Eda Dogan

Bio: Eda Dogan is an academic researcher from University of Southampton. The author has contributed to research in topics: Boundary layer & Turbulence. The author has an hindex of 8, co-authored 18 publications receiving 231 citations. Previous affiliations of Eda Dogan include Middle East Technical University & Royal Institute of Technology.

An assessment of the ship drag penalty arising from light calcareous tubeworm fouling.

Abstract: A test coupon coated with light calcareous tubeworm fouling was scanned, scaled and reproduced for wind-tunnel testing to determine the equivalent sand grain roughness ks. It was found that this surface had a ks = 0.325 mm, substantially less than the previously reported values for light calcareous fouling. This result was used to predict the drag on a fouled full scale ship. To achieve this, a modified method for predicting the total drag of a spatially developing turbulent boundary layer (TBL), such as that on the hull of a ship, is presented. The method numerically integrates the skin friction over the length of the boundary layer, assuming an analytical form for the mean velocity profile of the TBL. The velocity profile contains the roughness (fouling) information, such that the prediction requires only an input of ks, the free-stream velocity (ship speed), the kinematic viscosity and the length of the boundary layer (the hull length). Using the equivalent sandgrain roughness height determined from experiments, a FFG-7 Oliver Perry class frigate is predicted to experience a 23% increase in total resistance at cruise, if its hull is coated in light calcareous tubeworm fouling. A similarly fouled very large crude carrier would experience a 34% increase in total resistance at cruise.

Interactions of large-scale free-stream turbulence with turbulent boundary layers

Abstract: Data supporting the publication titled "Interactions of large-scale free-stream turbulence with turbulent boundary layers" in Journal of Fluid Mechanics.

Simultaneous skin friction and velocity measurements in high Reynolds number pipe and boundary layer flows

Abstract: Streamwise velocity and wall-shear stress are acquired simultaneously with a hot-wire and an array of azimuthal/spanwise-spaced skin friction sensors in large-scale pipe and boundary layer flow facilities at high Reynolds numbers. These allow for a correlation analysis on a per-scale basis between the velocity and reference skin friction signals to reveal which velocity-based turbulent motions are stochastically coherent with turbulent skin friction. In the logarithmic region, the wall-attached structures in both the pipe and boundary layers show evidence of self-similarity, and the range of scales over which the self-similarity is observed decreases with an increasing azimuthal/spanwise offset between the velocity and the reference skin friction signals. The present empirical observations support the existence of a self-similar range of wall-attached turbulence, which in turn are used to extend the model of Baars et al. (J. Fluid Mech., vol. 823, p. R2) to include the azimuthal/spanwise trends. Furthermore, the region where the self-similarity is observed correspond with the wall height where the mean momentum equation formally admits a self-similar invariant form, and simultaneously where the mean and variance profiles of the streamwise velocity exhibit logarithmic dependence. The experimental observations suggest that the self-similar wall-attached structures follow an aspect ratio of in the streamwise, spanwise and wall-normal directions, respectively.

Robust features of a turbulent boundary layer subjected to high-intensity free-stream turbulence

Abstract: The influence of the large scale organisation of free-stream turbulence on a turbulent boundary layer is investigated experimentally in a wind tunnel through hot-wire measurements. An active grid is used to generate high-intensity free-stream turbulence with 7.2% ≤ u'_∞ / U_∞ ≤ 13.0% and 302 ≤ Re_λ ,∞ ≤ 760. In particular, several cases are produced with fixed u'_∞ / U_∞ and Re_λ ,∞ , but up to a 65% change in L_u,∞ / δ . It is shown that while qualitatively the spectra at various wall-normal positions in the boundary layer look similar, there are quantifiable differences at the large wavelengths all the way to the wall. Nonetheless, profiles of the longitudinal statistics up to fourth-order are well collapsed between cases at the same u'_∞ / U_∞ . It is argued that a larger separation of the integral scale would not yield a different result, nor would it be physically realisable. Comparing cases across the wide range of turbulence intensities and free-stream Reynolds numbers tested, it is demonstrated that the near-wall spectral peak is independent of the free-stream turbulence, and seemingly universal. The outer peak was also found to be described by a set of global scaling laws, and hence both the near-wall and outer spectral peaks can be predicted a priori with only knowledge of the free-stream spectrum, the boundary layer thickness (δ ) and the frictional velocity U_τ . Finally, a conceptual model is suggested that attributes the increase in U_τ as u'_∞ / U_∞ increases to the build-up of energy at large wavelengths near the wall because that energy cannot be transferred to the universal near-wall spectral peak.

