BMT AbstractsInternational Maritime Technology Volume 71 Number 3 March 2016

Abstract Numbers 2016030501 – 2016030750

ISSN 2051-7793

BMT ABSTRACTS

Volume 71, Number 3, March 2016 Abstracts 2016030501-2016030750

Compiled and Edited by: Gillian Smith Information Services BMT Group Limited Goodrich House 1 Waldegrave Road Teddington Middlesex TW11 8LZ U.K. Tel: 07909991180 Email: gilliansmith@bmtmail.com

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Abstracts 2016030501-2016030750 Volume 71 – No 3 – March 2016

CONTENTS

Page No.

1. DESIGN AND CONSTRUCTION

1.1 Ship/structure description 187 1.2 Design 189 1.3 Shipbuilding technology/constructional techniques 193

2. OPERATION

2.1 Power sources and fuels 194 2.2 Equipment and installations 199 2.3 Maintenance, repair and conversion 204 2.4 Cargoes and cargo handling 205 2.5 Ports and waterways 205 2.6 Coastal/offshore engineering and marine renewable energy 209 2.7 Safety at sea 217 2.8 Environmental protection 219 2.9 General operation 220

3. FLUID MECHANICS

3.1 General hydrodynamics, hydraulics and oceanography 226 3.2 Resistance and propulsive performance 227 3.3 Motion, seakeeping and manoeuvring 237 3.4 Fluid structure interaction 248 3.5 Aerodynamics and wind engineering 260 3.6 Fundamental fluid mechanics 261

4. STRUCTURES AND MATERIALS

4.1 Structural response 261 4.2 Properties of materials 273 4.3 Corrosion and fouling 275

5. NAVAL VESSELS AND DEFENCE TECHNOLOGY 276 6. MISCELLANEOUS 284

AUTHOR INDEX A-1 SHIP AND STRUCTURE INDEX S-1 KEYWORD INDEX K-1

ABSTRACTS 187

1.1 SHIP/STRUCTURE DESCRIPTION

2016030501

Versatile tankers for Atlantic ethane traffic. The Motor Ship, v 96 n 1131, November 2015, p 50 [2 p, 2 fig] http://www.motorship.com/ Tinsley, D. English

A new chapter has opened in liquefied gas transportation with the entry into service of Danish owner Evergas’ first Dragon design vessels: the largest, most flexible and state-of-the-art multi-gas carriers to date. The 27,500m3-capacity JS INEOS INSIGHT and JS INEOS INGENUITY have given first form to the semi-refrigerated design, engineered with propulsion machinery capable of operating on ethane cargo boil-off as well LNG and diesel oil. The cargo section comprises two Type C bilobe tanks, each of 9,686m3 capacity, plus a smaller, conical-shaped tank forward of 8,194m3. The tank design builds on experience with ethylene transportation. Its across-the-board cargo intake capability is implicit in a minimum allowable tank temperature of -163°C, at which LNG is carried, and a maximum permissible tank pressure of 4.5 bar, suited to LPG and the full range of petrochemical gases.

Gas carriers Vessel descriptions

2016030502

“Executive standard” accommodation. Offshore Marine Technology, 4th Quarter 2015, p 13 [2 p, 1 fig] http://www.rina.org.uk/omt.html No author given English

This article describes EDDA FORTIS, a 154.9m x 32.2m, monohull accommodation unit. The vessel was built by Hyundai Heavy Industries, South Korea and features a total accommodation capacity of 809 persons. Taking inspiration from the luxury yacht and cruise sectors, the interior of the vessels is claimed to live up to “executive standard”.

Accommodation spaces Floating accommodation platforms Passenger ships Vessel descriptions

2016030503

ABB advanced cable layer. The Motor Ship, v 96 n 1131, November 2015, p 39 [1 p,12 fig] http://www.motorship.com/ No author given English

This article gives a brief description of an advanced cable layer under order for ABB High Voltage Cables. The 140m vessel built to Salt design (306 CLV) by Kleven Maritime will be capable of performing AC, DC and fibre optic cable laying and repair anywhere in the world.

Cable ships Vessel descriptions

2016030504

IEVOLI IVORY. Tecnologie Trasporti Mare, v 46 n 5, September-October 2015, p 6 [5 p, 4 fig] http://edicoladigitale.ttmweb.it/secoloxix/books/151021ttm/index.html#/1/ No author given Italian

The multipurpose platform supply vessel IEVOLI IVORY was delivered by the Selah Shipyard in Tuzia, Turkey in August 2015 to Italian shipping company Marnavi. The vessel is 90.42m metres in length with a maximum speed of 14 knots. Deck equipment includes two 10 tonne tugger winches and two 10 tonne capstans. IEVOLI IVORY will have one fast rescue boat, a helideck and accommodation for 90 people. The vessel is equipped and fitted for firefighting, MOB and ROV operations, supply duties, research and underwater activities.

Offshore service vessels Vessel descriptions

2016030505

Weight loss for the wave craft. Ship & Boat International, November/December 2015, p 20 [2 p, 2 fig] http://www.rina.org.uk/sbi.html No author given English

UK support vessel operator Tidal Transit has taken delivery of the second in Umoe Mandal’s Wave Craft class of crew transfer vessels. Measuring 27.4m x 10m, and capable of realising a draught of just 0.8-1m, UMOE FIRMUS will be capable of achieving

188 ABSTRACTS

speeds in excess of 40knots at 100% MCR. The vessel has been slightly modified to result in an overall weight saving of 6% compared to her sister ship UMOE VENTUS.

Crew boats Offshore service vessels Vessel descriptions

2016030506

NYK adopts LNG fuel for latest tug. Ship & Boat International, November/December 2015, p 40 [2 p, 2 fig] http://www.rina.org.uk/sbi.html No author given English

Japan’s first LNG-fuelled tug was brought into service during September 2015 by Wing Maritime Service Corporation. The 37.2m, 272gt SAKIGAKE employs a twin-engine, steerable Z-peller propulsion system, and has a bollard pull rating of 55tonnes ahead and 55tonnes astern.

Tugs Vessel descriptions

2016030507

Z-peller tugs strengthen Singapore fleet. Ship & Boat International, November/December 2015, p 44 [1 p, 1 fig] http://www.rina.org.uk/sbi.html Tinsley, D. English

This article gives a brief description of two ASD tugs, RESILIENT and RESOLUTE, constructed by Cheoy Lee Shipyards of Hong Kong for PSA Marine, Singapore. The tugs embody the RAmparts 3200-CL series designed by Canada based Robert Allan Ltd. The main propulsion for each tug comprises a pair of Niigata 6L28HX diesel engines; each rated 1654 kW at 750rpm, and driving a Niigata ZP-31B fixed pitch Z-drive unit, in ASD configuration. The tugs have a bollard pull ahead of 60 tonnes and a service speed of 12.5knots.

Tugs Vessel descriptions

2016030508

Foss raises its game with Arctic class. Ship & Boat International, November/December 2015, p 46 [1 p, 1 fig] http://www.rina.org.uk/sbi.html Tinsley, D. English

MICHELE FOSS is the first of three Arctic class tugs for Seattle-based Foss Maritime. The 40.2m x 12.5m vessel has no water ballast tanks, so as to reduce the risk of transporting and introducing invasive species. Fuel capacity is such as to confer a 30-day or 4,828k m endurance.

Tugs Vessel descriptions

2016030509

New lease of life for Nova Scotia ferries. Ship & Boat International, November/December 2015, p 56 [2 p, 2 fig] http://www.rina.org.uk/sbi.html Edwards, T. English

A.F. Theriault & Son, Nova Scotia, Canada, is building replacements for four 20-year old ferries in Transport Canada’s fleet. The first two vessels, CHRISTOPHER STANNIX and CRAIG BLAKE, were delivered in September 2015. Based on operational experience with the original ferries, changes were identified for incorporating into the new design, such as: better routing of exhaust piping; improved access below deck and to the wheelhouse; trim and hell control; uninterrupted power supply and propulsion control; and the addition of a crew washroom.

Ferries Vessel descriptions

ABSTRACTS 189

1.2 DESIGN

2016030510

Influence of propeller characteristics on propeller structural design. IMAM 2015, 16th International Congress of the International Maritime Association of the Mediterranean - Towards Green Marine Technology and Transport; 21-24 September 2015; Pula, Croatia. Proceedings. Published by CRC Press; ISBN 978-1-315-64349-6. Chapter 7, p 59 [8 p, 12 ref, 12 tab, 5 fig] http://www.crcnetbase.com/isbn/9781315643496 Bertoglio, C., Gaggero, S., Et al English

In previous works, the importance of considering fatigue phenomena has been analysed and a procedure for propeller blades fatigue assessment was outlined. The results obtained by applying the procedure allowed underlining the need of a more detailed and direct approach to propeller structural design, which could lead to different blade scantling limits. In the present work, further analyses are carried out comparing results obtained with direct calculations of fatigue effects and the requirements of some Classification Societies; in order to do this, the design of a propeller with two different shaft inclinations is considered as a test case. The analysis conducted in this work provides useful information for the propeller designer, allowing a deeper insight into the effect of propeller characteristics on its design and scantling.

Design Fatigue strength Propellers

2016030511

Numerical hydrodynamic optimisation of a tanker hull form. IMAM 2015, 16th International Congress of the International Maritime Association of the Mediterranean - Towards Green Marine Technology and Transport; 21-24 September 2015; Pula, Croatia. Proceedings. Published by CRC Press; ISBN 978-1-315-64349-6. Chapter 9, p 75 [8 p, 14 ref, 4 tab, 13 fig] http://www.crcnetbase.com/isbn/9781315643496 Legović, D., Dejhalla, R. English

Knowing of the flow around the ship and her resistance components is very important in the hull

form development, as the design of a low resistance ship remains a permanent problem in ship hydrodynamics. At present the computational tools based on numerical methods can be efficiently used in ship hull form development, particularly at the early design stages. Numerical optimisation is a well-established mathematical field and there are numerous references to the theory and application of numerical optimisation tools. These tools require the setting of one or multiple objective functions, which is then minimized. For a various set of constraints imposed on each individual case, it is possible to find the ship hull form which will provide the minimum of the chosen objective function. Tankers are typical ships that sail at two very different conditions: laden and ballast. In the ballast condition there is a major change in the hull form shape and ratios (for example beam-to-draft ratio) from that applying in the laden condition. This results in a substantial change of the hydrodynamic characteristics which strongly affect the ship resistance. It is often given too little consideration to this fact although tankers spend from 40% to 50% of their time sailing in the ballast condition. In the paper, the fact that a tanker spends a large percentage of the time sailing in the ballast condition has been taken as relevant factor. A hydrodynamic optimisation problem for a ship bow shape in calm water considering both laden and ballast condition has been treated. A numerical optimisation procedure is based on a linear potential flow method as flow solver, and on a genetic algorithm as optimisation tool. An automatic mesh generator based on the spline in tension makes an integral part of the procedure. The ship total resistance has been considered as an objective function. The results of the optimisation procedure have been presented and compared to the initial hull form in order to demonstrate the effective- ness of the developed procedure.

Hull form Optimisation Resistance

190 ABSTRACTS

2016030512

Ship design evaluation subject to carbon emission policymaking using a Markov decision process framework. Ocean Engineering, v 106, 15 September 2015, pp 371-385 http://www.sciencedirect.com/science/article/pii/S0029801815002851 Niese, N.D., Kana, A.A., Singer, D.J. English

This paper outlines a novel ship design evaluation framework rooted in Markov decision analysis and derived metrics. The framework synthesizes concepts from dynamic network optimisation, decision theory, and scenario analysis to holistically manage exogenous uncertainty and value ship system changeability. A Markov decision process is used to analyse development and operational paths over a ship’s life cycle and to identify system characteristics consistent within high performing designs. Decision metrics then contextualize a fuller extent of design engineer and operator preferences toward trade-offs between value creation and active ship management. The case study specifically examines future scenarios subject to carbon emission regulations and uncertainty surrounding enforcement of the Energy Efficient Design Index. Results inform decisions about when, where, and how to incorporate the changeability that maximizes expected life cycle rewards.

Emissions Markov processes Ship design

2016030513

HF4 – designing a DP vessel to support offshore renewables. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Design and Control Session [15 p, 4 ref, 8 fig] http://dynamic-positioning.com/proceedings/dp2014/Design_argall.pdf Argall, R., Stephens, R., Et al English

Mojo Maritime is leading the design and development of a high performance vessel, the Hi Flo 4 (HF4), which will catalyse the industrialisation of tidal power. The HF4 design is based upon the need to install, operate and maintain tidal turbines, and their

supporting foundations and cabling, in high energy tidal races, such as Scotland’s Pentland Firth or Canada’s Bay of Fundy, which are amongst the most demanding marine engineering environments in the world. In contrast to existing offshore construction vessels (OCVs) that are designed to operate in high winds and up to 3 knots of current, the heart of HF4 design is a dynamic positioning (DP) system capable of holding station in currents up to 10 knots. This allows the HF4 to operate throughout a high energy lunar tidal cycle, providing a high degree of operational availability and thus much improved productivity during the construction, operation and maintenance of tidal energy farms. HF4 is a catamaran vessel powered by four Voith Schneider Propellers (VSPs), with a key design focus on the hydrodynamics of the twin hulls coupled with maximising the unique operational advantages of VSPs. The vessel is capable of installing foundations, cables, subsea connectors and turbines in a wide range of oceanographic conditions. A key innovation is the unique DP system, the research for which is being led by partners GE Power Conversion. The system needs to be able to cope with an extremely challenging oceanographic environment, where imposed currents and levels of turbulence are substantial, as has been confirmed through live current data acquisition by University of Exeter. The DP system gives options to work in different operational regimes by providing system modes which depend on the state of the tide, the power required for the engineering role, and the level of operational risk. This paper provides an update of progress of the Mojo-led collaboration, in the development of a high performance DP system for HF4 and explains how the design of the DP system and power system is being monitored against the “DP Vessel Design Philosophy Guidelines” published by the Marine Technology Society.

Catamarans Dynamic positioning Offshore service vessels Ship design

2016030514

The design of a hull form with the minimum total resistance. Journal of Marine Science and Technology, Taiwan, v 23 n 5, 2015, p 591 [7 p, 14 ref, 1 tab, 12 fig] http://jmst.ntou.edu.tw/marine/23-5/591-597.pdf Zhang, B-J., Miao, A-q. English

In order to obtain a hull form which exhibits low

ABSTRACTS 191

resistance and highly-efficient energy-saving performance, the overall resistance should be calculated as the sum of wave-making and viscous resistance, in which the total resistance corresponds to the objective function whereas the hull geometry parameters correspond to design variables. Apart from considering the limited conditions due to appropriate displacement, the boundary-layer viscous separation caused by additional constraints is also considered. The Nonlinear Programming Method (NLP) is applied to determine the hull form with the minimum total resistance. This paper aims to optimise the streamlined design of the S60 so as to get an improved hull form in which lower resistance and smoother hull lines are evident. This suggests that there is no significant increase in viscous resistance during the process of hull form optimisation with the wave-making resistance as the objective function. Therefore, this confirms the feasibility of optimising the hull form by the NLP method.

