VTT hull form- "Very Trim Twin hull," or "double-ended ship design,"

VTT hull form refers to the hull design of a ship known as a Very Trim Twin (VTT). The VTT hull
form is characterized by its specific shape and features, which are intended to optimize the
ship's performance in terms of speed, stability, and fuel efficiency.

The main distinguishing feature of the VTT hull form is its double-ended design. Unlike
traditional ships with a pointed bow and stern, a VTT vessel has a blunt or squared-off shape at
both ends. This double-ended configuration allows for better maneuverability and reduces wave
resistance, resulting in improved speed and fuel economy.

Additionally, VTT hulls typically have a relatively wide beam and a shallow draft. The wider
beam provides increased stability, allowing the ship to handle rough seas more effectively. The
shallow draft means that the ship's hull extends less into the water, resulting in reduced drag
and improved efficiency.

The VTT hull form is often employed in high-speed vessels such as fast ferries, catamarans, and
hydrofoils, where speed and efficiency are paramount. The design is particularly advantageous
in applications where the ship needs to operate at high speeds over relatively short distances,
such as coastal or river transportation.

STERN TUBE PROPELLER

It consists of a propeller attached to a rotating shaft that passes through a stern tube, which is a
cylindrical structure located at the stern (rear) of the ship. The stern tube is designed to support
and protect the propeller shaft.
The main purpose of a stern tube propeller is to generate thrust and propel the ship forward or
backward. The rotating motion of the propeller creates a pressure difference between the front
and back surfaces of the blades, causing water to flow past the blades and generating thrust.

The stern tube itself serves several functions. It provides a watertight seal around the propeller
shaft, preventing water from entering the ship's hull. This seal is crucial for maintaining the
ship's structural integrity and preventing flooding. The stern tube also houses lubrication
systems that ensure smooth rotation of the propeller shaft by reducing friction and heat
generation.

The Savitsky method

Calculation of the resistance and trim of highspeed boat at planning regime is a complex hydrodynamic
problem. At the planning regime, with the aid of lifting force, the boat is lifted over the water surface
with high trim angle. Many methods have been applied to calculate the resistance and the trim of the
high-speed boat at this planning regime. Empirical method by Savitsky

At the displacement regime, with FrΔ ≤ 1, the planning boats operate same as the displacement vessels,
and the lifting force is small, and the boats cannot be lifted over the water surface. As the speed of the
boat increases, with the FrΔ ≥ 1, the boat operates at the semi-displacement regime. At this regime, the
boat has high resistance and high trim angle. When FrΔ ≥ 1, the boat operates fully at planning regime.
At planning regime, the boat operates more efficiently and needs less power to maintain the speed
because the lifting force lifts the boat above the water surface, thus, the friction resistance decreases.

The Savitsky method has been applied widely since 1964 to predict the power requirement for planning
boat. This method requires the prismatic hull shape, so it will give more accurate result if the hull
sections are more like the triangle. The advantage of this method is that it is very fast, the users can
implement this method in Excel or even hand calculation. Moreover, it requires limited input data, only
some basic dimensions of the planning boat, such as: speed, mass, deadrise angle, center of gravity. The
outputs of the method are the total resistance, lift force, trim and sinkage and wetted surface area.

HAMMAD JAVED
Resistance:
Total resistance; either expressed as: RT = RR + RF + RCor + RApp + RAir

or RT = RW + RV + RCor + RApp + RAir

Wave-making resistance (Rw) is a type of drag that affects surface watercraft, such as
boats and submarines. It is caused by the energy required to push the water out of the way of
the hull as the vessel moves through the water.
A ship is propelled by an energy source and some of its energy is used in creating waves.

An object moving through the water creates both divergent waves, which spread outward from the ship,
and transverse waves.

Constructive and Destructive Wave: The Stern and Bow wave effects on each other waves as they
collide, and overlap is called constructive (adding) or destructive (reducing) interference.
Stagnation Point: Its instantaneous velocity is zero, the pressure will be higher thus at bow wave. And
stern wave.

Chevron: This pattern consists of two wave lines that form the arms of a chevron

The wave making resistance thus varies with the speed of the ship.

The magnitude of this drag reduces with the increasing depth of submergence until it becomes negligible
at deep submergence.