The Structure of Turbulent Shear Flow

Abstract: The Structure of Turbulent Shear Flow By Dr. A. A. Townsend. Pp. xii + 315. 8¾ in. × 5½ in. (Cambridge: At the University Press.) 40s.

CO2 Emissions Statistics for the World Commercial Fleet

Abstract: The purpose of this paper is to present an analysis of carbon dioxide (CO2) emissions of the world commercial fleet. The analysis is based on the Lloyds-Fairplay world ship database for 2007 and produces various emissions statistics of the following major ship types: bulk carriers, crude oil tankers, container vessels, product/chemical carriers, LNG carriers, LPG carriers, reefer vessels, Ro-Ro vessels and general cargo ships. A separate analysis is carried out for small vessels under 400 GRT and for passenger vessels. The main outputs from this analysis for each ship type-size bracket are the emitted grams of CO2 per tonne-km and an estimate of the total CO2 produced in a year. The methodology for estimating these statistics is described, and a comparison with other studies is made.

The Turbulent/Non-turbulent Interface and Entrainment in a Boundary Layer

Abstract: Abstract The turbulent/non-turbulent interface in a zero-pressure-gradient turbulent boundary layer at high Reynolds number ( $\mathit{Re}_\tau =14\, 500$ ) is examined using particle image velocimetry. An experimental set-up is utilized that employs multiple high-resolution cameras to capture a large field of view that extends $2\delta \times 1.1\delta $ in the streamwise/wall-normal plane with an unprecedented dynamic range. The interface is detected using a criteria of local turbulent kinetic energy and proves to be an effective method for boundary layers. The presence of a turbulent/non-turbulent superlayer is corroborated by the presence of a jump for the conditionally averaged streamwise velocity across the interface. The steep change in velocity is accompanied by a discontinuity in vorticity and a sharp rise in the Reynolds shear stress. The conditional statistics at the interface are in quantitative agreement with the superlayer equations outlined by Reynolds (J. Fluid Mech., vol. 54, 1972, pp. 481–488). Further analysis introduces the mass flux as a physically relevant parameter that provides a direct quantitative insight into the entrainment. Consistency of this approach is first established via the equality of mean entrainment calculations obtained using three different methods, namely, conditional, instantaneous and mean equations of motion. By means of ‘mass-flux spectra’ it is shown that the boundary-layer entrainment is characterized by two distinctive length scales which appear to be associated with a two-stage entrainment process and have a substantial scale separation.

Effect of barnacle fouling on ship resistance and powering

Abstract: Predictions of added resistance and the effective power of ships were made for varying barnacle fouling conditions. A series of towing tests was carried out using flat plates covered with artificial barnacles. The tests were designed to allow the examination of the effects of barnacle height and percentage coverage on the resistance and effective power of ships. The drag coefficients and roughness function values were evaluated for the flat plates. The roughness effects of the fouling conditions on the ships’ frictional resistances were predicted. Added resistance diagrams were then plotted using these predictions, and powering penalties for these ships were calculated using the diagrams generated. The results indicate that the effect of barnacle size is significant, since a 10% coverage of barnacles each 5 mm in height caused a similar level of added power requirements to a 50% coverage of barnacles each 1.25 mm in height.

Scaling of the energy spectra of turbulent channels

Abstract: The spectra and correlations of the velocity fluctuations in turbulent channels, especially above the buffer layer, are analysed using new direct numerical simulations with friction Reynolds numbers up to Re at very large ones.