Hull form Optimisation Viscous resistance Wave resistance

2016030515

Development of cubic Bezier curve and curve-plane intersection method for parametric submarine hull form design to optimise hull resistance using CFD. Journal of Marine Science and Application, v 14 n 4, December 2015, pp 399-405 http://link.springer.com/article/10.1007/s11804-015-1324-8 Chrismianto, D., Zakki, A.F., Et al English

Optimisation analysis and computational fluid dynamics (CFDs) have been applied simultaneously, in which a parametric model plays an important role in finding the optimal solution. However, it is difficult to create a parametric model for a complex shape with irregular curves, such as a submarine hull form. In this study, the cubic Bezier curve and curve-plane intersection method are used to generate a solid model of a parametric submarine hull form taking three input parameters into account: nose radius, tail radius, and length-height hull ratio (L/H). Application program interface (API) scripting is also used to write code in the ANSYS design modeler. The results show that the submarine shape can be generated with some variation of the input parameters. An example is given that shows how the proposed method can be applied successfully to a hull resistance optimisation

case. The parametric design of the middle submarine type was chosen to be modified. First, the original submarine model was analysed, in advance, using CFD. Then, using the response surface graph, some candidate optimal designs with a minimum hull resistance coefficient were obtained. Further, the optimisation method in goal-driven optimisation (GDO) was implemented to find the submarine hull form with the minimum hull resistance coefficient (C t ). The minimum C t was obtained. The calculated difference in C t values between the initial submarine and the optimum submarine is around 0.26%, with the C t of the initial submarine and the optimum submarine being 0.001 508 26 and 0.001 504 29, respectively. The results show that the optimum submarine hull form shows a higher nose radius (r n ) and higher L/H than those of the initial submarine shape, while the radius of the tail (r t ) is smaller than that of the initial shape.

Computational fluid dynamics Hull form Hull resistance Submarines

2016030516

Design of a ship with high performance in waves with optimised form parameters. IMDC 2015, 12th International Marine Design Conference; 11-14 May 2015; Tokyo, Japan. Organised by University of Tokyo, Yokohama National University & JSNAOE. http://www.researchgate.net/publication/279524790_Design_of_a_Ship_with_High_Performance_in_Waves_with_Optimised_Form_Parameters Tasrief, M. English

In ship design problems, the performance of a ship is one of the most important criteria to be satisfied. Hence it is necessary to design a ship with high performance in waves. This paper describes the line distortion approach to generate new geometry of a ship and an adaptive heuristic search algorithm to optimise its form parameters. The objective function of this study is based on the added resistance at certain wavelength region and will be computed by means of the Enhanced Unified Theory.

Added resistance in waves Hull form Ship design

192 ABSTRACTS

2016030517

Design integration of noise and vibration considerations. IMDC 2015, 12th International Marine Design Conference; 11-14 May 2015; Tokyo, Japan. Organised by University of Tokyo, Yokohama National University & JSNAOE. [11 p, 14 ref, 3 tab, 7 fig] http://www.researchgate.net/publication/275041479_Design_Integration_of_Noise_and_Vibration_Considerations Strickland, J.D., Sypniewski, M.J., Singer, D.J. English

Prolonged exposure to relatively high levels of noise and vibration can have permanent detrimental effects on personnel. Current regulations and design methods fail to account for the vibratory aspects of hearing loss. It is the purpose of this paper to define a methodology for considering both noise and vibration in the development of new regulations and vessels. The process combines Finite Element Analysis techniques with dynamic human modelling to determine specific areas of concern within the noise spectrum of frequency and power. This methodology will enable safer operational environments for personnel and promote a symbiotic relationship between health-related and economic decisions.

Human factors Noise Ship design Vibration

2016030518

The development of the ULFPSO concept design. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26153-MS [17 p] https://www.onepetro.org/conference-paper/OTC-26153-MS Oliveira, A.C. de, Vilamea, E.M. English

Oil production in Brazilian pre-salt fields has already become reality and its production has been reaching successive records in recent years. The development of these areas has required a major technological development effort and the application of several innovative technologies successfully. One of the most remarkable characteristics of the Brazilian pre-salt fields is the high flow rate obtained from the producing wells. For the development of production in the most recent giant fields of the pre-salt, the high flow rate wells encourages the use of larger diameter

production lines, saving costs in subsea engineering. However, the increasing of the oil production and the presence of contaminants and high gas concentrations in the oil reservoirs are technological challenges that increase the complexity of the oil processing, allied to more strict environmental rules. The use of larger diameter lines also requires the use of Steel Catenary Risers (SCRs), economically more advantageous in relation to flexible lines in this scenario. However, the use of rigid lines requires a Floating Production Unit with low level of motions, which implies in a large unit, more expensive. The use of larger diameter lines also increases the oil production platform requirements, increasing the need for additional production plant area as well as the ability to withstand heavier process plants. These features encourage the search for innovative solutions that maximize production by FPU and still offer economic advantages through economies of scale. Based on this scenario, it was developed a concept of Floating Production Storage and Offloading Unit called ULFPSO (Ultra Large FPSO), which is capable of supporting plants more complex than the current ones, with a larger weight and a larger footprint, coupled with the receipt of the production lines in a region less affected by the environmental loads, enabling also the use of SCRs for larger diameter lines. This paper presents the characteristics of this new concept and present preliminary analysis of its feasibility.

FPSOs Large size Ship design

2016030519

Analysis of the characteristics and methods of ship topside design. Chinese Journal of Ship Research, v 10 n 5, 2015, p 6 [10 p, 10 ref, 2 tab, 19 fig] http://www.ship-research.com/EN/abstract/abstract1421.shtml Wan, L., Lv, J., Xu, S. Chinese

The ship topside design, under the perspective of modern industrial design, is not merely to realize and improve ships' function and performance, but also takes human beings as a design object to achieve differentiation and diversified development. This paper systematically proposes five characteristics in the ship topside design by applying the methodology of modern industrial design, aiming at ships' demands and features, which are identifiability (region, brand, identification of product series), communicability

ABSTRACTS 193

(information, semantic meaning, symbolic communication), artistry (aesthetics of outer form, inner aesthetics), experience (sense organ, usage, emotional experience), economy (added value). The proposed five characteristics have been analysed and summarized from the aspects of connotation, principle, form, and approach, which provides references for the design and research on ship topsides.

Ship design Ship characteristics

2016030520

Development of large-scaled SAFE helideck structure. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1527 http://www.isope.org/publications/publications.htm Ha, Y-S., Park, J-S., Et al English

Generally, offshore helideck structures are constructed using steel materials. However, aluminium helideck structures are widely used because of weight saving, no-maintenance, anti-corrosion, and convenience of assembly etc. The purpose of this study is to develop a large scale SAFE (Samsung Aluminium Fire-fighting Enhanced) helideck structure based on the code checked design through collaboration of experimental verification. In the structural engineering stage of the SAFE helideck, it is found that the design factors in the EUROCODE 9 are not clearly defined. Therefore, engineering decisions for some un-cleared design factors as well as methodology are carried out. Furthermore, it is strongly recommended to ensure safety for the SAFE helideck structure in accordance with offshore regulations such as CAP437, NMA, NORSOK etc. Through the experimental tests such as coupon load test, fire test and friction test, the SAFE helideck structure is verified by certificate authority.

Aluminium alloys Helicopters Optimisation Platform decks

1.3 SHIPBUILDING TECHNOLOGY/CONSTRUCTIONAL TECHNIQUES

2016030521

An efficient erection simulation methodology for the modular construction of offshore platforms. OMAE 2015, 34th International Conference on Ocean, Offshore and Arctic Engineering; 31 May-5 June 2015; St John’s, Newfoundland, Canada. Organised by ASME, New York, US; ISBN 978-0-7918-5647-5. Volume 1: Offshore Technology: Offshore Geotechnics. Paper No. OMAE2015-41249 [9 p] http://proceedings.asmedigitalcollection.asme.org/pr oceeding.aspx?articleID=2465397 Seo, J.K, Kim, D.E. English

Requests for the accurate planning of the erection process using modelling and simulation techniques have recently increased in many engineering fields, including shipbuilding and the offshore industries. In this study, an efficient erection simulation framework is proposed based on three-dimensional (3-D) measurement data that can support the development of various simulation systems for modular construction planning in the offshore and shipbuilding industries. The proposed simulation framework can be used to predict the erection state to optimise any gap, weak point and/or overlap of the modular construction process on the basis of 3-D laser scanning measurement data. To evaluate the efficiency and applicability of the proposed simulation framework, the framework is applied to the drillship modular erection process. The results show that the proposed simulation framework provides a consistent, integrated developmental environment for an erection process in the offshore industries. In addition, it can be expected that the time costs and risks of on-site fatality associated with the erection process will be reduced.

Modular construction Offshore platforms Simulation

194 ABSTRACTS

2.1 POWER SOURCES AND FUELS

2016030522

The stability of DC power systems feeding constant power loads. IEVC 2014, IEEE International Electric Vehicle Conference; 17-19 December 2014; Florence, Italy. Published by IEEE. [6 p, 5 ref, 3 tab, 13 fig] Hodge, C.G., Flower, J.O. http://ieeexplore.ieee.org/xpl/login.jsp?tp=&arnumber=7056219&url=http%3A%2F%2Fieeexplore.ieee.org%2Fiel7%2F7049460%2F7056073%2F07056219.pdf%3Farnumber%3D7056219 English

The advantages of utilising direct current electricity for the transmission of power has many acknowledged advantages and it is now receiving serious consideration for adoption in the marine and naval sectors, and design studies for future naval platforms in many of the world's navies are favouring DC. But in addition to the manifold advantages such as power transmission density, efficiency and flexibility there is one inherent weakness - stability when supplying constant power loads - which whilst not an incurable problem first needs to be understood in order that a robust design can be achieved in all operating conditions. The problem is highly non-linear and has resulted in several papers applying complex and highly arcane methodologies. However in the authors' view the problem is tractable to the ubiquitous control analysis of linearisation about a set point - even though the problem itself being a physical manifestation of hardware characteristics is not strictly within the control engineer's domain. This paper explains the source of the instability illustrates the analysis methodology, assesses a method of compensation and compares the linearised approach to a non-linear approach.

Direct current Stability Uninterruptible power supplies

2016030523

Offshore requirements for turbine exhaust system analysis and design. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 868 http://www.isope.org/publications/publications.htm Gjinolli, A.E., Ray, E.F., Et al English

Offshore combustion turbine systems are typically installed on the topsides (deck) along with other auxiliary components. Combustion turbines are primarily used because they provide the most power in the smallest footprint. The exhaust system must perform its basic function of conducting exhaust gases that can be as high as 1200° F (650° C) safely away from the adjacent equipment, platform workers and other systems, and mitigate the exhaust noise under a wide range of conditions. This paper presents a review of the design approaches and analysis process for development of an optimal silencer and duct system for a wide range of loading conditions including, internal pressure, environmental loads (wind, seismic, ice etc.), and aero-acoustic performance. The method to select and determine the appropriate duct system shell thicknesses, mounting points, expansion joint locations/requirements, and loads on the supporting structures are reviewed as well as the results of the final design.

Exhaust systems Offshore platforms Turbines

ABSTRACTS 195

2016030524

Spinning magic. The Naval Architect, November 2015, p 26 [4 p, 1 fig] http://www.rina.org.uk/tna.html Speares, S. English

This article describes the Norsepower Rotor Sail Solution, a modernised version of the Flettner rotor – a spinning cylinder that uses the Magnus effect to harness wind power to propel a ship. The product if designed to work with existing propulsion systems onboard ships. The technology is claimed to be very simple and robust and can be fitted on ships in compliance with rules and regulations.

Rotors Sails Wind propulsion

2016030525

Reliable fuel management. The Motor Ship, v 96 n 1131, November 2015, p 34 [2 p, 2 fig] http://www.motorship.com/ Moeck, R. English

The provisions of Marpol Annex VI, according to which a seagoing vessel reaching a designated emission control area (ECA) may only use fuels with a sulphur content of less than 0.1%, have been in force since 1 January 2015. This means that a seagoing vessel running on heavy fuel oil (HFO) without a scrubber installed must switch to a low sulphur marine diesel oil (MDO) before entering the ECA zone. This article discusses how the complexities of managing the fuel switching process can be better managed by an automated system.

Distillate fuels Fuel management Fuel oil quality Heavy fuel oils

2016030526

Fuel cell technology for propulsion and power generation of ships: feasibility study on ocean. Journal of Shipping and Ocean Engineering, v 5 n 5, September-October 2015, p 219 [10 p, 21 ref, 6 tab, 8 fig] http://www.davidpublisher.org/Public/uploads/Contribute/56331cf1c29f3.pdf Rajasekhar, D., Deepak Sankar, P.S., Et al English

A feasibility study has been carried out, to drive an ice class multi-disciplinary Oceanography Research Vessel (OSV) using hydrogen powered fuel cells. Various fuel cells were analysed with different combination of fuel, electrolyte and electrodes. From the analysis, it has been found that Solid Oxide Fuel Cell is most suitable for the present scenario. A fuel cell designed with hydrogen as fuel, zirconium oxides stabilized with yttrium oxide as electrolyte and zirconium electrodes is used for 1.5 MW power output and 0.5 MW through regenerator. Volume required for storage of hydrogen is in line with volume of fuel and a high standard safety measures were taken using sensors. The present system saves 3000 MT/annum of diesel oil costing 3,000,000 USD approximately.

Feasibility Fuel cells Research vessels

2016030527

Demonstrating the benefits of advanced power systems and energy storage for DP vessels. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Green Initiatives Session [24 p, 5 ref, 26 fig] http://dynamic-positioning.com/proceedings/dp2014/Green_initiatives_Lindtjorn.pdf Lindtjørn, J.O., Wendt, F., Et al English

With the introduction of the IEC 61850 communication standard in marine power systems new opportunities for increasing the operational performance of DP drilling vessels have been made possible by introducing enhanced features like: Block based protection functions; Ultra-fast load reduction schemes; Enhanced engine and generator protection functions integrated in the main power switchboards. The first closed-ring DP drilling vessels based on this new comprehensive protection platform have now

196 ABSTRACTS

been commissioned and results confirm predictions. In practice, this means that time critical protection requirements relating to balance of power and black-out prevention, short-circuit protection and power-plant monitoring; are handled within the confines of the switchboard and main consumers, yielding a very quick and fault tolerant power system – even in the absence of overriding systems like the PMS. Complementing, and arguably rivalling this protection platform in potency; energy storage and more advanced power electronic converter systems are making an entry into shipboard power systems. If strategically integrated, these systems can dramatically improve the main power system’s fault-tolerance and performance, whilst at the same time reducing main engines’ fuel consumption and running hours. Improved fault tolerance and performance can be achieved through a combination of: Using energy storage to bridge power and energy demand during excessive power demand or main engine failures; Reducing or eliminating black-out recovery times by keeping sections of the power system energized during outages; Supply critical consumers like propulsion and drilling drives with dedicated energy storage units to both act as an energy buffer for quick load transients and provide an enhanced ride-through capability for these loads. By improving the system in these ways, it becomes possible to run the power system with fewer engines online, thereby increasing their partial loading which in turn improves specific fuel oil consumption and reduces low-load induced maintenance costs. Running fewer engines also reduces accumulated running hours of the power plant. This paper includes sea-trial measurements for a drillship, demonstrating the effectiveness of the new protection platform, including: Ultra-fast load reduction on generator trip and Fault handling by ABBs Diesel Generator Monitoring system on AVR sensor failure. Further; results from laboratory tests are used to illustrate the inherent potential in energy storage.

