2ND AMACORT SYMPOSIUM ON CORROSION AND FOULING

APRIL 1, 2019 - ANTWERP, BELGIUM
46

23
 4/4/2019

REFERENCES
Anderson, C., Atlar, M., Callow, M., Candries, M. and Townsin, R.L. (2003) The Development of Foul-Release Coatings for Seagoing Vessels,
Journal of Marine Design and Operations, No. B4, pp. 11-23.
Atlar, M., Yeginbayeva, I., Turkmen, S., Demirel, Y., Carchen, S., Marino, A. and Williams, D. (2018)A rational approach to predicting the effect of
fouling control systems on “in-service” ship performance, 3rd Intl Conference on Navalk Architecture and Maritime, Yildiz Technical Univeristy,
Istanbul, 24-29 April.
Atlar, M. (2011) Recent Upgrading of Marine Testing Facilities at Newcastle University, Proceedings of the 2nd International Conference on
Advanced Model Measurement Technology for EU Maritime Industry (AMT'11). Newcastle Upon Tyne
Atlar, M., Ünal, B., Ünal, U. O., Politis, G., Martinelli, E., Galli, G., Davies, C. & Williams, D. (2013a) An experimental investigation of the frictional
drag characteristics of nanostructured and fluorinated fouling-release coatings using an axisymmetric body. Biofouling, 29, 39-52.
Atlar, M., Aktas, B., Sampson, R., Seo, K.C., Viola, M.I., Fitzsimmons P., Fetherstonehaug, C. (2013b) A multi-purpose marine science and
technology research vessel for full-scale observations and measurements. 3rd International conference on advanced model measurement
technology for the maritime industry (AMT’13), September, Gdansk.
Atlar, M., Bashir, M., Turkmen, S., Yeginbayeva, I., Carchen, A. and Politis, G. ( 2015) Design, Manufacture and Operation of a Strut System
Deployed on a Research Catamaran to Collect Samples of Dynamically Grown Biofilms In-Service, Proceedings of the 4th International Conference
on Advanced Model Measurement Technology for Maritime Industry (AMT'15). Istanbul, Turkey.
Atlar, M., Glover, E.J., Candries, M., Mutton, R., Anderson, C.D. (2002) The effect of a Foul Release coating on propeller performance, Conference
Proceedings Environmental Sustainability (ENSUS). University of Newcastle.
Candries, M. (2001) Drag and Boundary Layer On Antifouling Paint. PhD thesis. University of Newcastle-Upon Tyne.
Candries, M., Atlar, M., (2003) On the Drag and Roughness Characteristics of Antifoulings, International Journal of Maritime Engineering, RINA,
Vol. 145 A2.
Candries, M., Atlar, M., Mesbahi, E. and Pazouki, K. (2003) The Measurement of the Drag Characteristics of Tin-Free Self-polishing Co-polymers
and Fouling Release Coatings Using a Rotor Apparatus, Biofouling, 19 (Supplement), pp. 27-36.
Carchen, A., Pazouki, K., and Atlar, M., (2017a) Development of an Online Ship Performance Monitoring System Dedicated for Biofouling and Anti-
Fouling Coating Analysis". Hull Performance and Insight Conference, HullPIC, Ulrichshusen, De.
Carchen, A., Turkmen, S. Pazouki, K., Murphy, A., Aktas, B. and Atlar, M., (2017b) Uncertainty analysis of full-scale ship performance monitoring
onboard the Princess Royal. Proceedings of the 5th International Conference on Advanced Model Measurement Technology for Maritime Industry
(AMT'15) Glasgow, UK.
Demirel, Y.K. (2015) Modelling the roughness effects of marine coatings and biofouling on ship frictional resistance, PhD Thesis, Department
47 of
Naval Architecture, Ocean and Marine Engineering. University of Strathclyde.

REFERENCES
Demirel, Y.K., Turan, O., Incecik, A., (2016) Predicting the effect of biofouling on ship resistance using CFD. Applied Ocean Research 62, 100-118.
Granville P. S. (1958) The frictional resistance and turbulent boundary layer of rough surfaces. Journal of Ship Research. 2:52-74.
Demirel, Y. K., et al. (2017). "Predicting the effect of biofouling on ship resistance using CFD." Applied Ocean Research 62: 100-118.
Granville, P.S. (1987) Three Indirect Methods for the Drag Characterization of Arbitrarily Rough Surfaces on Flat Plates, Journal of Ship Research, 31,
pp. 70-77.
Hasselaar, T. W.F. (2011) An investigation into the development of an advanced ship performance monitoring and analysis system, PhD Thesis,
Newcastle University.
ITTC (2014) Analysis of Speed/Power Trial Data, Recommended Procedures and Guidelines: Full Scale Measurements.
Marino, M., Atlar, M., Demirel, Y, (2019) “An investigation of the effect of biomimetic tubercles on a flat plate”, OMAE 2019 - 96276, Glasgow.
Naval Ships' Technical Manual (2002) Waterborne underwater hull cleaning of navy ships. S9086-CQ-STM-010/CH-081R5. Naval Sea Systems
Command. 2002.
Patel, V. C. (1998) Perspective: Flow at high Reynolds number and over rough surfaces—Achilles heel of CFD. Journal of Fluids Engineering, 120, 434-
444.
Politis, G., Atlar, M., Kidd, B. and Stenson, P. (2013) A Multipurpose Flume for the Evauation of Hull Coatings', Proceedings of the 3rd International
Conference on Advanced Model Measurement Technology for the Maritime Industry (AMT'13). Gdansk, Poland.
Schultz, M.P. (2007) Effects of coating roughness and biofouling on ship resistance and powering. Biofouling 23 (5), 331-341.
Schultz, M.P. and Flack, K.A. (2013) Reynolds-Number Scaling of Turbulent Channel Flow', Physics of Fluids, 25(025104), pp. 1-13.
Schultz, M.P., Flack, K., (2007) The rough-wall turbulent boundary layer from the hydraulically smooth to the fully rough regime. Journal of Fluid
Mechanics 580, 381-405.
SEAFRONT (2014-2017) Synergistic Fouling Control Technologies. Available at: http://seafront-project.eu/.
Seo, K-C, Atlar, M. and Goo B. (2016) A study on the hydrodynamic effect of biofouling on marine propeller”, Journal of the Korean Society of
Marine Environment & Safety, V 22, No1, 123-128.
Song, S., Demirel, Y.K, Atlar, M.(2019a). "An investigation into the effect of biofouling on the ship hydrodynamic characteristics using CFD." Ocean
Engineering 175: 122-137.
Song, S., Demirel, Y.K, Atlar, M. (2019b). “An investigation into the effect of biofouling on full-scale propeller performance using CFD”. OMAE,
Glasgow.
48
Taniguchi, K. and Tamura, K. (1966) On a new method of correction for wind resistance relating to the analysis of speed trial results, 11th ITTC.

24
 4/4/2019

REFERENCES
TARGETS, (2011) Targeted Advanced Research for Global Efficiency of Transportation Shipping-TARGETS, EU-FP7 Collaborative Project,
SST.2010-RTD-1-26600
Yeginbayeva, I. (2017) An investigation into hydrodynamic performance of marine coatings “in-service” conditions, PhD Thesis, Newcastle
University.
Yeginbayeva, I., Atlar, M., Turkmen, S., Kidd, B. and Finnie, A.A. (2016) Investigating The Impact Of Surface Condition On The Frictional
Resistance Of Fouling Control Coating Technologies, The 31st Symposium On Naval Hydrodynamics (SNH). Monterey, USA, 11-16 September

49

25