ICSOT: Developments in Ship Design & Construction, 7-8 November 2012, Ambon, Indonesia

BIOPOLYMER OF MONEPTERUS ALBUS SLIME ON CATAMARAN MODEL

WALL FOR TURBULENT DRAG REDUCTION
M .A. Talahatu, Sunaryo, Warjito and Yanuar, Department of Mechanical Engineering, University of Indonesia

SUMMARY

The surface viscous liquid is one of fishs resistance reduction elements. The fish surface is covered with viscous liquid,
which is considered to reduce the resistance. As compared with a solvent, a certain polymer solution of several ppm to
several hundred ppm offers substantially reduced turbulent frictional resistance. The relationship between the Toms
effect and reduction of viscosity resistance is described. The purpose of this research is to study the drag reduction in
resistance of catamaran model by slime monepterus albus solution in wall. The catamaran model with hull L = 1.8 m, B
= 0.32m and T = 0.12 m pulled by electric motor which the motor speed can be varied. The ship model resistance is
measured by load cell anemometer. The difference of friction coefficient is expressed as a reduction in friction drag. The
results shows the drag reduction about 4 -7%.
Keyword: dilute biopolymer slime monepterus, drag reduction, catamaran model.

NOMENCLATURE the layer of slime is assumed to reduce friction drag.

Kinematic viscosity ( N s m-2 )
Density of water (kg m-3)
CT Total coeffisien resistance (-)
L Length of ship model (m)
Lpp Length between prependicular (m)
B Breadth (m)
T Draft (m)
V Velocity (m/s)
CF Friction coeffisien resistance (-)
CW Wave coeffisien resistance (-)
(1+k) Form factor (-)
Wave interference factor (-)
Viscous interference factor (-)
S Wetted surface area (m2)
Fr Froudes number (-)
Re Reynolds number (-)
g Acceleration of grafity (m/s2)
DR Ratio drag reduction (%)
1. INTRODUCTION
Many researchers have been focus attention on drag
reduction phenomena in turbulent flow with additives
solution. Biopolymers such as high molecular weight
polysaccharides produced by living organisms can
provide effective drag reduction. Polysaccharides of
several fresh water and marine algae, fish slimes,
seawater slime and other fresh water biological growths
have been found to be good drag reducers [1].
Interestingly, as mentioned later these biological
additives are also a source of fouling growth which can
substantially reduce the drag reduction effectiveness
brought about by other drag reduction technologies. The
external layer of slime on fish was investigated as a
polymer. Virtually all fishes including eel are covered
with slime secretion that is involved in many aspects of
their biology, ranging from disease resistance and rearing
of young to shelter and locomotion [2]. In locomotion,
Dissolved in water, these external secretions have been
shown to reduce friction drag in turbulent pipe flow [3].
These results have been attributed to the "Toms effect" in
which dilute solutions of high-molecular-weight
polymers flowing in pipes yield friction-drag coefficients
less than values predicted for Newtonian fluids. Most
authors agree that fish slime reduces drag. No one,
however, has estimated the degree to which slime can
decrease the friction drag experienced by swimming fish.
The drag-reducing ability of fish slime in solution has
been determined by a turbulent flow rheometer [4]. In
addition, Ling and Ling [5] investigated the velocity field
in the laminar sub-layer of slime injected into water
flowing in a tube. In all these experiments, slime samples
were removed from fish and analyzed for drag reduction
as a function of slime concentration. In reality, slime is
secreted by the integument and diffuses into water at
some unknown rate.
Most authors agree that fish mucus reduces drag. Hoyt
[6] tested the slime of a sea fish and of a hagfish and
found small drag reductions of 14.5% and 12.8%,
respectively. Recently, Yanuar et al [7] investigated
experimentally the drag reduction effects due to the
introduction of slime solution into a mono-hull ship at
the basin. The study established a relationship between
the drag reduction effectiveness and the slime solution
position along the hull. Yanuar et al [7] found that the
slime was effective for drag reduction. The slime appear
to have very strong effects on dynamics of turbulence for
drag reductions greater than about 8%.
In particular, the interaction between the slime and the
boundary layer on twin hull such catamaran has not been
studied extensively. The present study is to investigate
experimentally the drag characteristics using slime on a
displacement catamaran. A catamaran model with
dimensions of L = 1800 mm, B = 320 mm, and T = 120
mm is used. The influence of the varied location slime
placed is also investigated.