Dynamic positioning Ship electric power systems

2016030528

Enhanced blackout recovery testing of DP vessels. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Power/Thrusters Session. [15 p, 1 tab, 5 fig] http://dynamic-positioning.com/proceedings/dp2014/power_clarke.pdf Clarke, N., Cargill, S., Coggin, R. English

Total blackouts have occurred on vessels that operate either with a common power system configuration or with the power system split into two or more independent power systems. It is more prevalent in the former configuration. In the latter configuration, internal and external common cause failures are often the cause rather than individual equipment failures. Not all causes of vessel blackout can be recovered from – i.e. there may be some scenarios where recovery will not succeed even if it operates correctly. Success depends on whether the common cause failure that initiated the blackout remains active. Where recovery includes restart of generators, drives, major consumers and auxiliary services, the success of blackout recovery often depends on the absence of active lockout functions on the main switchboards, thruster drives restart time etc. The primary aim of this paper is to: Review the various blackout recovery test procedures that are sometimes performed as part of annual trials and to evaluate their effectiveness in replicating a real blackout condition; Present an additional test procedure that could be performed to improve the effectiveness of blackout recovery testing; Investigate the impact that any additional blackout recovery tests would have on equipment longevity; Identify system components and methodologies that could be incorporated into existing and future designs to facilitate blackout recovery tests – Build To Test. The additional test proposed herein is considered as an enhancement of the existing tests that may already be performed as part of blackout recovery testing. Furthermore, the tests are not aimed specifically at any particular equipment manufacturer as the tests aim to replicate failures that could be experienced on any vessel regardless of equipment manufacture and design. However, the implementation of the test circuit may vary depending on the equipment type.

Dynamic positioning Machinery failure Ship electric power systems

ABSTRACTS 197

2016030529

New enhanced safety power plant solution for DP vessels operated in closed ring configuration. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Power/Thrusters Session. [22 p, 1 ref, 14 fig] http://dynamic-positioning.com/proceedings/dp2014/power_settemsdal.pdf Settemsdal, S.O., Haugan, E., Et al English

The new enhanced CLEAN power system has been introduced the last few years for all types of vessels. This power system is particularly suitable for DP operated vessels and closed bus-tie operation (even with only one engine on-line in combination with energy storage) which is discussed in this paper. The main electrical bus of the Siemens CLEAN systems is based on a nominal voltage of 930VDC. The incomers to the main switchboard can be synchronous generators or other power sources like energy storages or similar that is connected to the main bus through passive in-feed rectifiers. All loads to the distribution are connected to the main bus through inverters. Generally in AC distribution systems medium voltage levels like 6 – 11kV is necessary when the installed power on a plant is above 10-12 MW due to high short circuit levels on the main AC switchgear. This type of power plant does not need high short circuit power to blow fuses and breakers as this is an all drives distribution system of the main power system and as such the generators are of special design with high “Xd” and low max short circuit current. The rectifiers is designed to handle the max short circuit current the generator can provide in any failure and Siemens are introducing a new protection system for the power generation in addition to new method of engine speed control. Diesel engines are operated with variable frequency in the range of 40 – 90Hz to optimise the fuel consumption and CO2 and NOx emissions of the power plant. Approximate values of CO2 reduction and NOx reduction are up to 15% and 85% respectively. A new type of bus-tie (Intelligent Load Controller “ILC”) has been developed for the system. This bus-tie enables segregation of the power sections and ensures that the short circuit rating on one section

is not transferred to other adjacent sections. A severe failure like a short circuit will only impact the affected section since the ILC’s disconnects the connection to the other sections in the range of 10-50 microseconds to avoid propagation of faults to the adjacent switchboard sections. This functionality makes it possible to build low voltage system without considering the limitations in switchgear short circuit strength. To utilize this potential, several DC switchboards can be connected together, separated by ILC’s to form a line or a closed ring configuration which in sum will give room for considerably more installed power in this DC power system compared with a conventional AC low voltage system.

Dynamic positioning Ship power plants

2016030530

Performance of marine power plant given generator, main and distribution switchboard failures. Journal of Marine Science and Application, v 14 n 4, December 2015, pp 450-458 http://link.springer.com/article/10.1007/s11804-015-1335-5 Kumar, A., Ram, M. English

Power generation is one of the most essential functions of any plant for continuous functioning without any interruption. A marine power plant (MPP) is in the same situation. In this paper, the authors have tried to find the various reliability characteristics of a MPP. Using a marine power plant composed of two generators in which one of them is located at the stern and another at the bow, both associated to the main switch board (MSB). The distributive switch boards (DSB) receive power from the MSB through cables and their respective junctions. Given that arrangement, a working based transition state diagram has been generated. With the help of the Markov process, a number of intro-differential equations are formed and solved by Laplace transform. Various reliability characteristics are calculated and discussed with the help of graphs.

Electric power distribution Markov processes Ship power plants

198 ABSTRACTS

2016030531

The impact of carbon dioxide and nitrogen in fuel gas on gas turbine operation. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26347-MS [10 p] https://www.onepetro.org/conference-paper/OTC-26347-MS Welch, M., Igoe, B. English

It is not uncommon for gas turbines to be required to operate on fuel gases with high inert gas contents. The inert gas is usually carbon dioxide (CO2) or nitrogen (N2), and either occurs naturally in the gas or is present as a result of tertiary Enhanced Oil Recovery processes (CO2 or N2 injection). While the primary concern of using high inert gas fuels is in the ability to combust the fuel gas, consideration needs to be given to other areas of gas turbine design and performance on which high inert gases may have an impact. Assuming the combustion issues are resolved, the low calorific value of a high inert gas fuel means that more fuel needs to be fed into the gas turbine to achieve the design power output. This additional fuel flow means that modifications must be made to the fuel supply system and fuel injectors, while the additional fuel flow also increases the mass flow across the turbine stages, affecting gas turbine performance. Starting the gas turbine with ‘weak’ fuel gases is an area of special significance; whilst it is possible in some case to ignite and operate on such fuels, the transient operation may result in ‘lean blow-out’. Alternative fuels, such as good quality kerosene, may not be a viable solution for Oil & Gas applications so gas enrichment to a fuel quality point where satisfactory transient operation is known to occur is demonstrated. This paper looks at all the effects of high inert fuel gases on all aspects of gas turbine performance and design, looking at the necessary changes from a unit operating on a pipeline quality natural gas, and the operational limitations, such as compressor surge margin and heat transfer on cooled blades, and why these limitations vary from gas turbine model to model. There are occasions where fuels contain so much inert species that some pre-treatment is required to make these more suitable for gas turbine use, and a brief introduction to some of these methods is provided.

Carbon dioxide Gas turbines Gaseous fuels Nitrogen

2016030532

Meeting the challenges of power generation on offshore heavy oilfields. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26091-MS [11 p] https://www.onepetro.org/conference-paper/OTC-26091-MS Welch, M., Larsson, S. English

There are many physical and financial factors that determine the optimum power generation solution on an offshore installation - space requirements, weight, reliability, and maintenance requirements to name a few. On top of these factors, environmental impacts must be considered, such as emissions of Nitrous Oxides (NOx) and Carbon Dioxide (CO2), and visible pollution like flaring. Whereas in ‘conventional’ offshore oilfields, there is usually associated gas available to provide the fuel for power generation, heavy oilfields provide an additional challenge: they tend to be gas deficient, with insufficient associated gas over field life to fully fuel a power plant. This requires the import of fuel, such as diesel or heavy fuel oil, as these are easily transportable and storable, but importing fuels, and especially premium refined liquid fuels, increases operational costs. Therefore it may be necessary to look at using the produced crude oil itself as the fuel for power generation, and this in itself requires careful consideration by the providers of the different potential power generation technologies. Liquid fuels also produce more NOx when burned, and are more carbon intensive than most gas fuels, increasing CO2 emissions. Heavy oil facilities usually need more heat for production and processing purposes than lighter crude oils, requiring combustion of more fuel to provide the process heat required and increasing CO2 emissions still further. This paper looks at the types of liquid fuels, especially crude oil, and alternative power generation technologies that can be considered, and the potential advantages and disadvantages of these technologies in an offshore application. It also looks at ways of reducing combustion emissions such as NOx and using cogeneration as a means of reducing CO2 emissions by maximising overall energy efficiency.

Fuel oils Offshore platforms Power supplies

ABSTRACTS 199

2016030533

Unchartered waters. Electric & Hybrid Marine Technology International, October 2015, p 30 [4 p, 7 fig] http://viewer.zmags.com/publication/061eea2c#/061eea2c/1 Slavnich, D. English

Developed by Dutch shipbuilders Feadship, the 83.5m super yacht Savannah is the first vessel of this magnitude to feature a blend of single diesel engine – a medium-speed Wärtsilä brand engine that replaces the two higher-rev diesel engines that might conventionally be used – with three gensets, some one million Watts of Li-ion batteries, a propeller, an azimuthing thruster and a streamlined hull shape. This should result in fuel savings of 30 per cent in comparison to other similarly sized yachts. The yacht also features a propeller that is 40 per cent larger than the norm and Feadship claims that SAVANNAH has a better engine load than any other superyacht.

Hybrid propulsion Motor yachts

2016030534

Energy analysis of liquefied natural gas (LNG) boil-off gas (BOG) re-liquefaction cycles for onboard application. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1598 http://www.isope.org/publications/publications.htm Yoo, J., Lee, C., Et al English

This paper presents boil-off gas (BOG) of liquefied natural gas (LNG) re-liquefaction cycles for onboard system. Several BOG reliquefaction cycles are investigated to maintain the proper pressure of BOG in the LNG storage tank. A thermodynamically simple cycle such as single mixed refrigerant (SMR), the improved SMR cycles with one phase separator (SMR-P, SMR-P’), and a combination cycle (HYBRID) of SMR and expander are proposed and analysed. From the analysis results, the work consumption per unit LNG of each cycle is 0.712, 0.899, 0.832, and 0.656 kWh/kg∙BOG, respectively. For the onboard system, compactness is also one of

the important factors. Sizes of the cycles are proportional to the mass flow rate and the total heat transfer amount. The HYBRID cycle has the proper mass flow rate and amount of heat transfer for onboard system. The analysis result reveals that the HYBRID cycle is the most appropriate BOG re-liquefaction cycle in the respect of specific work consumption per unit BOG and compactness.

Liquefaction Liquefied natural gas

2.2 EQUIPMENT AND INSTALLATIONS

2016030535

An apparatus design and testing of a flexible pipe-laying in submarine context. Ocean Engineering, v 106, 15 September 2015, pp 386-395 http://www.sciencedirect.com/science/article/pii/S0029801815003273 Zhang, Z-l., Wang, L-q., Ci, H-y. English

A flexible pipe-laying apparatus is the actuating machine in pipe-laying ship to build flexible pipe in submarine environment. After investigating the basic principle of flexible pipe-laying mechanism, a new design is developed on its layout scheme and detail structure, including the tower support and its angle-adjusting device, the curvature adjustment wheel, the straightener, the hang-off clamp, and the tensioner selection. The main structure’s strength is check and verified with the finite element method, the dynamic simulation is conducted on the hydraulic cylinder of the angle-adjusting device with ADMS software, and the kinematic simulation is also carried out on the pipe-laying system. The prototype is established and the key parameters in the system are measured and analysed on the constant tension discharge, straightener, and pause. The results of calculation, simulation and testing show that the design alternative reaches the design requirements.

Flexible pipes Machinery Pipelaying Pipelaying vessels

200 ABSTRACTS

2016030536

Waste energy recovery and management. The Motor Ship, v 96 n 1131, November 2015, p 42 [2 p, 2 fig] http://www.motorship.com/ Lipsith, G. English

As ship owners and operators face the need for increasing efficiency, waste heat recovery is becoming a more attractive proposition. This article describes a new system from Ulmatec Pyro which promises a one-stop solution for a range of other water systems.

Heat recovery

2016030537

Advanced control for fault-tolerant dynamic positioning of an offshore supply vessel. Ocean Engineering, v 106, 15 September 2015, pp 472-484 http://www.sciencedirect.com/science/article/pii/S0029801815003054 Benetazzo, F., Ippoliti, G., Et al English

The paper presents a solution to guarantee a fault-tolerant robust control for the dynamic positioning of an over-actuated offshore supply vessel. Fault detection is obtained by a combination of two model-based techniques: the parity space approach and the Luenberger observer. The dynamic positioning system is provided by a bank of reconfigurable Discrete-Time Variable-Structure Controllers (DTVSC), selected by a supervisor, based on a fault isolation logic. The control system is combined with a wave compensation based on a Multi-rate Extended Kalman Filter (MREKF). The proposed solution is compared with a standard Proportional-Integral-Derivative (PID) control system and a passive nonlinear wave filter to assess its robustness to input disturbances and uncertainties in the model parameters. The simulation tests developed for a scale model of an offshore supply vessel show that, in the case of actuators faults, dynamic positioning is guaranteed by the proposed solution.

Control systems Dynamic positioning Fault diagnosis Offshore service vessels

2016030538

Design considerations for the condensate stabilization and liquefaction units in LNG FPSO. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 448 http://www.isope.org/publications/publications.htm Lee, J., Jo, A., Et al English

In the topsides of the liquefied natural gas floating production, storage, and offloading (LNG FPSO) unit, there are production units for methane, ethane, butane, condensate, etc. The units are designed considering the production capacity and the feed gas composition. After the feed gas is separated into gas, condensate, and water from the inlet treatment unit, the impure substances such as mercury, acid gas, and water are removed from the gas and are then liquefied in a liquefaction unit to produce liquefied natural gas (LNG). The condensate is separated into light and heavy components by a condensate stabilization unit to meet the sales specifications. In this paper, the basic functions, equipment, and processes of a condensate stabilization unit and a liquefaction unit are studied to identify the design considerations and challenges that need to be taken into account when installing these units in the offshore environment.

Condensate systems FPSOs Liquefaction Liquefied natural gas

2016030539

Approach for advanced testing of DP control system. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Design and Control Session [12 p, 8 ref, 11 fig] http://dynamic-positioning.com/proceedings/dp2014/Design_Opekunov.pdf Ambrosovskaya, E. English

A modern DP control system is a complex HW/SW product interfaced with number of other systems through different types of interfaces. In most cases such systems are made by different manufacturers. Because of the fact that the whole DP system and its

ABSTRACTS 201

integral parts can be tested only on-board the vessel its operational stability is potentially reduced. Moreover the depth of such on-board testing is not enough to provide the required systems functional and operational stability. Using complex ship motion and data simulators for factory testing of DP Control Systems is one of approach to improve the situation. The wide ability for simulation of dataflow, interfaces, faults, errors and malfunctions provide this approach huge potential for advanced testing of DP control systems. Such testing includes not only hardware (interface signals type and protocols) but also functional tests of built-in software, performance and failure handling ability. Navis Engineering OY has been a developer and manufacturer of dynamic control systems since the early 2000s. This paper represents experience and approach of the company in the design of ship motion and data simulator for factory acceptance and internal testing of own developed DP control systems.