Hump and Hollow:

crests and troughs can either partially cancel the stern wave system, or partially add to it, resulting in
some speeds with higher resistance due to interference. This fact causes the plot of total resistance
coefficient versus speed to have “humps and hollows.

Hump Reinforcement takes place when is an odd number of half wavelength.

Where =1,2,3 …, and is the number of crests accruing over the length

Hollow Cancellation occurs when is an even number of half wavelength.

As the Froude number is increased the wavelength increases rapidly until it becomes very much greater
than 𝐿𝑤𝑙

Residuary resistance. Rr
The residual resistance is the sum of the wave-making resistance, the form resistance, and the eddy
resistance.

 Form resistance is caused by the shape of the ship's hull. Ships with a smooth, streamlined hull
experience less form resistance than ships with a blunt or angular hull.
  Eddy resistance is caused by the turbulence that is created as the water flows around the ship's
hull. The turbulence can cause the water to flow in eddies, which can increase the resistance
that the ship experiences.

Viscous Pressure Resistance:

Due to viscosity, a boundary layer will formed

Due to boundary layer separation at the aft of the ship, eddies will formed.

Eddies will formed

DirectionV =of0 flow No more zero velocity
Stagnation Point Pressure reduces
Pressure = Max
Due to eddies, pressure will drop at the second stagnation point.

Difference between aft and forward pressure will give rise to drag or resistance.

This is also known as resistance due to eddies, a form of viscous pressure resistance.

Skin Friction Resistance - RF

As the fluid flows over an object, it applies frictional forces to the surface of the object which works to
impede forward movement of the object; the result is called skin friction drag.

Skin friction drag is often the major component of parasitic drag on objects in a flow.

Parasitic drag is also known as profile drag, and it is the sum of two components:

 Form drag is caused by the shape of the object.

 Skin friction drag is caused by the viscosity of the fluid.

Air Resistance - RA
Air resistance arises from the relative velocity between the above water profile of the ship and the
atmosphere.

Resistance due to air is typically 4-8% of the total ship resistance, but may be as much as 10% in high
sided ships .

Appendages Resistance - RAPP

Appendage resistance is the drag caused by all the underwater appendages such as the propeller,
propeller shaft, struts, rudder, bilge keels and sea chests.

In Naval ships appendages can account for approximately 2-14% of the total resistance
Correlation allowance resistance:
in ship design to account for the difference between the resistance of a model ship and the resistance of
a full-scale ship. The correlation allowance is a complex factor that depends on a number of factors,
including the scale of the model, the roughness of the hull, and the turbulence of the water.

The correlation allowance is typically expressed as a percentage of the model resistance. For example, a
correlation allowance of 10% means that the full-scale resistance is 10% greater than the model
resistance.
There are several different formulas that have been proposed for calculating the correlation
allowance.
ITTC-57 correlation formula:
ΔCF = 0.075(log10Re - 2) ²

Holtrop correlation formula:

ΔCF = 0.066(log10Re - 2.03) ²

Saunders correlation formula:

ΔCF = 0.068(log10Re - 2) ²

Prandtl correlation formula:

ΔCF = 0.05(log10Re - 2) ²

Vickers correlation formula:

ΔCF = 0.04(log10Re - 2) ²

These formulas are all based on experimental data from many model tests.
The correlation allowance can be reduced by using a smooth hull and by towing the model in a calm
water.

Ansys
In Ansys, both the mesh and the object can move during a simulation. This is called moving mesh or
dynamic mesh.

There are two main types of moving mesh: rigid body motion and fluid-structure interaction.

 Rigid body motion is used to simulate the motion of objects that do not deform, such as aircraft
and ships. In rigid body motion, the mesh is fixed to the object, and the object is moved through
the fluid.

 Fluid-structure interaction is used to simulate the motion of objects that deform, such as robots
and biological tissues. In fluid-structure interaction, the mesh is allowed to deform with the
object, and the fluid is allowed to flow through the object.

Here are some of the advantages of using moving mesh in Ansys:

 More accurate results: Moving mesh can provide more accurate results than fixed mesh for
objects that are moving.
 Wider range of applications: Moving mesh can be used to simulate a wider range of problems
than fixed mesh, such as fluid-structure interaction and biological tissues.
 Improved visualization: Moving mesh can be used to improve the visualization of simulations, by
allowing the user to see the motion of the object and the fluid.