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 ICSOT: Developments in Ship Design & Construction, 7-8 November 2012, Ambon, Indonesia

2. EXPERIMENTAL DESCRIPTIONS
A series of model tests were conducted in a basin. The
basin had a length of 50 m and width of 10 m, and the
water depth was maintained at a constant depth of 2 m.
The experiments were conducted for a Froude number of
up to 0.6. The model was connected to the load cell
transducer at a point located amidships and vertically
above the base line, allowing the model to move freely in
the vertical plane. Total resistance was measured for each
run over the test range of Froude numbers. In the
resistance tests, the ship model was pulled by a wire rope
and the total longitudinal force acting on the model was
(1)
measured for various speeds. During the measuring run
the ship model was free to heave and pitch. Fig.1 shows
the experimental setup in the basin.

Fig 1: Experimental set-up

This set-up consisted of the catamaran models, electric
motor, data interface, camera, load cell transducer and
compressor. The comparison of the total drag between
catamaran models with slime and without slime placed
was analyzed. The model test was conducted in order to
have the total resistance values of the catamaran model
(RT) at various velocity conditions (V). During the model
test experiments, the catamaran model was pulled by an
electric motor that was designed so that motor rotation
could be used to pull the catamaran model with a
constant speed. Pull force was measured by using a load
cell transducer. The load cell was affixed to the ship
model and connected to the rope pullers. The load cell
was mounted on the amidships of the model. Towing
rope was connected to an electric motor whose speed
could be set and adjusted. The load cell gauge was
connected to a data interface to obtain the pull force
when the model was pulled.
Fig 2: Lines and body plan of catamaran
(2)
Fig 3: Positioning of slime placed
Fig.2 shows the lines plan and body plan for test model.
Fig. 3 shows positions varied from position 1, position 2,
and position 3. These positions were investigated and
compared regarding the influence slime placed. There are
three types of slime placed configuration. Position 1 is
placed around the 0-15% Lwl from the bow. Position 2 is
placed around the 15%-30% Lwl from the bow and
Position 3 is placed around the 30%-45% Lwl from the
bow.
3. EXPERIMENTAL ANALYSES
This paper constitutes a resistance analysis of
symmetrical displacement catamaran hull forms with
various lateral separations (clearance) on the effects of
slime added application. The paper by Insel and Molland
[13] summarizes a calm-water-resistance investigation
into high-speed semi-displacement catamarans, with
symmetrical hull forms based on experimental work
carried out at the University of Southampton. Two
interference effects contributing to the total resistance
effect were established; these are viscous interference,
caused by asymmetric flow around the demihulls which
affects the boundary layer formation, and the wave
interference, due to the interaction of the wave systems
produced by each demihull. They proposed that the total
resistance of a catamaran could be expressed by the
equation:

CT CAT 1 k CF CW (1)

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ICSOT: Developments in Ship Design & Construction, 7-8 November 2012, Ambon, Indonesia

The factor has been introduced to take account of the CT CTO

pressure-field change around the demihulls and takes DR (%) 100% (8)
account of the velocity augmentation between the hulls CTO
and would be calculated from an integration of the local
where CTO is the total coefficient resistance of monohull
frictional resistance over the wetted surface, while (1+k)
and CT is the total coefficient resistance of catamaran
is the form factor for the demihull in isolation. For
model. The catamaran model is varried by 4 types (1
practical purposes, and can be combined into a
types without slime placed and 3 types with slime
viscous interference factor where (1+k) = (1+k).
placed).
Hence