Control systems Dynamic positioning Tests

2016030540

Better analysis – better data – better decisions – better operational risk management = delivery of incident free operations: enabled by DynCap. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Design and Control Session [16 p, 13 ref, 4 tab, 13 fig] http://dynamic-positioning.com/proceedings/dp2014/design_pivano.pdf Pivano, L., Smogeli, Ø., Et al English

Operational risk management and focus on the industrial mission has been the tenet of the recent Marine Technology Society Guidance Documents addressing delivery of incident free DP operations. There is increased awareness of the significance of stationkeeping capability taking into account not only environmental conditions but also post failure capability including ability to maintain position/heading within defined acceptance criteria during transient conditions. Effective operational risk management and mitigation depends upon reducing ambiguity in understanding of stationkeeping capability and identifying gaps between theoretical capability and a reasonably accurate estimate of real stationkeeping capability. DP capability has

traditionally been calculated by a quasi-static analysis and the results are generally non-conservative, lacking proper handling of dynamic effects such as vessel motion, time-varying environment, and rate limitations in the propulsion and power system. This paper presents a case study of a diving vessel with two main propellers and rudders, and equipped with a single stern tunnel thruster. The study includes a comparison of a traditional quasi-static analysis with a closed-loop time-domain simulation framework (DynCap), as well as examples of vessel DP footprints and transient motion after a failure. The results demonstrate that a more comprehensive capability study will provide results that are more accurate with respect to robustness of the DP capability towards failures, reveals the critical limitations of single stern thruster vessels, and validates the robustness in station keeping integrity provided by the addition of a second stern tunnel thruster in this case. The results of the study reinforce the need to consider the industrial mission requirements in analytical, planning and execution efforts.

Diving support vessels Dynamic positioning Risk management Stationkeeping

2016030541

DP thrusters – understanding dynamic loads and preventing mechanical damages. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Power/Thrusters Session. [21 p, 14 ref, 1 tab, 23 fig] http://dynamic-positioning.com/proceedings/dp2014/power_dang.pdf Dang, J. English

Despite the wide and successful use of mechanical azimuthing thrusters in various marine applications, such as dynamic positioning (DP), dynamic tracking (DT), bollard pull (BP), low speed manoeuvring, as well as high speed transit trips at continuous full power (then used as the ship’s main propulsion system), damages on the gears and bearings of mechanical azimuthing thrusters have been reported in many cases. According to the statistics of survey records of major classification societies (e.g. ABS, DNV and LRS), the failures of gears and bearings are among the first three major kinds of damages, where one of them is the propellers which are however

202 ABSTRACTS

exposed directly to a quite harsh environment in the water. In order to help the industry to get an insight in the failures with respect to the external loads on the drives of thrusters, MARIN has been dedicated in studying the hydrodynamic loads on mechanical azimuthing thrusters in the past decades. Series of six-component transducers, with high-accuracy and high response frequencies, have been designed, manufactured and applied. Systematic model test campaigns and full scale measurements in order to obtain dynamic loads to the higher frequencies have been carried out. Through investigations into extreme manoeuvring operations, thruster-thruster interactions, thruster ventilation and thruster-ice interactions, a thorough understanding on the characteristics and the amplitudes of the external loads in various operational conditions has been gained. In this paper descriptions are given of test set-ups, used transducers, scaling laws and test procedures. Test campaign results have been reported, extreme loads have been identified and conclusions have been drawn. The test results and findings can serve as principle guidelines to prevent damages, which are important both for the thruster designers and manufacturers, as well as for the operators.

Damage prevention Dynamic loads Dynamic positioning Thrusters

2016030542

Agile FMEA. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Reliability Session. [15 p, 12 ref, 7 fig] http://dynamic-positioning.com/proceedings/dp2014/Backup_reliability_kaushik.pdf Kaushik, A., Chavan, P. English

Scope, structure and quality in DP Failure Mode Effect Analysis (FMEA) have been topics in focus for the Marine Technology Society (MTS), IMCA and classification societies. Authors in previous MTS conferences have discussed deficiencies in DP FMEA’s, while others have suggested solutions such as apt use of guidelines and templates to ensure completeness and quality of DP FMEA’s. Most guidelines suggest appropriate methodology must be applied at each subsystem level to determine redundancy for analysis and sea trials test procedure

to be effective. Applying methodology, following numerous guidance notes and maintaining FMEA documentation in practice can be a fairly complicated task. The FMEA, the sea trials test procedure, and the test results must also be maintained and updated in case of alterations to the system, during the operational phase. The obvious, iterative need for FMEA document and test procedures to be maintained and updated invites the need for a proven scientific methodology such as Agile to be applied on the FMEA workflow process. This paper suggests a FMEA workflow using agile methodology which can help not only ease and accelerate the process of creating FMEA reports but also maintain FMEA reports for life. The paper also discusses the potential benefits of maintained FMEA reports to act as a live vessel health indicator and objective risk management tool during the life time of the vessel. The paper also proposes development and use of common software to promote standardized FMEA reports and easy maintenance of DP FMEA’s using Agile methodology principles.

Dynamic positioning Failure

2016030543

DP FMEA challenged by innovative technologies. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Reliability Session. [15 p, 13 ref, 10 fig] http://dynamic-positioning.com/proceedings/dp2014/reliability_Sierdsma.pdf Sierdsma, P.A. English

Innovative Dynamic Positioned (DP) vessels power distribution networks with a complex array of components working independently of each other or interacting with each other are becoming the norm rather than the exception. The accuracy of DP FMEA’s for innovative approaches becomes ever more important and inaccuracies in the DP FMEA typically have operational consequences for the DP vessel. A review of a large variety of DP FMEA’s suggests that in particular for innovative vessels, DP FMEA’s regularly fail in covering all relevant components of an innovative power generation and distribution network. Furthermore with the increased possibilities of operational configurations that comes typically with innovative DP vessels, DP FMEA’s regularly fail to specifically state which configuration the DP FMEA was based on, contributing to vessel

ABSTRACTS 203

owners selecting configurations not necessarily providing the most robust set up. Covering all innovative aspects of a power distribution network from a DP vessel in a FMEA requires close cooperation between stakeholders. This paper attempts to increase awareness in the industry that an increased level of detail is required in DP FMEA’s when it pertains to innovative DP vessels. In order for that to happen it is suggested that an increased cooperation is required between DP FMEA providers, manufacturers, shipyards and vessel owners during the DP FMEA process.

Dynamic positioning Electric power distribution Failure

2016030544

System verification helps validate complex integrated systems. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Reliability Session. [8 p, 8 ref, 3 fig] http://dynamic-positioning.com/proceedings/dp2014/reliability_selvam.pdf Selvam, N. English

As building and operating offshore assets become more complex, and more integrated, one of the biggest challenges is centred on software. The move toward automation of offshore assets has allowed drilling and production systems to work much more efficiently. However, the introduction of complex, integrated control systems also poses new challenges. These systems can present enormous problems during operations and maintenance without thorough testing of the software. Hardware-In-the-Loop (HIL) testing is one option used for testing software actions and for crew training. This paper provides insights into the usefulness of HIL testing and the benefits it had on a recently completed drillship.

Control systems Drillships Integrated shipboard systems

2016030545

Impact of reduced visibility conditions on laser-based DP sensors. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Sensors Session. [10 p, 7 ref, 8 tab, 4 fig] http://dynamic-positioning.com/proceedings/dp2014/Sensors_mcknight.pdf McKnight, D., Miles, R. English

The traditional view of use of DP sensors in reduced visibility conditions is that radar and inertial based sensors work well in these environments and the laser based sensors do not. In extremely bad conditions this is true. In lightly to moderately reduced visibility we must understand the impact of the fog on the performance of a laser based DP sensor. With a variety of targets at 60m the authors demonstrate operation in heavily reduced visibility and show the visual appearance of these environmental conditions. The authors have also modelled some specific use requirements and evaluated how a system will perform in those environmental conditions with differing types of targets. Extensions of this modelling to other adverse weather conditions is considered. Finally prism targets are evaluated on the basis that they are for use in reduced visibility environments rather than the more usual evaluation on the basis of extended range.

Dynamic positioning Lasers Restricted visibility Sensors

2016030546

Dynamic efficiency – propulsors with contra-rotating propellers for dynamic positioning. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Thrusters Session. [6 p, 5 fig] http://dynamic-positioning.com/proceedings/dp2014/Thrusters_Kyyro.pdf Kyyrö, K., Niemi, M. English

Azimuthing propulsors with dual-end contrarotating propellers offer many benefits for DP vessels. Properties of this concept are highlighted and compared to those of ducted units. Considerable fuel

204 ABSTRACTS

savings are possible thanks to an excellent overall efficiency in a typical operating profile of the ship. Ice navigation and ice management bring out even more strengths of the configuration. Some differences between fixed and controllable pitch units are discussed.

Contrarotating propellers Dynamic positioning Pods Thrusters

2.3 MAINTENANCE, REPAIR AND CONVERSION

2016030547

10 years overhaul interval with gearless Azipod thruster. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Thrusters Session. [10 p, 1 ref, 20 fig] http://dynamic-positioning.com/proceedings/dp2014/thrusters_varis.pdf Kokkila, K., Varis, J., Aho, J. English

Driven by increasing cost pressure and remote operating locations, maintenance as a major running cost element plays crucial role on way to optimised and uninterrupted operations. Essential to station keeping in dynamically positioned vessels, underwater demountable thrusters often set the pace for maintenance intervals and related downtime. Attributed by high number of potential failure modes due to numerous critical moving parts and high oil cleanliness requirement, geared power transmission is more sensitive to wear and tear and consequently premature failures. Possible failures include also ones in support systems such as oil circulation, cleaning and cooling. Higher reliability and extended maintenance intervals are enabled by eliminating most potential root causes, namely gears and unnecessary bearings and their subsystems. Azipod gearless thrusters have been serving in two DP rigs since 2004 and 2005. In the end of 2013, last three of 2004 installed thrusters were dismantled for scheduled maintenance after about 9 years of use. As expected based on findings from earlier overhauls, all components were in extremely good condition and showed only minimal wear even after such a long

use. This paper discusses these findings in detail and explains why 10 years maintenance interval is reachable with gearless Azipod C thruster.

Maintenance Thrusters

2016030548

A model for the valuation of an inspection program in offshore oil production facility. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26336-MS [8 p] https://www.onepetro.org/conference-paper/OTC-26336-MS Lima, G.A.C., Filho, A.M.T. English

In the operation of offshore oil and gas there is a large number of equipment that must work continuously to keep production and safety. Part of this success depends on different type of inspection activities in active and redundant equipment. However, there are some conflicting objectives: the more one inspect equipment, the higher the reliability of the system. At the same time, cost can be increased and availability reduced in case assets have to stop. In addition, more sophisticated inspection systems have a cost and, also may demand maintenance in the instrumentation. This work proposes a model to evaluate this problem. The methodology is: (1) Probabilistic model of time-to-failure of assets, (2) Probabilistic model of maintenance time, (3) Probability model of the detection of failure by inspection, (4) Reliability and Availability model of the system, (5)Inflation in cost of part, labor, etc., (6) Discounted cash flow model. Monte Carlo simulation is used in order to solve this problem in a simple spreadsheet in order to demonstrate professionals that many problems can be scientifically analysed using more simple tools. In real world applications, the main problem consists in the estimation of the value of an inspection system to a company. The model is applied to the analysis of this problem and the following conclusions were found: if probability of detection of the inspection system is 90%, the maximum investment is US$ 12.2 million; if this probability of detection is 70%, the maximum investment is US$ 9.65 million. In addition, the work shows how to use the model to solve related problems as well.

Inspection Maintenance Offshore platforms

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2.4 CARGOES AND CARGO HANDLING

2016030549

Computational study of LNG evaporation and heat diffusion through a LNG cargo tank membrane. Ocean Engineering, v 106, 15 September 2015, pp 77-86 http://www.sciencedirect.com/science/article/pii/S0029801815002887 Lee, J.H., Kim, Y.J., Hwang, S. English

The seepage of the cryogenic LNG through the cracks in membrane insulation may result in cold spots within the hull structures of LNG vessels. At the cold spot, the hull structure will be crystalized and brittle. Also, the loss of LNG containments may lead to a potentially significant hazard. The estimation of the temperature distribution along the insulation panel and the heat diffusion speed through the insulation materials are crucial to assess the safety of LNG vessels. The prediction of the flow and thermal behaviours of the leaked LNG requires complex multiphase flow numerical simulation. The CFD (computational fluid dynamics) model is proposed to simulate the diffusion behaviour and the heat transfer characteristics of leaked LNG including the liquid-to-gas phase change through porous structure. The CFD model considers phase change, gas–liquid reactions in the porous media and the accompanied rates of heat transfer. It also considers the geometry of NO96 membrane storage facilities with glass wool and plywood. In the numerical simulation, the LNG pool spreading, heat diffusion, and the evaporation are investigated. The simulation indicates that the predicted speed of seepage is too high to evaporate the LNG after the leakage.

Containment systems Evaporation Leakage Liquefied natural gas LNG tanks

2.5 PORTS AND WATERWAYS

2016030550

Statistical analysis of vessel waiting time and lockage time on the Upper Mississippi River. Maritime Economics and Logistics, v 17 n 4, December 2015, pp 416-439 http://www.palgrave-journals.com/mel/journal/v17/n4/abs/mel201530a.html Zhang, Y.Y., Chang, M-S., Fuller, S.W. English

The Upper Mississippi River (UMR) is an important artery for transporting export-destined grains from the north central United States to lower Mississippi River ports. The increased traffic on the UMR system has led to increases in congestion, delays at locks and longer vessel proceeding times. This paper analyses systematically the arrival, waiting and lockage time of vessels at the locks of UMR. Linear and duration models of the lockage process are constructed and the importance of modelling the delay time and lockage time as two separate processes is shown. It was found that real time traffic intensities are the most statistically significant factors in predicting delays at the locks. A non-parametric model of traffic intensity is proposed, which allows the proposed lockage model to be used for prediction purposes. This model can be useful to relieve congestion and increase the carrying capacity in the UMR system, and provide insight into the traffic and lock operating policies.

Locks (waterways) Mississippi River Statistical analysis Time Traffic density

2016030551

Minimizing delay of ships in bulk terminals by simultaneous ship scheduling, stockyard planning and train scheduling. Maritime Economics and Logistics, v 17 n 4, December 2015, pp 464-492 http://www.palgrave-journals.com/mel/journal/v17/n4/abs/mel201420a.html Irfan Babu, S.A.K., Pratap, S., Et al English

Because of an increase in population, the demand for coal has drastically risen with millions of tons of coal being imported annually through Indian ports. To

206 ABSTRACTS

accommodate with this rise in demand, there has been an increase in the concern over proper ship scheduling and effective stockyard management. This article focuses on these aspects, as well as train scheduling, in the context of coal imports in port terminals. The article employs two heuristic-based greedy construct algorithms to improve port terminal throughput capacity by minimizing the delay of ships in port terminal. Applicability and validity of the model is tested on the database of a port located along the east coast of India.

Coal terminals Port performance Port time Scheduling

2016030552

The effect of port and container terminal characteristics on terminal performance. Maritime Economics and Logistics, v 17 n 4, December 2015, pp 493-514 http://www.palgrave-journals.com/mel/journal/v17/n4/abs/mel201433a.html Felício, J.A., Caldeirinha, V., Dionísio, A. English

This study examines port and container terminal characteristics, and assesses how they affect performance. Little research has addressed the relationship between location, physical infrastructure (hard) and service (soft) characteristics, and container terminal performance. This study fills this research gap. Performance is explained using a holistic perspective involving multivariate factors. A questionnaire sent to 12 container terminals in Portugal and Spain yielded 122 responses. Structural equation modelling confirmed the influence of port and terminal characteristics on container terminal performance. Performance was measured in terms of efficiency, activity and customer satisfaction. Five main characteristics were found to influence container terminal performance: regional and continental location, sea and land access, maritime shipping services, dynamism of port authorities, and terminal organization and logistics integration.

