The Axiom propeller is a unique 3 bladed propeller and it enables to generate the same amount of thrust going ahead as it does going astern because of its ‘s’ type skew-symmetric blade section. A earlier variant of the design (Axiom I propeller) performed a low propeller efficiency, maximum 35 % efficiency, and further blade outline design was carried out to achieve a higher efficiency. The optimized new blade outline (Axiom II propeller) has more conventional Kaplan geometry shape than Axiom I propeller. Model tests of open water performance and propeller cavitation for both propellers were conducted at Emerson Cavitation Tunnel in order to compare their performances. Experiment results revealed that Axiom II propeller provides a maximum 53 % efficiency and provides better efficiency and cavitation performance over the Axiom I propeller under similar conditions.

본 연구에서는 전장이 26.75 m인 해양플랜트지원선의 선형개발을 위한 수치해석을 수행하였고 수치해석 검증을 위한 1/10의 모형선 시험을 예인수조에서 수행하였다. 또한 운항해역의 해상조건으로 뷰포트 스케일 2, 3 및 4에서 향파, 선수사파 및 횡파에서 선속별 상하동요 및 종동요에 대해서 운동응답특성을 수치 해석하였다. 모형시험과 수치해석의 저항 예측 결과는 상호 일치하였다. 운동응답특성은 선수파에서 상하동요는 조우주파수 1.8 ~ 2.0 영역에서 크게 나타났으며, 종동요는 거친 해상에서 선미사파 및 고속영역에서 높은 운동특성을 보였다.

The displacement Deep-V catamaran concept was developed in Newcastle University(UNEW) through development of the systematic Deep-V catamaran series. One of the most important Deep-V catamaran launched to date is Newcastle University's own multi-purpose research vessel, The Princess Royal. The vessel was launched in 2011 and enhanced the Deep-V catamaran concept further with the successful adoption of a novel anti-slamming bulbous bow and tunnel stern for improved efficiency. It was however identified that the vessel has substantial amount of dynamic trim that limited the visibility of the captain. The dynamic trim also increased the wave-making resistance thereby preventing the vessel from attaining its maximum speed in certain sea states. This paper therefore presents the application of devices such as Trim Tabs, Interceptors, Transom Wedges and Integrated Transom Wedges-Tabs to control the dynamic trim and improvement of fuel efficiency of the vessel. All of these energy saving devices were fitted into a model for tests in Newcastle University's Towing Tank. Model test verification confirmed that the optimum appendage was the interceptors, they produced a 5% power saving and 1.2 degree trim reduction at 15 knots, and investigations of full scale trials will be scheduled with and without application of device to compare the improvement of performance.