CT CAT 1 k CF CW (2)
4. RESULTS AND DISCUSSION
For a demihull, (wave interference factor) and
(viscous interference factor) =1. A comparison with the bubbles and without the bubbles
applied to the catamaran model was made to evaluate the
resistance characteristics as shown in Figs.4-6.
Where CT is coefficient of total resistance, CW is
coefficient of wave resistance, Cf is coefficient of friction
resistance, and (1+k) is the form factor.
The form factor 1+k is determined experimentally at
very low speed or low Froude numbers (Fr< 0.2), where
Cr must become negligible. The ITTC [14] and Bertram
[15] recommended applying Prohaska's method,
described as:

CT 1 k CF a Fr
n
(3)

At low speed, Fr < 0.2, is assumed to be a function of

Fr4, the straight line plot of CT/CF versus Fr4/ CF will
intersect the ordinate (Fr = 0) at (1+k), enabling the form
factor to be determined. Flat plate friction resistance (CF)
Fig.4 Total resistance coefficient of ship with and
is estimated with a reasonable precision using ITTC-57.
without slime placed
From the experimental towing test results, for the
Fig.3 shows the relationship between the total resistance
models, the total resistance coefficient CT has been
coefficient and Froude number for catamaran model with
calculated as:
slime, catamaran without slime and monohull model. The
catamaran model with slime placed will be varied for 3
RT variations of positioning. It appears that the catamaran
CT (4)
2 model (with slime or without slime) has a value of CT,
0.5 SV
which is relatively higher at low speeds. When the
Froude number increases further, Fr > 0.35, in a certain
Where is water density and S is the wetted area of the
range of values of CT smaller than the monohull model.
ship hull.
The effects can be seen in the slime at high Froude
The Froudes number and Reynolds number are defined
numbers where the turbulent flow drag coefficient of
as
resistance is smaller. On the other hand, it was found that
V the value of CT depends on the position of the slime
Fr (5) placed. It appears that the ship model with slime at
gL position 1, has a smallest value of CT. It can be
concluded that the slime position has an effect on the
VL value of the resistance coefficient. For all models, the
Re (6)
v total coefficient reistance is increasing up to Fr about
0.25. The peak of CT is describe that in Fr = 0.25 the
Where V is the speed of the ship, L is the length of the flow occure maximum of fluctuation so value of CT is
ship, g is acceleration of gravity, and is the kinematic maximum.
viscosity of water.
Drag reduction is obtained by:

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 ICSOT: Developments in Ship Design & Construction, 7-8 November 2012, Ambon, Indonesia

1,20 Catamaran without slime the following conclusions can be stated; slime
Catamaran with slime position 1 application to ships is found to have a positive influence
1,15 Catamaran with slime position 2 on catamaran resistance. The applications of slime can
Catamaran with slime position 3
reduce the catamaran resistance significantly for a high
1,10
speed range. The test results show that an effective drag
reduction of up to 7% at Fr = 0.45 can be achieved. The
Ct/Cto

1,05
location of the slime position are significant for
1,00
achieving the maximum drag reduction. Slime position at
the stem area of bottom is the best location for effective
0,95 drag reduction. It is expected that more work will be
carried out in order to gain further understanding on this
0,90 topic, in order to apply the method to full-scale ships