Characteristics Container terminals Port performance

2016030553

A genetic algorithm heuristic for solving the quay crane scheduling problem with time windows. Maritime Economics and Logistics, v 17 n 4, December 2015, pp 515-537 http://www.palgrave-journals.com/mel/journal/v17/n4/abs/mel201431a.html Kaveshgar, N., Huynh, N. English

One of the most important operations in marine container terminals is quay crane scheduling. The quay crane scheduling problem (QCSP) involves scheduling groups of containers to be loaded and unloaded by each quay crane. It also requires addressing practical issues such as minimum spacing between quay cranes and precedence relationships between container groups. This study addresses the QCSP with one additional consideration: time availability of quay cranes. This problem is referred to as QCSP with time windows (QCSPTW) in the literature. This article discusses the genetic algorithm (GA) developed to solve the QCSPTW. It builds on a previously developed GA to solve the QCSP by the authors. The results of a large set of numerical experiments using benchmark instances highlight several key characteristics of the proposed solution approach: (i) the developed GA can provide near optimal solutions in a faster time for medium and large-sized instances (overall average gap is less than 3 per cent), and (ii) the developed GA leads to an improvement in the solution quality (lower vessel turnaround time) for instances with fragmented time windows (time windows that are broken up into two or more non-contiguous segments).

Container cranes Container terminals Scheduling

ABSTRACTS 207

2016030554

Design guidelines for river harbours and verification of harbour layouts in the portable REMBRANDT-INLAND bridge simulator including public demonstration. SMART RIVERS 2015, 7th International PIANC - SMART Rivers Conference; 7-11 September 2015; Buenos Aires, Argentina. Paper 136 [11 p, 10 ref, 3 tab, 12 fig] http://www.bmtargoss.com/media/6081432/Design%20Guidelines%20for%20River%20Harbours%20and%20Verification%20of%20Harbour%20Layouts.pdf Veldman, J.J., Dubbelman, J., Zuijderwijk, W.M. English

The Rhine is the most important inland waterway in Western Europe. Near Lobith every year more than 130.000 vessels transport 150.000.000 tons of cargo across the Dutch/German border. To satisfy overnight rest needs for inland vessel crews, two sites near Lobith have been selected for implementing harbours with mooring facilities for a total of 70 vessels. Manoeuvring simulations have been applied to verify the newly developed design rules for the variants for the harbours. Licensed skippers and lay people living in the area were involved in the simulations. This resulted in a valuable contribution to the design rules for the design process and also, in the local community, a better understanding of the development process for the harbours.

Harbours Inland waterways Manoeuvring Ship simulators

2016030555

Evolving competition between Hong Kong and Shenzhen ports. Maritime Policy & Management, v 42 n 8, 2015, pp 729-745 http://www.tandfonline.com/doi/full/10.1080/03088839.2015.1029553 Tian, X., Liu, L., Wang, S. English

Shenzhen Port (SZP), once a negligible local port, has risen dramatically to a world-leading container port and an “equal” player with Hong Kong Port (HKP). Will this market share reallocation continue, or will equilibrium be eventually realized for HKP to prosper continuously? The authors examine the relationship between these two ports to answer this question. A new transformation method is proposed to describe the growth of container cargo transport demand,

define the quantitative measures of the competition relationship and port competitiveness, and present a rigorous analytical framework with econometric tests and models to understand the true relationship between HKP and SZP. Direct empirical tests suggest that SZP complements HKP; however, the two ports exhibit strong competition when the effect of demand growth is excluded. Considering transshipment separately, it is found that the impact of SZP on HKP is negative in transshipment but complementary in direct shipment. It is concluded that HKP does not affect SZP, whereas SZP has competitive power over HKP. These results are consistent with the findings of some previous theoretical studies.

Competition Container terminals Port performance

2016030556

Technical, allocative and cost efficiencies of Chinese ports. Maritime Policy & Management, v 42 n 8, 2015, pp 746-758 http://www.tandfonline.com/doi/full/10.1080/03088839.2015.1040860 Zhang, S., Yin, C. English

This paper reports on empirical studies of the technical, allocative, and cost efficiencies (CEs) of Chinese ports based on the panel data of 16 listed port corporations from 1998 to 2011 by means of Bayesian Inference and Markov Chain Monte Carlo methods. An error terms approach is used to resolve the Greene Problem in the estimation of allocative efficiency. The results show that the technical efficiencies have tended to decline in most ports. Inputs to R&D and improving management level are insufficient to offset this decline. Seaports have higher CEs than river ports. Ports with higher container cargo proportion have higher CEs. Ports with more than 50% of shares owned by the State have higher CEs.

Efficiency Port performance

208 ABSTRACTS

2016030557

Fuzzy empty containers excess estimation as an economic indicator - the case of the north Adriatic port system. Maritime Policy & Management, v 42 n 8, 2015, pp 759-775 http://www.tandfonline.com/doi/full/10.1080/03088839.2014.986552 Tuljak-Suban, D., Twrdy, E. English

Today, approximately 90% of the world’s cargo is moved by ships and almost all general cargoes are transported in containers. Worldwide container traffic has increased over the last 20 years by 7% annually, and containerization has begun to seriously impact global trade patterns. As a result, container terminals have become very important nodes in the world’s supply chain. This article highlights the link between the total and empty container traffic and the global economy. By way of example, the authors have analysed the empty container traffic in north Adriatic ports in the years before and during the global economic crisis and in a period of stability after the major economic slump. A fuzzy multi-criteria algorithm was used to find out how the global crisis, which has affected ports, influences the number of excess empty containers at the terminals. It is shows that these factors, in particular the change of the global financial and economic situation, have different repercussions to the ports of the north Adriatic: less serious effects upon the ports that are well connected locally and substantial consequences for the ports that are well connected globally.

Container terminals Containerized shipping Economic conditions

2016030558

An application of centralized data envelopment analysis in resource allocation in container terminal operations. Maritime Policy & Management, v 42 n 8, 2015, pp 776-788 http://www.tandfonline.com/doi/full/10.1080/03088839.2015.1037373 Chang, S-M., Wang, J-S., Et al English

This paper presents an application of centralized data envelopment analysis (CDEA) to analyse the performance of a number of container terminals supervised by one liner shipping company. It provides a systematic and centralized perspective of

resource reallocation based on one company’s perspective. The numerical results show that two of the five dedicated terminals are, by and large, efficient, but the other three need resources to be reallocated. Under the minor adjustment scenario, the liner shipping company should reduce the aggregated amount of the labour cost and the hauling equipment should be transferred to different terminals in America. Under the major adjustment scenario, both the labour and hauling equipment could be reduced.

Container terminals Port performance

2016030559

Theoretical analysis of harbor resonance in harbour with an exponential bottom profile. China Ocean Engineering, v 29 n 6, December 2015, pp 821-834 http://link.springer.com/article/10.1007/s13344-015-0058-3 Wang, G., Zheng, J-h., Liang, Q-h. English

The general features of oscillations within a rectangular harbour of exponential bottom are investigated analytically. Based on the linear shallow water approximation, analytical solutions for longitudinal oscillations induced by the incident perpendicular wave are obtained by the method of matched asymptotics. The analytic results show that the resonant frequencies are shifted to larger values as the water depth increases and the oscillation amplitudes are enhanced due to the shoaling effect. Owing to the refraction effect, there could be several transverse oscillation modes existing in when the width of the harbor is on the order of the oscillation wavelength. These transverse oscillations are similar to standing edge waves, and there are m node lines in the longshore direction and n node lines running in the offshore direction corresponding to mode (n, m). Furthermore, the transverse Eigen frequency is not only related to the width of the harbour, but also to the boundary condition at the backwall and the bottom shape.

Harbour oscillations

ABSTRACTS 209

2.6 COASTAL/OFFSHORE ENGINEERING AND MARINE RENEWABLE ENERGY

2016030560

An analysis of dynamics of risers during vessel motion by means of the rigid finite element method. Ocean Engineering, v 106, 15 September 2015, pp 102-114 http://www.sciencedirect.com/science/article/pii/S0029801815002966 Adamiec-Wójcik, I., Brzozowska, L., Drag, Ł. English

The widespread use of lines, cables and risers in offshore applications requires research on the dynamic behaviour of such systems. Accurate prediction of riser motion during operations is crucial. The models presented in the paper are used for static and dynamic analysis of planar slender systems undergoing large elastic deformations. Slender links are discretized by means of a modification of the rigid finite element method, which allows us to consider both bending and longitudinal flexibility. The method consists in dividing a link into rigid finite elements assuming inertial features connected by massless spring-damping elements; additionally, a spring element reflecting longitudinal flexibility is added. The formulation of the method presented allows us to take into account hydrodynamic forces and added mass. Correctness of the models and programs developed is proved by comparison of the results with an analytical solution and commercial software. When installing or moving a riser to a new site, any contact between it and another object should be prevented if possible. Thus, the numerical simulations presented in the paper concern the movement of a vessel with an attached riser (with and without fluid) in such a way that an obstacle on the seabed can be avoided.

Dynamic analysis Finite element method Risers Static analysis

2016030561

Numerical simulations of 2-D steady and unsteady breaking waves. Ocean Engineering, v 106, 15 September 2015, pp 298-316 http://www.sciencedirect.com/science/article/pii/S0029801815003182 Lupieri, G., Contento, G. English

This work analyses by means of numerical simulations the features of breaking of two dimensional free surface waves induced by a body or a sloping bottom. The sample cases selected for the simulations characterize different aspects of wave breaking, thus they are supposed to represent rather widely a problem of large interest for ship hydrodynamics and ocean engineering applications. The simulations considered are: wave breaking induced by a fully submerged hydrofoil towed in calm water at constant speed; shallow water waves breaking on a sloping beach in spilling and plunging mode; regular intermediate depth waves breaking gently over a weakly submerged horizontal circular cylinder at a low Keulegan–Carpenter number. Each simulated case is supported by detailed comparisons with experimental data in time and frequency domain. The results presented have been obtained adopting a standard RANS approach. They show a generally good reproduction of the wave breaking characteristics even though it is rather clear that there is a case dependent potential loss of accuracy in the presence of pronounced foamy flow.

Breaking waves Computational fluid dynamics

2016030562

Dynamic modelling of Spar-Buoy oscillating water column wave energy converter. Ships and Offshore Structures, v 10 n 6, 2015, pp 601-608 http://www.tandfonline.com/doi/full/10.1080/17445302.2014.942086 Bayoumi, S., Incecik, A., El-Gamal, H. English

The main objective of this research is to develop an experimentally validated numerical wave power prediction tool for an offshore Spar-Buoy oscillating water column (OWC) wave energy converter (WEC). The numerical tool should be able to predict the spar heave motion and the water column oscillations inside the structure, in order to estimate the power absorber and evaluate the device performance. A two-

210 ABSTRACTS

degree-of-freedom mechanical oscillation model was adopted. The model considers the power take-off (PTO) damping and the stiffness due to air compressibility inside the pneumatic chamber. Experiments were performed in order to calculate the damping coefficients and to validate the predicted results. PTO mechanism was experimentally modelled by orifice plate located on top of the OWC model. Different orifice areas were used to allow the examination of the PTO damping effect on the hydrodynamic behaviour of the system.

Numerical models Oscillating bodies Spar buoys Wave energy conversion

2016030563

Deterministic non-linear wave forecast and motion prediction for short-term offshore operations. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1236 http://www.isope.org/publications/publications.htm Clauss, G.F., Klein, M., Et al English

This paper presents a time-domain decision support system based on deterministic, non-linear wave forecast and motion prediction for short-term offshore operations. The system consists of three individual constituents: sea state registrations, non-linear wave forecast and motion prediction. Surface elevation snapshots taken continuously by a shipboard radar at great distance ahead the operational area are preprocessed by the wave monitoring system WaMoS IIR 1 and used as input for the wave forecast tool. The non-linear wave propagation is modelled by applying the Higher Order Spectral Method (HOSM), which offers high accuracy and fast calculation time at once. The predicted surface elevation at the location of operation areelevation at the location of operation is used for the evaluation of the corresponding offshore structure response. For this purpose, Impulse Response Functions are implemented, which enable the fast determination of the response in time domain.

Decision support systems Motion Offshore structures Wave forecasting

2016030564

Energy harvesting from sea waves with consideration of airy and JONSWAP theory and optimisation of energy harvester parameters. Journal of Marine Science and Application, v 14 n 4, December 2015, pp 440-449 http://link.springer.com/article/10.1007/s11804-015-1327-5 Mirab, H., Fathi, R., Et al English

One of the new methods for powering low-power electronic devices at sea is a wave energy harvesting system. In this method, piezoelectric material is employed to convert the mechanical energy of sea waves into electrical energy. The advantage of this method is based on avoiding a battery charging system. Studies have been done on energy harvesting from sea waves, however, considering energy harvesting with random JONSWAP wave theory, then determining the optimum values of energy harvested is new. This paper does that by implementing the JONSWAP wave model, calculating produced power, and realistically showing that output power is decreased in comparison with the simpler airy wave model. In addition, parameters of the energy harvester system are optimised using a simulated annealing algorithm, yielding increased produced power.

Piezoelectricity Wave energy conversion

2016030565

Study on prediction method for the springing-induced tension responses of TLP. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1386 http://www.isope.org/publications/publications.htm Kim, T., Kim, Y. English

This study aims at predicting the tension force in the design of a tension-leg platform (TLP) tendon, with the main focus on the springing problem. Springing is a nonlinear phenomenon, and to analyse this phenomenon, the second-order wave loads need to be solved. The second-order response is calculated by a commercial program using a panel method. The probability density function of the second-order tension is obtained from an eigenvalue analysis of the response and sea spectra. A simple method is

ABSTRACTS 211

proposed to predict the extreme tension loads with respect to number of occurrences. The probability density function predicts the extreme tension suitably by comparing with the time histories of the second-order tension. The expected tension force is larger than that obtained through linear analysis in the same time window. This validates the necessity of the proposed method to predict the tension due to springing.

Probability density functions Springing Tension Tension leg platforms

2016030566

Floatover mooring analysis with different mooring lines property in shallow water. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1483 http://www.isope.org/publications/publications.htm Ruan, Z., Zhang, W., Et al English

This paper details the mooring analysis method and its application in the successful floatover installation of the JZ9-3 CEPD topsides in shallow water. The main purpose of the mooring analysis is to investigate the mooring line capacity, check the clearance of the mooring lines above the seabed pipelines and check the uplift force at anchors and mooring line length on the seabed, and check the heave motion due to the shallow water. The mooring analysis results with different mooring lines property are available for a comparison. The result indicates that both the HMPE lines and the steel wires combined with buoys are acceptable in theory. If the HMPE line is selected, the winches or associated equipment have to be updated to protect the damage to the HMPE lines. Therefore, it is more practical in the industry practice to use steel wires combined with buoys when considering the economic cost.

