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TECHNICAL PAPERS

Experimental Investigation of the Turbulent Boundary Layer of Surfaces Coated With Marine Antifoulings

[+] Author and Article Information
M. Candries

School of Marine Science and Technology, University of Newcastle-upon-Tyne, Newcastle-upon-Tyne, NE1 7RU, United Kingdom Tel: + 44 191 222 89 77 Fax: + 44 191 222 54 91Maxim_Candries@yahoo.com

M. Atlar

School of Marine Science and Technology, University of Newcastle-upon-Tyne, Newcastle-upon-Tyne, NE1 7RU, United Kingdom Tel: + 44 191 222 89 77 Fax: + 44 191 222 54 91Mehmet.Atlar@ncl.ac.uk

J. Fluids Eng 127(2), 219-232 (Dec 22, 2004) (14 pages) doi:10.1115/1.1891148 History: Received May 29, 2002; Revised December 22, 2004

Turbulent boundary-layer measurements have been carried out on flat surfaces coated with two different new generation marine antifoulings. The coatings were applied on 1-m-long test sections that were fitted in a 2.1-m-long flat plate setup. The measurements were carried out in two different recirculating water tunnels by means of two-component laser Doppler velocimetry and were compared with measurements of a smooth steel reference surface and a surface covered with sand grit. Both coatings exhibited an increase in frictional resistance compared to the reference surface, but the increase was significantly smaller for the Foul(ing) Release coatings than for the Tin-free SPC coating. The coatings did not significantly affect the boundary-layer thickness. When expressed in inner variables, the coatings did not have an effect on the turbulence intensity profiles, but when expressed in outer variables, the coatings affected the near-wall turbulence intensities.

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Copyright © 2005 by American Society of Mechanical Engineers
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Figures

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Figure 1

Roughness measurements taken on a Foul Release coated surface

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Figure 2

Roughness measurements taken on a Tin-free SPC coated surface

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Figure 3

Schematic sketch of the flat plate test fixture and experimental setup in the Emerson Cavitation Tunnel. For the experiments in the CEHIPAR Cavitation Tunnel, the plate was mounted horizontally.

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Figure 4

von Karman shape factor H plotted against Ue∕Uτ (uncertainty in H:±3.17% for STEEL, ±0.58% for SPC; uncertainty in Ue∕Uτ:±1.07% and ±1.56%, respectively)

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Figure 5

Comparative velocity profiles at 5m∕s and 1.607 m from the leading edge [uncertainty in U+ for 50<(y+ϵ)+<0.8δ+:±1.72% for the STEEL surface, ±1.94% for the rough surfaces)

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Figure 6

The frictional resistance coefficients of the STEEL and coated surfaces as obtained with (a) the Hama and (b) the Reynolds stress methods (uncertainties in cf:±3.1% for the Hama method; ±2.4% for the Reynolds stress method). Least-squares regression lines of the form of Eq. 4 are included.

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Figure 7

Roughness function ΔU+ versus Reδ1 at each location for (a) the surface SPC, (b) FR, and (c) ROLL (uncertainty in ΔU+:±14.74%,Reδ1:±9.86%)

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Figure 8

Turbulence intensity profiles at Ue=5m∕s and 1.607 m from the leading edge expressed in inner variables for (a) STEEL and SAND, (b) SPC, ROLL, and FR, (c) CSPC and CFR [uncertainties for the rough surfaces and for (y+ϵ)+>30:urms′:±4.66%,vrms′:±4.00% in the Emerson Cavitation Tunnel, ±29.4% and ±29.9%, respectively, in CEHIPAR]

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Figure 9

Turbulence intensity profiles at Ue=5m∕s and 1.607 m from the leading edge expressed in outer variables for (a) STEEL and SAND, (b) SPC, ROLL, and FR, (c) CSPC and CFR [uncertainties for the rough surfaces and for (y+ϵ)∕δ>0.02:urms′∕Ue:±4.54%,vrms′∕Ue:±3.85% in the Emerson Cavitation Tunnel, ±29.5% and ±30.0%, respectively, in CEHIPAR]

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Figure 10

Reynolds stress profiles at Ue=3m∕s and x=1.607m [uncertainties for (y+ϵ)∕δ>0.02:±12.14%]

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