0,2 0,3 0,4 0,5 0,6

Fr 6. ACKNOWLEDGEMENTS
Fig.5 Total resistance coefficient ratio between
catamaran model and monohull model This work is supported by the Directorate for Research
and Community Service, University of Indonesia (RUUI
Fig.5 shows the total resistance coefficient ratio as a Research 2012), Jakarta, Indonesia.
function of Froude number. The value of ratio indicate
that drag reduction occured. If the ratio value is lower
than 1, it is indicated that resistance coefficient of the 7. REFERENCES
catamarn model is lower than monohull model. The best
configuration is position 1 because have smallest [1] HOYT, J. W. 1975. Hydrodynamic drag reduction
resistance ratio. due to fish slimes. Pp. 653-673 in T. V. T. Wu, C. J.
Brokaw, and C. Brennon, Eds., Swimming and flying in
Catamaran without slime
nature. Plenum Press, New York.
7,5
Catamaran with slime position 1 [2] JAKOWSKA,S. 1963. Mucus secretion in fish-a note.
Catamaran with slime position 2
Catamaran with slime position 3 Ann. N. Y. Acad. Sci. 160: 458-462.
6,0
[3] HOYT, J. W. 1974. Recent progress in polymer drag
reduction. Colloq. Int. Cent. Natl. Rech. Sci. 223: 193-
4,5
215.
DR (%)

[4] ROSEN, M. W., AND N. E. CORNFORD. 1971.

3,0
Fluid friction of fish slimes. Nature 234: 49-51.
[5] LING, S. C., AND T. Y. LING. 1974. Anamolous
1,5
drag-reducing phenomenon at a water/fish-mucus or
polymer interface. J. Fluid Mech. 65: 499-512.
0,0
[6] Hoyt. J . W.. and Fabula. A. G. "The effect of
0,35 0,40 0,45 0,50 0,55 0,60 0,65
additives on fluid friction."Naval Ordnance rest Station.
China Lake, Calif., 1964. (Navweps Report 8636.)
Fr [7] Yanuar, Talahatu, Sunaryo, Warjito. 2011. Drag
Reduction in Ship Model by Biopolymer of Slime
Fig 6: Relationship between drag reduction and Froude Monepterus Albus Solution in Wall. Intl Jurnal
number Mekanikal Univ. Teknologi Malaysia. No. 32, 96 107

Fig. 6 shows the drag reduction that occurred. It is clear 8. AUTHORS BIOGRAPHY
that drag reduction for position 1 is greater than position
1, position 2 and without slime. The drag reduction starts M.A. Talahatu received his B.S. degree in Naval
at a Froude number of about 0.35. As the Froude number Architecture from Hasanuddin University, Indonesia, in
increases, drag reduction also increases for spesific 1982. He then received his Master of Eng. Mechanical
range. The start drag reduction occured is different for Engineering from University of Indonesia, in 2003. Now,
all variation. Catamaran with bubble position 1 has start he is continuing Doctor program in Mechanical
occured at Fr = 0,35. For position 2, 3 and without Engineering at University of Indonesia in Jakarta,
bubble are follow respectively. The maximum drag Indonesia. His research project is about drag reduction in
reduction for this research is 7%. vessel with slime biopolymer.

5. CONCLUSIONS Yanuar received his B.S. degree in Naval Architecture

from University of Indonesia, Indonesia, in 1986. He
Considering the experimental model test results to then received his Master of Eng. and Doctor of Eng. in
evaluate the slime drag reduction on a catamaran model, Mechanical Engineering from University of Tokyo

2012: The Royal Institution of Naval Architects

ICSOT: Developments in Ship Design & Construction, 7-8 November 2012, Ambon, Indonesia

Metropolitan, Japan, in 1995 and 1998, respectively.

Professor at Mechanical Engineering at University of
Indonesia in Jakarta, Indonesia. His research project is
about drag reduction in internal flow or eksternal flow.

Sunaryo received his B.S. degree in Naval Architecture

from University of Indonesia, Indonesia, in 1982. He
then received his Master of Phil. And Ph.D in Naval
Architecture from University of Strathclyde, Glasgow,
U.K. in 1989 and 1993. Now, He is a Head of Program in
Naval Architecture and Marine Engineering in
University of Indonesia.. His research project is about
Ship Production Management.

Warjito received his B.S. degree in Mechanical

Engineering from University of Indonesia, Indonesia, in
1988. He then received his Master of Eng. and Doctor of
Eng. in Mechanical Engineering from University of
Hokkaido, Japan, in 1999 and 2002, respectively. His
research project is about bubble generator and
application.

2012: The Royal Institution of Naval Architects