Installing Mooring lines Offshore platforms Shallow water

2016030567

The buoy supporting risers (BSR) system: a novel riser solution for ultra-deep water subsea developments in harsh environments. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26330-MS [20 p] https://www.onepetro.org/conference-paper/OTC-26330-MS Cruz, I., Claro, C., Et al English

The Sapinhoá and Lula North-East oil fields were developed through pilot systems composed of satellite wells connected to spread moored FPSOs. Each of these developments needed to connect up to 45 lines coming from the wells to a single balcony at FPSO portside, not including gas export riser and its ESDV umbilical. It was expected variable levels of CO2 and H2S, posing the challenge to find a suitable solution that could endure the 27-year life of the fields in waters of 2140-meter depth and in the severe environmental conditions of the Santos Basin. To cope with these challenges, Petrobras and its partners (BG E&P Brazil and Repsol Sinopec Brazil, in Sapinhoá field, BG E&P Brazil and Petrogral Brazil, in Lula Field) decided to pursue a decoupled riser system solution, and to launch a "design competition" process, which ended up selecting the Buoy Supporting Risers (BSR) concept solution developed by Subsea 7. This paper is divided in two main sections that represent the two main project phases. First, the design phase where the BSR System is described, the need for careful physical and numerical modelling, the massive analysis of this complex new system is also presented. The second is the installation phase, which was all backed up by a prototype tank testing performed in order to capture the in-place behaviour, and to generate the design input envelopes for all system components. It also describes the considerable installation engineering efforts led to solutions for the logistical problems associated with the sheer quantity, volume, size and weight of the foundations and top connector structures as well as for the installation itself in ultra-deep waters and in seas often characterised by bi-directional swells.

Buoys Deepwater Heavy weather Risers

212 ABSTRACTS

2016030568

Critical equipment monitoring in production platforms. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26246-MS [11 p] https://www.onepetro.org/conference-paper/OTC-26246-MS Campos, M.M., Grizante, R., Et al English

Offshore platforms located at great distances from the coast, pose many challenges to maintain and increase the reliabilitythe reliability of critical equipment, in order to decrease operational and maintenance costs. The difference between planned and non-planned shutdowns can be roughly millions of dollars for one platform. These facts justify the need for an enhanced monitoring system for critical equipment of offshore platforms, contributing to reduce risks, loss of production, and to raise equipment availability. One way to deal with this problem is to have remote monitoring centres which follow performance indicators of the various critical platforms' equipment (heat exchangers, pumps, compressors, etc.), with the main goal of identifying deviations, before they evolve to more serious faults. This centre should have a well trained staff, good process to foster multidisciplinary collaboration with other specialized teams to diagnose and define required actions, and, last but not least, good tools to monitor the process variables. This paper describes a set of tools for monitoring equipment performance, such as heat exchangers, pumps, and compressors. These tools try to identify the quality of equipment's sensors, to assess the performance of PID controllers associated with this equipment, and many other performance indicators as, for example, deviations from the optimal (high efficiency) operating regions. These tools are connected with plant data information and acquire real time data (flowrates, pressures, and temperatures) from the process streams, and can send them to rigorous process simulator in order to close mass and energy balances. This strategy can reconcile data and infers missing operational information, like some key performance indicators. These tools can also receive inspection data of equipment, obtained by mobile systems, to be used to identify deviations from the desired operational region. Finally, this paper also presents results and gains of the application of these tools, process, and equipment

monitoring centre for offshore platforms. This paper shows the benefits to improve equipment reliability and safety, thus reducing risks and losses due to possible equipment failure. It also presents and discusses new tools and processes to monitor critical equipment.

Equipment Monitoring Offshore platforms

2016030569

Feasibility study on logistics hub for passengers in offshore Brazil. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26127-MS [7 p] https://www.onepetro.org/conference-paper/OTC-26127-MS Maeda, K., Ohmura, T., Et al English

The optimisation of passenger transportation system takes on an increasingly important role in case of the large distance from onshore to offshore floating units. Especially, if number of offshore floating units is large. As a solution of this issue, authors introduce the results of the feasibility study of the Logistics Hub System which aims at the application to offshore Brazil. The authors investigated the situation of the logistics around the offshore production units based on announced information. In consideration of number of transferred workers, weather conditions in offshore Brazil, daily operation, emergency response and so on, the authors developed the conceptual design of Logistics Hub System for passengers, which consists of the floating hub unit and high speed vessels. Feasibility and operability of conceptual system were confirmed by numerical simulations, model tests and risk analysis. Shape of the floating hub is selected semi-submersible type and the high speed vessel is a trimaran type. The floating hub has a berthing area inside of it, and high speed vessel will berth to this berthing area. Feasibility of this berthing operation was confirmed by model tests and maneuvering simulator. Also risk analysis was conducted and design of the floating hub and high speed vessels were considered results of this analysis. From the point of view of operability, relative motions between the floating hub and the high speed

ABSTRACTS 213

vessel were checked for safe embarking or disembarking from the high speed vessel to the floating hub. These results show the Logistics Hub System for passengers has enough feasibility and operability, and it will able to reduce the operation cost and accidental risk compared with transfer operation by using only helicopters from onshore to offshore platforms. This paper reveals the technical feasibility of the Logistic Hub System in terms of safe and efficient transportation of workers. It will contribute to the future development of oil and gas fields which has large distance from onshore.

Feasibility Offshore Passenger transportation

2016030570

GTL FPSO and modular GTL as potential solutions for developing offshore oil & gas fields. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26098-MS [21 p] https://www.onepetro.org/conference-paper/OTC-26098-MS Kwon, H., Choi, D., Et al English

Growing global energy demands have led to the development of new oil and gas fields. In the meantime interest in eco-friendly solutions has been increasing in the area of stranded and associated gas fields. According to the BP report 2015, global natural gas reserves are approximately 6,607 tcf. Nearly half of that is assumed to be stranded and associated gas that is uneconomical for market delivery due to its remoteness from potential markets and lack of economic transportation, infrastructure and GTL conversion technology. Therefore, Daewoo Shipbuilding & Marine Engineering (DSME) has researched Gas-to-Liquids (GTL) Floating Production Storage and Offloading (FPSO) and Modular GTL as potential solutions for developing offshore oil and gas fields. Because products of the GTL process can be easily combined with crude oil in the hull tanks and used in the existing energy infrastructure. From a shipbuilder's perspective, key design considerations in assessing onshore GTL technology for GTL FPSO and Modular GTL application were studied and analysed as follows: robustness to marine motion, limited space, weight and height, self-sufficiency,

safety, constructability and certification requirement. Moreover, commercial and demonstrated GTL technologies involved in gas treatment, pre-reformer, reformer, Fischer-Tropsch reactor, upgrading and others were compared and reviewed to determine which technology is the best option for GTL FPSO and Modular GTL. Additionally, the authors have studied which GTL application method would be more competitive depending on the gas production size in offshore fields. Moreover, preliminary market analysis was performed to better define the scope of GTL products to be produced. Economic analysis was also performed to identify the major cost factors and understand their sensitivity on the project. DSME has recently completed the feasibility study to acquire the preliminary design and engineering of GTL FPSO and Modular GTL for stranded gas and associated gas fields in offshore locations. The results of this feasibility study suggest that design concepts of GTL applications are technically practicable. The clean fuel and the chemical feedstock from the GTL process will be profitable in the markets and the design concept will be economically competitive within the range of the current project cost factors.

FPSOs Offshore drilling

2016030571

Offshore fixed platforms decommissioning: mapping of the future demand in the Brazilian context. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26159-MS [18 p] https://www.onepetro.org/conference-paper/OTC-26159-MS Mimmi, F., Nunes, R.D., Et al English

Decommissioning of offshore fixed platforms has become a reality that the Brazilian market has to face since only 5% of the offshore platforms installed in Brazil have been completely removed until now. In the last few years, many oil and gas fields have reached the end of their productive lives and many platform structures are reaching, or already exceeding, their project service life, 20 to 30 years on average. In addition, changes acting on the global market and the recent sharp fall in oil price are inducing oil companies to re-estimate the profitability

214 ABSTRACTS

of each production unit and to consider, in several cases, decommissioning as a valid alternative. This paper aims at analysing the future demand for decommissioning of fixed offshore units, taking into account the financial, technical and operational point of view. Forecast of decommissioning demand is finally mapped in the short, medium and long terms.

Fixed platforms Offshore platforms Platform removal

2016030572

Offshore waste water management system reduces operating costs. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26277-MS [8 p] https://www.onepetro.org/conference-paper/OTC-26277-MS Usher, M., Herrington, D., Et al English

Regulatory constraints governing the discharge of contaminated waste water in offshore operations are increasing across the world. In most regions, contaminant (oil) levels above 30 mg per liter are strictly monitored and regulated to protect the environment. These regulations prohibit disposal of contaminated material offshore, forcing this "slop" water to be transported from the rig to shore for proper treatment and/or disposal. The costs associated with transport, handling, and disposal are incremental to the drilling operations and drive up the cost of the well. These additional rig and logistical operations further expose rig personnel to potential health and safety risks by burdening the crew with additional activity and movement of materials. The intent of this paper is to show the performance capabilities of an innovative waste management system that has been proven capable of reducing the slop water volumes in offshore operations by as much as 80%. A novel waste management system has been developed and designed specifically to reduce the costs associated with offshore waste water management. The technology has been performance tested to prove that it can efficiently remove the contaminants required to allow clean permeate to be discharged to sea. Testing conducted to confirm system capabilities utilized genuine offshore slop water at various levels of contamination. Waste contents tested ranged between 1% and 10% and were comprised of both oil and solids. Performance testing has been successful for over one year with no visible suspended solids detected in the resulting permeate. All concentrations

tested showed the quality of permeate produced to be below the 30 mg/liter oil in water threshold, qualifying it for discharge to sea. Additionally, the reliability and maintenance needs of the system were benchmarked to confirm operational efficiency and cost requirements. The system's performance has shown the ability to significantly reduce the volume of waste/slop water that would otherwise have to be transported to shore and treated/disposed of as prescribed by regulatory agencies. The system's ability to remove these contaminants directly results in reductions as high as 80% in the volumes being shipped to shore for treatment and disposal and consequently a significant reduction in disposal and handling costs.

Offshore industries Waste management Waste water

2016030573

Overview of CFD multiphase flow simulation tools for subsea oil and gas system design, optimisation and operation. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26326-MS [16 p] https://www.onepetro.org/conference-paper/OTC-26326-MS Gharaibah, E., Read, A., Scheuerer, G. English

Due to the recent drop in the oil prices, the oil and gas industry is experiencing tremendous pressures to reduce costs. This is especially true for both Subsea Production Systems (SPS) development and operations to ensure profitability while meeting increasing regulatory requirements. In the last years, the modelling and simulation of multiphase flows has become a powerful engineering tool to conduct virtual experiments during design and development for many industries, such as aerospace, automotive, energy and healthcare. This is mainly due to the significant improvement of the modelling approaches which include more details of multiphase flow physics and phenomena. An additional growth contribution is due to the rapid development of the computational resources and computer power. The oil and gas industry can benefit from high fidelity multiphase flow modelling and simulation tools to minimize the cost of production system design during the project development phase as well as to support optimised operation and assessment of production performance. Because of the low-risk virtual environment, the use of multiphase flow modelling

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and simulation tools will also reduce the cost of physical testing, assist development of new technologies, and the evaluation of novel concepts. The objective of this paper is to provide an overview of the state-of-the-art of multiphase flow simulation tools and their recent evolution and adaptation for subsea applications. The focus is on multiphase flow modelling using Computational Fluid Dynamics (CFD) simulation tools, and in particular on their capabilities and limitations when applied to predict the hydrocarbons behavior throughout their journey from the reservoir to the processing facility. Applications of multiphase CFD tools to support the design, operation and monitoring of SPS and the developments and validations required for replacing costly laboratory tests, component qualification and field tests are also addressed and discussed.

Computational fluid dynamics Fluid flow Gas flow Multiphase flow Offshore industries

2016030574

A probabilistic risk analysis of extreme events based on discrete event simulation for FPSO operations. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26137-MS [7 p] https://www.onepetro.org/conference-paper/OTC-26137-MS Chandrasekaran, S., Carrico, T. English

In this paper, a Discrete Event Simulation (DES) model for FPSO operations over its field lifetime is presented as a design tool for probability based risk assessment on occurrence of extreme events such as green water, wave slamming etc. The model simulates the cascading effect of realistic combinations of FPSO loading conditions and its dependence on shuttle tanker operations. An FPSO engineering project normally includes a model test campaign to identify probability of occurrence and consequences of extreme events, such as green water or wave slam for a limited number of governing sea state with the FPSO in a vulnerable laden condition. At this stage, the risk assessment is limited to the fact that the FPSO experiences a governing sea state at a specified laden condition. The DES model presented in this paper addresses ways to remove the overtly conservatism in this risk assessment. The DES model aims to characterise the FPSO loading patterns

between successive offloading cycles. The model includes delays in offloading cycle due to shuttle tanker arrival and readiness at FPSO, scheduled maintenance on the FPSO process systems, etc. The results from DES iterations help to quantify the occurrence probability for any specified loading pattern in the FPSO over its lifetime. Together with the metocean scatter diagram which defines number of occurrences for each sea state, a conditional probability of FPSO experiencing a loading condition at governing sea state is calculated. This conditional probability can be applied to unbiased risk assessment of extreme events occurring in a governing sea state when the FPSO is at a specified loading condition.

Discrete systems FPSOs Risk analysis Sea state

2016030575

Development and application of a DP float-over analysis program. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 306 http://www.isope.org/publications/publications.htm Li, D., Liu, T., Et al English

Offshore float-over installations using dynamically positioned (DP) vessels, compared to conventional float-over method, have the advantage of better maneuverability, minimal vessel and field preparation, quick set-up and operation, and better safety and economy due to simplicity. China National Offshore Oil Corporation (CNOOC), collaborating with OffshoreTech LLC (OTL) and Texas A&M University (TAMU), has developed an in-house DP float-over time domain analysis tool (DPTIMED) to predict motions and forces during the float-over process. The software simulates the vessel motions under environmental loads from wind, wave and current. It has the ability to account for nonlinearities including second order wave forces, slow drift motions of the vessel, as well as nonlinear fender stiffness. In addition, the thruster forces required to minimize the motion is predicted using Kalman Filter and Proportional Derivative (PD) control theory in the program. The thruster forces are used as feedback force in the simulation to investigate the effectiveness of the DP system to control/minimize the vessel motions during the float-over operation. The

216 ABSTRACTS

software tool was successfully applied to help design CNOOC’s first DP float-over installation of HZ 25-8 DPP topside performed on heavy transport vessel HYSY278. The vessel and the deck were modelled as one 6-DOF rigid body. The sway fenders were modeled as non-linear compression-only springs. Thruster and propeller forces were calculated interactively based on Kalman Filter and PD theory. The simulation was carried out for various stages of entry phase (when the vessel is entering the jacket slot) and exit phase (when the vessel withdraws from the jacket slot after the mating). Limiting environmental conditions for the entry and exist phase are defined in the analysis, based on the actual thruster capacity of vessel HYSY278. In addition, the interactive loads on the surge and sway fenders between the jacket and the vessel were calculated for selecting the size and capacity of the fenders. This paper presents DP float-over analysis methodology, procedure, and results of HZ 25-8 DPP topside installation. The results show that the vessel position can be well controlled by the DP system under the design environmental conditions. The capability of the analytical tool is endorsed by the successful execution of the project.

