No abstract

A turbulent boundary layer developed over a herringbone patterned riblet surface is investigated using stereoscopic particle image velocimetry in the cross-stream plane at $Re_{\unicode[STIX]{x1D70F}}\approx 3900$. The three velocity components resulting from this experiment reveal a pronounced spanwise periodicity in all single-point velocity statistics. Consistent with previous hot-wire studies over similar-type riblets, we observe a weak time-average secondary flow in the form of $\unicode[STIX]{x1D6FF}$-filling streamwise vortices. The observed differences in the surface and secondary flow characteristics, compared to other heterogeneous-roughness studies, may suggest that different mechanisms are responsible for the flow modifications in this case. Observations of instantaneous velocity fields reveal modified and rearranged turbulence structures. The instantaneous snapshots also suggest that the time-average secondary flow may be an artefact arising from superpositions of much stronger instantaneous turbulent events enhanced by the surface texture. In addition, the observed instantaneous secondary motions seem to have promoted a free-stream-engulfing behaviour in the outer layer, which would indicate an increase turbulent/non-turbulent flow mixing. It is overall demonstrated that the presence of large-scale directionality in transitional surface roughness can cause a modification throughout the entire boundary layer, even when the roughness height is 0.5 % of the layer thickness.

Abstract

This article will look into to the environmental and economic issues in the maritime sector that arise due to biofouling. For the shipping industry, biofouling is known to increase hull roughness that would lead to an increase in friction resistance and fuel consumption. Here we present a short review regarding ship-hull roughness due to biofouling and its associated increase in skin friction drag, and analysis of fuel consumption from an operating ship with two different anti-fouling coating. The data shows that a higher quality antifouling would result in a low biofouling attachment on the hull surface, resulting in a lower fuel consumption.

No abstract

Whereas streamwise effective slope ( $ES_{x}$ ) is accepted as a key topographical parameter in the context of rough-wall turbulent flows, the significance of its spanwise counterpart ( $ES_{y}$ ) remains largely unexplored. Here, the response of turbulent channel flow over irregular, three-dimensional rough walls with systematically varied values of $ES_{y}$ is studied using direct numerical simulation. All simulations were performed at a fixed friction Reynolds number 395, corresponding to a viscous-scaled roughness height $k^{+}\approx 65.8$ (where $k$ is the mean peak-to-valley height). A surface generation algorithm is used to synthesise a set of ten irregular surfaces with specified $ES_{y}$ for three different values of $ES_{x}$ . All surfaces share a common mean peak-to-valley height and are near-Gaussian, which allows this study to focus on the impact of varying $ES_{y}$ , since roughness amplitude, skewness and $ES_{x}$ can be eliminated simultaneously as parameters. Based on an analysis of first- and second-order velocity statistics, as well as turbulence co-spectra and the fractional contribution of pressure and viscous drag, the study shows that $ES_{y}$ can strongly affect the roughness drag penalty – particularly for low- $ES_{x}$ surfaces. A secondary observation is that particular low- $ES_{y}$ surfaces in this study can lead to diminished levels of outer-layer similarity in both mean flow and turbulence statistics, which is attributed to insufficient scale separation between the outer length scale and the in-plane spanwise roughness wavelength.

A unique class of directional surfaces arranged in a converging-diverging (herringbone) pattern are studied experimentally in a zero pressure gradient turbulent boundary layers. Hot-wire measurements using both single and cross-wire show that these small surfaces are able to generate large-scale counter rotating roll-modes/vortices within the turbulent boundary layer, resulting in dramatic spanwise variation in the boundary layer thickness δ (50% variation for the strongest case). The results reveal that above the converging region, the local mean velocity decreases while the turbulence intensity increases, resulting in locally thicker boundary layer. Over the diverging region, the opposite situation occurs, where the mean velocity increases and the turbulence intensity decreases, resulting in a locally thinner boundary layer. The strong perturbation effect from these surfaces to the overall flow dynamics seems unusual, considering that their peak-to-trough height is approximately only 1% of the boundary layer thickness. This study, also investigates the behavior of the large-scale counter-rotating roll-modes when the surface reverts from the herringbone pattern back to the smooth wall, to see how far they persist over the smooth wall. Our preliminary results show that the roll-modes above the smooth wall still persist even at 40δ downstream. The results of this study show that the herringbone surface roughness pattern can act as a novel method of generating counter rotating roll-modes (vortices) for flow control purposes in various engineering applications. Nomenclaturex Streamwise direction/distance, m y Spanwise direction/distance, m z Wall-normal direction/distance, m U Mean streamwise velocity, m/s V Mean spanwise velocity, m/s W Mean wall-normal velocity, m/s U ∞ Freestream velocity, m/s U τ Skin friction velocity, m/s U sa Spanwise averaged mean velocity, m/s δ Boundary layer thickness, m δ s Boundary layer thickness over smooth wall, m δ r Boundary layer thickness over rough surface, m δ sa Boundary layer thickness averaged over one spanwise wavelength, m δ rs Boundary layer thickness averaged over one spanwise wavelength of rough to smooth case, m Downloaded by KUNGLIGA TEKNISKA HOGSKOLEN KTH on July 30, 2015 | http://arc.aiaa.org |

No abstract