Dynamic positioning Installing Offshore platforms

2016030576

Performance enhancement of the oscillating wave surge converter by a breakwater. Journal of Ocean and Wind Energy, v 2 n 2, May 2015, p 73 [8 p, 16 ref, 1 tab, 6 fig] http://www.isope.org/publications/jowe/jowe-02-2/jowe-02-2-p073-tsr03-Sarkar.pdf Sarkar, D., Dias, F. English

This study is motivated by recent results showing that an Oscillating Wave Surge Converter (OWSC) located near a straight coast can achieve much higher levels of efficiency than one in the open ocean. The aim is to analyse, using a three-dimensional mathematical model, whether a breakwater of finite width can replicate such performance features. Results show that a breakwater can significantly

enhance the performance of an OWSC when located very close to it. A random sea analysis reveals that the new OWSC-breakwater hybrid model can be highly effective in locations with high occurrence of low sea states.

Breakwaters Coasts Mathematical models Wave energy conversion

2016030577

Recent additions in modelling capabilities of an open-source wave energy converter design tool. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 835 http://www.isope.org/publications/publications.htm Tom, N., Lawson, M., Yu, Y-H. English

WEC-Sim is a mid-fidelity numerical tool for modeling wave energy conversion devices. The tool’s code employs the MATLAB SimMechanics package to solve multibody dynamics and model wave interactions using hydrodynamic coefficients derived from frequency domain boundary-element methods. This paper presents the new modelling features introduced in the latest release of WEC-Sim. The first feature is conversion of the fluid memory kernel to a state-space form. This enhancement offers a substantial computational benefit after the hydrodynamic body-to-body coefficients are introduced and the number of interactions increases exponentially with each additional body. Additional features include the ability to calculate the wave excitation forces based on the instantaneous incident wave angle, allowing the device to weathervane, as well as import a user-defined wave elevation time series. A review of the hydrodynamic theory for each feature is provided and the successful implementation is verified using test cases.

Numerical models Wave energy conversion

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2016030578

Experimental study of the generation efficiency of a fixed oscillating water column type wave energy converter. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 843 http://www.isope.org/publications/publications.htm Imai, Y., Nagata, S., Et al English

OWC (Oscillating Water Column) type wave energy converter installed in a breakwater has been investigated in Spain, Portugal, Australia and Japan. The OWC unit consists of a curtain wall, an air chamber, an air turbine and a generator. An air chamber has an opening in underwater part, and a wave goes in and out through this opening. The water surface compresses the air in an air chamber, and jet is discharged to turbine through a hole attached to the top of the air chamber. In the system considered in this paper, an impulse turbine is applied to avoid performance decrease of wells turbine in stall condition. To rotate in one direction in an oscillating flow, guide vanes are attached. The arrangement of the guide vanes and turbines are optimised in a wind tunnel tests. Primary conversion efficiency is measured in a water channel prior to installation of turbine. In this paper, the theoretical study of the total conversion process of an OWC type wave energy converter which has a turbine is investigated. And the design method of a wave energy converter is shown and validated using an experiment results.

Oscillating bodies Turbines Wave energy conversion

2.7 SAFETY AT SEA

2016030579

Doppler weather radars and weather decision support for DP vessels. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Risk Session. [8 p, 4 fig] http://dynamic-positioning.com/proceedings/dp2014/risk_eilts.pdf Eilts, M., Arellano, M. English

In the past two decades there have been many incidents with DP vessels that were caused by sudden wind shifts or other weather hazards. Most of these Emergency Disconnect Sequence (EDS) incidents could have been prevented or mitigated if the proper weather information was available to captains and/or DP operators of the vessels even just a few minutes before the event occurred. The stakes are very high; the loss of position of a DP Vessel can result in personal injury, environmental pollution, or catastrophic damage. One incident can cost tens of millions of dollars, plus lost productivity and many can be avoided. This paper proposes that the industry as a whole jointly (or individually) invest in DP vessel or oil platform-borne Doppler weather radars along with software analytics tools that will automatically provide alerts of rapid wind shifts and strong wind speeds, at a minimum, providing 5-20 minutes lead time to hazardous events. With today’s Doppler weather radars and superior automated weather hazard detection and tracking capabilities, there is no reason that hazardous weather should hit a DP vessel without warning.

Doppler radar Dynamic positioning Weather communication

218 ABSTRACTS

2016030580

Fire & gas detection – ESD design philosophy and their impact on asset management. Analysis of risks ESD / AVS / APS systems create high risk for DP vessels. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Risk Session. [9 p, 11 ref, 1 fig] http://dynamic-positioning.com/proceedings/dp2014/Risk_van_Rijswijk.pdf Rijswijk, H. Van English

The biggest threat for station keeping in the last few years on the new build drill-ships is the designing of fire & gas and ESD systems without necessarily taking account the impact on other safety critical functions. In the past, the fire & gas detection systems were alarm and monitoring systems, but in the new builds over the last 5 years we have seen fire & gas systems automatically shutting down engine rooms (engines) and thrusters. The design engineers for these vessels cross the line of station keeping, rather than respecting equipment protection design boundaries. This paper discusses the various scenarios and failure cases associated with using APS/AVS systems, and examine the impact of industry design best practices on the overall goal of drilling and completing wells safely.

Detection Drillships Dynamic positioning Fire safety Gas detectors

2016030581

New Petrobas concepts for WSOG (Well Specific Operating Guidelines). Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Risk Session. [16 p, 8 ref, 3 fig] http://dynamic-positioning.com/proceedings/dp2014/Risk_cruz.pdf Cruz, D.F. English

Petrobras, the largest DP drilling units player, introduced in the early 1990’s, the concepts of DP alert status in the company, which contained “Normal”, “Degraded”, “Yellow” and “Red Status”. The tool “Degraded Status Criteria” has been

developed to evaluate the minimum allowable redundancy to safely operate DP drilling vessels. On the other hand, the International Marine Contractors Association (IMCA) introduced the DP alert status system concepts, which differs from Petrobras DP alert status, by using “Normal”, “Advisory”, “Yellow” and “Red Status”. As a consequence of this difference, Petrobras has been facing misunderstandings and many technical discussions on board the units and even during the planning phases of the wells to be drilled or to suffer workovers, caused by different points of view in dealing with the WSOG’s prepared by several drilling contractors that follow IMCA concepts. In order to minimize this issue and aiming to perform safest well operations, Petrobras internally agreed to get closer to what is applied by IMCA procedures by adding the “Advisory Status”, thus avoiding a “culture clash” with contractors. However, the main difference between them remains the same: IMCA defines “Degraded Status” as the same as “Yellow Status”. For Petrobras, these two operational statuses should not be categorized as one single status as they require different actions on drilling units. This paper aims to share the new Petrobras format for WSOG and show the company’s DP alert status concepts.

Drilling rigs Dynamic positioning Failure Recommendations

2016030582

Regulatory approaches for safety of personnel transfer baskets. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26151-MS [9 p] https://www.onepetro.org/conference-paper/OTC-26151-MS Paula, H. English

There are different approaches for regulating the offshore transfer of personnel using personnel transfer devices (e.g., transfer baskets). This article summarizes the regulatory approaches used by several countries and offers remarks about the spectrum of regimes that can be used. Additionally, this article illustrates an internationally recognized Type Approval program, as it applies to these transfer

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devices. The Type Approval program supports and complements the efforts of the industry (manufacturers, operators etc.) and regulatory bodies in helping ensure the safety of personnel during transfers.

Personnel transport Regulations Safety Transferring

2.8 ENVIRONMENTAL PROTECTION

2016030583

Estimating CO2 emissions from water transportation of freight in China International Journal of Shipping and Transport Logistics, v 7 n 6, 2015, pp 676-694 http://www.inderscience.com/info/inarticle.php?artid=72682 Hao, H., Geng, Y., Ou, X. English

China's water transport sector has experienced a rapid growth over recent years. In this study, the authors estimated the CO2 emissions from China's inland waterway, coastal and ocean freight shipping for the period of 2006 to 2012. In order to make sure that existing data can be effectively utilised and data uncertainty can be addressed, three approaches were employed to estimate CO2 emissions, including freight turnover volume-based approach, engine operation-based approach, and vessel activity-based approach, respectively. Research outcomes show that CO2 emissions from China's freight shipping increased from 58.7 mt (million ton) in 2006 to 83.5 mt in 2012, with an annual growth rate of 6.1%. Currently, CO2 emissions from freight shipping accounted for around 12% of CO2 emissions from transport sector and 1% of the overall CO2 emissions in China. From the subsector perspective, ocean freight shipping contributed the most to the total CO2 emissions, with a percentage of 48.2% in 2012. However, CO2emissions from inland waterway and

coastal freight shipping had higher growth rates and their shares might increase considerably in the long-term. Based on the research findings, the authors propose policy suggestions on mitigating CO2 emissions from freight shipping, with a special focus on ocean freight shipping.

Emissions Estimating Waterborne transport

2016030584

GHG emission assessment of Chinese container terminals: a hybrid approach of IPCC and input-output analysis. International Journal of Shipping and Transport Logistics, v 7 n 6, 2015, pp 758-779 http://www.inderscience.com/info/inarticle.php?artid=72683 Tian, Y., Zhu, Q. English

With the rapid development of the shipping industry in China, environmental issues in the industry such as energy consumption and energy-related greenhouse gas (GHG) emissions have increased continuously. As the important hubs of the international shipping industry and the large contributor of the GHG emissions, container terminals have attracted an extensive attention by the Chinese government. However, how to evaluate the total GHG emission by container terminals is still a challenge. In this paper, a comprehensive assessment method of GHG emission for Chinese container terminals is developed by utilising the Intergovernmental Panel on Climate Change (IPCC) method and input-output analysis. Results indicate that the GHG emissions are mainly generated by the use of the fossil fuel, but the indirect GHG emissions from production of electricity and heat, waste treatment and inputs are also important contributors which account for more than 40% of the total emission in three cases of Chinese container terminals. Such research findings propose that the GHG emission assessment method can help make appropriate polices and measures for GHG emission reduction in the Chinese container terminals.

Container terminals Emissions

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2.9 GENERAL OPERATION

2016030585

Powering and seakeeping forecasting for energy efficiency: Assessment of the fuel savings potential for weather routing by in-service data and ensemble prediction techniques. IMAM 2015, 16th International Congress of the International Maritime Association of the Mediterranean - Towards Green Marine Technology and Transport; 21-24 September 2015; Pula, Croatia. Proceedings. Published by CRC Press; ISBN 978-1-315-64349-6. Chapter 4, p 31 [12 p, 53 ref, 3 tab, 14 fig] http://www.crcnetbase.com/isbn/9781315643496 Orlandi, A., Pasi, F., Et al English

In this work an integration of high-resolution meteo-marine forecast data with detailed ship powering and seakeeping computational algorithms is investigated in order to assess the potential for the attainable fuel savings by weather routing algorithms along relatively short routes (w.r.t. oceanic ones) as those in the Mediterranean Sea. The capability of high resolution models to predict the detailed space-time evolution of meteo-marine conditions at the Mediterranean basin scale is exploited in order to reliably forecast ship performances along Mediterranean routes. Based on this a computational framework applicable to weather routing algorithms is implemented and tested with the main goals of improving operational efficiency, by fuel savings, and of reducing the navigational risks connected to heavy weather at sea. The main elements of the proposed approach are: i) the construction of a detailed numerical model of a real ship; ii) the exploitation of in-service performance data recorded during real voyages of such a ship to tune its numerical model; iii) the use of high-resolution meteo-marine forecast and hindcast data for winds and complete directional wave spectra to assess the fuel saving potentialities of the implemented computational framework cited above. This last task is performed by exploiting forecast data coming from Ensemble Prediction Systems (EPS) applied to high resolution wind and wave forecasts. The obtained results are very interesting and encouraging to further develop the presented approaches. In particular a fuel saving

potential ranging from few points of percentage till nearly 10% emerged from the two studied cases. Moreover the approach based on EPS revealed itself to be very useful as an investigation tool for the assessment of the reliability and stability of the fuel minimization with respect to forecast uncertainties.

Fuel consumption Numerical models Seakeeping Ship performance Weather routing

2016030586

Energy and exergy analysis of a cruise ship. ECOS 2015, 28th International Conference on Efficiency, Cost, Optimisation, Simulation and Environmental Impact of Energy Systems; 29 June-3 July; Pau, France. [18 p, 27 ref, 5 tab, 6 fig] http://lnu.diva-portal.org/smash/get/diva2:846936/FULLTEXT01.pdf Baldi, F., Ahlgren, F., Et al English

The shipping sector is today facing numerous challenges. Fuel prices are expected to increase in the medium-long term, and a sharp turn in environmental regulations will require several companies to switch to more expensive distillate fuels. In this context, passenger ships represent a small but increasing share of the industry. The complexity of the energy system of a ship where the energy required by propulsion is no longer the trivial main contributor to the whole energy use thus makes this kind of ship of particular interest for the analysis of how energy is converted from its original form to its final use on board. To illustrate this, the authors performed an analysis of the energy and exergy flow rates of a cruise ship sailing in the Baltic Sea based on a combination of available measurements from ship operations and of mechanistic knowledge of the system. The energy analysis allows identifying propulsion as the main energy user (41% of the total) followed by heat (34%) and electric power (25%) generation; the exergy analysis allowed instead identifying the main inefficiencies of the system: exergy is primarily destroyed in all processes involving combustion (88%

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of the exergy destruction is generated in the diesel engines and in the oil-fired boilers) and in the sea water cooler (5.4%); the main exergy losses happen instead in the exhaust gas, mostly from the main engines (67% of total losses) and particularly from those not equipped with heat recovery devices. The improved understanding which derives from the results of the energy and exergy analysis can be used as a guidance to identify where improvements of the systems should be directed.

Cruise ships Energy consumption

2016030587

Analysis of actual situation of waiting ship using AIS data. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 883 http://www.isope.org/publications/publications.htm Gao, X., Makino, H., Furusho, M. English

The purpose of this study is to analyse the actual situation of waiting ships anchoring offshore, and determine their influence on maritime traffic. This kind of study has never been conducted before, because obtaining the data on waiting ships requires much time and labour, and it is very difficult to obtain such data over a long period by observation. This study utilizes automatic identification system (AIS) data, which make it much easier to conduct studies involving a large number of observations. The situation of waiting ships was determined based on an analysis of the AIS data. This paper also presents the results of an analysis of how the waiting ships affect sailing ships.

Data Moored vessels Offshore Ship identification Time

2016030588

DIRECT optimisation algorithm in weather routing of ships. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1207 http://www.isope.org/publications/publications.htm Larsson, E., Simonsen, M.H., Mao, W. English

Weather routing is an increasingly recognized method for reducing fuel consumption, hereby lowering emissions and costs. This paper provides a short outline of weather routing of ships, while focus is on the implementation of the DIRECT (DIviding RECTangles) algorithm in the construction of a novel weather routing tool. It is evaluated on several conceptual cases to determine capabilities of route profiles avoiding obstacles such as adverse storms by varying voyage speed and utilizing weather to schedule a route with minimized fuel consumption. This paper discusses the application of the developed routing tool for shortest route, land avoidance, storm avoidance and combinations. Strengths and weaknesses of the utilization of the DIRECT algorithm are discussed.

Emissions Fuel conservation Weather routing

2016030589

Identification and evaluation of influential criteria for the selection of an environmental shipping carrier using DEMATEL: a case from India. International Journal of Shipping and Transport Logistics, v 7 n 6, 2015, pp 719-741 http://www.inderscience.com/info/inarticle.php?artid=72684 Jia, P., Govindan, K., Kannan, D. English

The current environmental pollution is a major factor in economic development and vehicle pollution is ranked next to industrial emissions in total emissions worldwide. This study focuses on the selection of a suitable shipping carrier from an economic and environmental perspective. In practice, there are many criteria's available to select a suitable shipping container. But, shipping container companies are struggling to identify the most influential criteria to select a shipping container as it requires in-depth analysis. So, the objective of this paper is to analyse

222 ABSTRACTS

the criteria and identify the most influential criteria from an environmental practices perspective. In this study, seventeen factors are identified from literature aimed at locating the most influential criteria to select a suitable shipping carrier using the decision making trial and evaluation laboratory (DEMATEL). This procedure helps shipping companies to understand which criteria play an important role in selecting the shipping carrier.

Carrier selection Economic factors Environmental effects

2016030590

Establishment and analysis of a comprehensive economic speed model for multi-purpose marine working boats. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1253 http://www.isope.org/publications/publications.htm Cai, W., Chen, L., Et al English

In this paper, based on the characteristics of deepwater environment protection vessel, an economic speed model for the vessel is established, which is consisted of the fuel consumption function, the economic cost function and the environmental influence function. Under the ship actual operating conditions, the corresponding minimum value of such function is the economic speed. By calculation for an actual case and influence analysis, it shows that sailing with the economic speed can achieve the goal of energy saving, economy and environmental protection.

Economic analysis Fuel consumption Ship speed Workboats

2016030591

Improved cost efficiency of DP operations by enhanced thrust allocation strategy. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Green Initiatives Session [16 p, 13 ref, 4 tab, 9 fig] http://dynamic-positioning.com/proceedings/dp2014/green_kerkeni.pdf Kerkeni, S., DalSanto, X., Et al English

Dynamic positioning (DP) systems are intensely used in the naval and offshore industries. When not constrained by harsh environmental conditions, these systems provide an accurate control of position and heading. This enables complex manoeuvres which have become mandatory for numerous operations. DP systems are even a standard technology assessed by certification societies since several years. Today one of the main challenges is to minimize the average power consumed by the vessel for both sustainability and economic reasons. Relying on DP operators’ expertise a first solution for alleviating the loads on the thrusters is to change the ship heading adequately considering external conditions. It is however not possible to command thrusters directly since the orders are computed by the DP system. Recent improvements of control algorithms made by DCNS-Research/Sirehna lead to a significant reduction of operational costs while maintaining a responsive control of the ship. This involves optimising the thrust allocation strategy to withstand external disturbances such as wind and current and improving the dynamic stability of the control loops. This solution has already been delivered to offshore industry customers. After several months of operations, they gave a very positive feedback on the behaviour and the power consumption of their ships driven by a DCNS-Research/Sirehna EasyDP system. In this paper the new design is benchmarked against a standard control strategy in a representative set of operational scenarios. Relative power consumption and ship reactivity in station keeping is analysed for both designs. Simulation results demonstrate a significant reduction of power consumption without degrading DP performances.

Control Cost Dynamic positioning Energy consumption Operating costs

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2016030592

Vessel speed effect on S-laying operation. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume II, p 183 http://www.isope.org/publications/publications.htm Zan, Y., Yang, C., Et al English

In this paper a lumped-mass method is adopted to develop a dynamic nonlinear model for an offshore pipeline installation. The influences of ocean currents and vessel speed are taken into account in the model. The accuracy of the model is validated by comparing the results obtained from the present model and these from a previous model and Offpipe software, respectively. A good agreement is obtained for various pipeline configurations. The effect of vessel speed on S-laying operation is then analysed using the computational tool developed with the present dynamic model.

Dynamic analysis Pipelaying Ship speed

2016030593

Weather impact on containership routing in closed seas: A chance-constraint optimisation approach. Transportation Research Part C: Emerging Technologies, v 55, June 2015, pp 139-155 http://www.sciencedirect.com/science/article/pii/S0968090X15000352 Kepaptsoglou, K., Fountas, G., Karlaftis, M.G. English

Weather conditions have a strong effect on the operation of vessels and unavoidably influence total time at sea and associated transportation costs. The velocity and direction of the wind in particular may considerably affect travel speed of vessels and therefore the reliability of scheduled maritime services. This paper considers weather effects in containership routing; a stochastic model is developed for determining optimal routes for a homogeneous fleet performing pick-ups and deliveries of containers between a hub and several spoke ports, while incorporating travel time uncertainties attributed to the weather. The problem is

originally formulated as a chance-constrained variant of the vehicle routing problem with simultaneous pick-ups and deliveries and time constraints and solved using a genetic algorithm. The model is implemented to a network of island ports of the Aegean Sea. Results on the application of algorithm reveal that a small fleet is sufficient enough to serve network’s islands, under the influence of minor delays. A sensitivity analysis based on alternative scenarios in the problem’s parameters, leads to encouraging conclusions with respect to the efficiency and robustness of the algorithm.

Containerships Ship routing Weather routing

2016030594

Maritime routing and speed optimisation with emission control areas. Transportation Research Part C: Emerging Technologies, v 52, March 2015, pp 57-73 http://www.sciencedirect.com/science/article/pii/S0968090X1400360X Fagerholt, K., Gausel, N.T., Et al English

Strict limits on the maximum sulphur content in fuel used by ships have recently been imposed in some Emission Control Areas (ECAs). In order to comply with these regulations many ship operators will switch to more expensive low-sulphur fuel when sailing inside ECAs. Since they are concerned about minimizing their costs, it is likely that speed and routing decisions will change because of this. In this paper an optimisation model was developed to be applied by ship operators for determining sailing paths and speeds that minimize operating costs for a ship along a given sequence of ports. The authors perform a computational study on a number of realistic shipping routes in order to evaluate possible impacts on sailing paths and speeds, and hence fuel consumption and costs, from the ECA regulations. Moreover, the aim is to examine the implications for the society with regards to environmental effects. Comparisons of cases show that a likely effect of the regulations is tha t ship operators will often choose to

224 ABSTRACTS

sail longer distances to avoid sailing time within ECAs. Another effect is that they will sail at lower speeds within and higher speeds outside the ECAs in order to use less of the more expensive fuel. On some shipping routes, this might give a considerable increase in the total amount of fuel consumed and the CO2 emissions.

Emissions Optimisation Ship routing Ship speed

2016030595

The fleet renewal problem with regional emission limitations: Case study from Roll-on/Roll-off shipping. Transportation Research Part C: Emerging Technologies, v 56, July 2015, pp 346-358 http://www.sciencedirect.com/science/article/pii/S0968090X15001606 Patricksson, Ø. S., Fagerholt, K., Rakke, J.G. English

In this paper, the maritime fleet renewal problem (MFRP) is extended to include regional limitations in the form of emission control areas. The motivation for including this aspect is that strengthening of emission regulations in such areas is expected to be challenging for deep sea shipping in the years to come. In the proposed model, various means to cope with these stricter emission regulations are evaluated for new vessels, and the possibility of upgrading existing vessels with new emission reduction technology is introduced. Future fuel prices are considered to be important for the problem, and the authors have chosen to treat them as uncertain, and thus, a stochastic programming model is chosen. A fleet renewal problem faced by the liner shipping operator Wallenius Wilhelmsen Logistics, concerning whether to use low sulphur fuel or have an exhaust gas scrubber system installed to comply with sulphur regulation in emission control areas from 2015, is used as a case study. Furthermore, tests show that the savings from including the aspect of emission control areas in the MFRP are substantial.

Emissions Fleet development Modification Ro/ro ships

2016030596

Routing and fleet deployment in liner shipping with spot voyages. Transportation Research Part C: Emerging Technologies, v 57, August 2015, pp 188-205 http://www.sciencedirect.com/science/article/pii/S0968090X15002247 Branchini, R.M., Armentano, V.A., Morabito, R. English

The routing, scheduling and fleet deployment is an important integrated planning problem faced by liner shipping companies which also lift load from the spot market. This paper is concerned with coordinating the decisions of the assignment of ships to contractual and spot voyages, and the determination of ship routes and schedules in order to maximize profit. A new model is proposed for representing voyages as nodes of a directed graph which is used to build a mixed integer programming formulation. Besides contractual and spot nodes, another type of node is put forward to represent a combination of a contractual voyage with one or more spot voyages. In addition, the concept of dominated nodes is introduced in order to discard them and reduce the effort of the search for an optimal solution. A set of test problems has been generated taking into account real world assumptions. The test problems are solved by an optimisation software and computational results are reported. The results show the potential of the approach to solve test problems of moderate size.

Deployment Liner shipping Marine transportation Ship routing

2016030597

Path-tracking control of underactuated ships under tracking error constraints. Journal of Marine Science and Application, v 14 n 4, December 2015, pp 343-354 http://link.springer.com/article/10.1007/s11804-015-1329-3 Do, K.D. English

This paper presents a constructive design of new controllers that force underactuated ships under constant or slow time-varying sea loads to asymptotically track a parameterized reference path, that guarantees the distance from the ship to the reference path always be within a specified value. The control design is based on a global exponential disturbance observer, a transformation of the ship

ABSTRACTS 225

dynamics to an almost spherical form, an interpretation of the tracking errors in an earth-fixed frame, an introduction of dynamic variables to compensate for relaxation of the reference path generation, p-times differentiable step functions, and backstepping and Lyapunov’s direct methods. The effectiveness of the proposed results is illustrated through simulations.

Course control Tracking

2016030598

Assessment of energy consumption by liquefied natural gas carriers and impact of improving the energy efficiency on natural gas supply chain. Transportation Research Record: Journal of the Transportation Research Board, v 2502, 2015, pp 40-47 http://trrjournalonline.trb.org/doi/abs/10.3141/2502-05 Wang, H., Rutherford, D. English

With the booming natural gas trade, liquefied natural gas (LNG) carriers - the primary transportation method for intercontinental trade on natural gas - have been experiencing enormous growth. This study offers a novel analysis that connects 2011’s in-use LNG fleet characteristics, global satellite data on ship movement, and literature on LNG trade to assess the long-term prospects for increasing the energy efficiency of LNG carriers. This analysis also investigates how efficiency characteristics (such as age, size, technology, and operational practices) influence the efficiency of the LNG fleet and develops a ship stock model to independently track technical and operational efficiency practices in LNG carriers. The findings indicate that industry-leading LNG carriers are about 40% more efficient than industry laggards. This analysis indicates that by fully embracing the available technical and in-use practices of the low-carbon industry leaders of today, the fleet could reduce CO2 emissions by 30 million metric tons by 2040 - about 8 million metric tons of natural gas, equivalent to $4 billion savings in the LNG supply chain. This study has important implications for the shipping industry and policy makers. The

industry has to address split incentives to take advantage of energy-saving opportunities. Regulations that set targets for the energy efficiency of the in-use fleet may ultimately help the industry harvest the efficiency gains while mitigating climate impact from the industry.

Energy consumption LNG carriers

2016030599

Application of minimum-cost flow problem for shuttle tanker transportation planning. Transportation Research Record: Journal of the Transportation Research Board, v 2477, 2015, pp 40-49 http://trrjournalonline.trb.org/doi/abs/10.3141/2477-05 Shi, Y., Hu, H., Jing, F. English

With the increasing demand for crude oil, offshore oil exploration has become a prevailing industry. Shuttle tankers, the watercraft for offshore oil transportation, play a key role in ensuring the safety of the offshore oil supply. Transportation cost is a critical consideration for offshore oil companies. The shuttle tanker transportation problem is formulated here as a network flow model with the objective of improving the efficiency of transportation as well as reducing the cost for offshore oil companies. The proposed model is converted to the typical minimum-cost network flow problem and is solved by the classical minimum-cost path algorithm. A real-world example is presented to demonstrate the application of the model. Results show that the proposed model and the corresponding algorithm can provide guidance to minimize the transportation cost of shuttle tankers.

Shuttle tankers Transportation costs

2016030600

Budgeting fuel consumption of container ship over round-trip voyage through robust optimisation. Transportation Research Record: Journal of the Transportation Research Board, v 2477, 2015, pp 68-75 http://trrjournalonline.trb.org/doi/abs/10.3141/2477-08 Du, Y., Meng, Q., Wang, Y. English

A proposed practical fuel budget problem aims to

226 ABSTRACTS

determine a group of bunker fuel budget values for a liner container ship over a round-trip voyage under uncertainties caused by severe weather conditions. According to research collaboration with a global container shipping line in Singapore, the proposed problem holds a kernel position in the ship fuel efficiency management programs advocated by container shipping lines because of the downward pressure of soaring bunker prices. The synergetic influence of sailing speed and weather conditions on ship fuel consumption rate was considered when the bunker fuel budget of a ship over a round-trip voyage was estimated. To address the adverse random perturbation of fuel consumption rate under severe weather conditions, state-of-the-art robust optimisation techniques were employed, and a robust optimisation model for the fuel budget problem was developed. The developed model can be dualized into a mixed-integer linear programming model that may be solved by commercial optimisation solvers. However, algorithmic findings in the field of robust optimisation provided a polynomial time solution algorithm, and it was retrofitted to accommodate the proposed ship fuel budget problem. The case study of an Asia–Europe service demonstrates the computational performance of the proposed solution algorithm and the competence of the proposed robust optimisation model to produce fuel budget values at different levels of conservatism possessed by the fuel efficiency specialists in container shipping lines.

Budgeting Containerships Fuel consumption

2016030601

Data envelopment analysis of navigation records improve ship fleet management. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26298-MS [17 p] https://www.onepetro.org/conference-paper/OTC-26298-MS Cepeda, M.A.F-s., Caprace, J.D. English

This paper describes the use of navigation data to generate a model in order to answer to the following questions: What is the ship with less efficiency in my fleet? What is the best strategy to improve the overall efficiency of my fleet? What is the ship that I should sell in priority? What is the influence of this maintenance policy on the performance of my fleet? The application case of this paper is based on one fleet of 13 ships containing 223 trips that gather

approximately 6844 traveling days. The developed mathematical model is using Key Performance Indicators (KPIs) based on Fuel consumption performance, Aging, Work performance, Sea condition, Steaming Time, Emissions, and Port Logistic. Afterwards a Data Envelopment Analysis (DEA) model is discussed. Both laden and ballast conditions are considered. Afterwards, a Multi Criterion Decision Analysis (MCDA) is proposed in order to assist the ship-owner in the improvement of the performance of their fleet. A methodology to compare the efficiency of various ships in a fleet has been introduced in this paper and it provides a way to compare similar or different ship types and sizes during their operation. This study offers a method to exclude the engineer subjectivity by assessing the ship efficiency from different aspects using Data Envelopment Analysis. The results suggest that this new methodology can efficiently provide a multi-criteria decision framework to improve maintenance and fleet management strategies. The outcomes show a performance classification of the ships inside a fleet in a way that best and worst ships are identified at any moment. These findings provide a new way to address efficiency and performance in ship fleet management. The developed methodology allows to minimize operational resources hence reduce costs.

Fleet management Voyage data

3.1 GENERAL HYDRODYNAMICS, HYDRAULICS AND OCEANOGRAPHY

2016030602

PIV (Particle Image Velocimetry) measurements in thruster-interaction research. Dynamic Positioning Conference; 14-15 October 2014; Houston, TX, US. Organised by Dynamic Positioning Committee of the Marine Technology Society. Thrusters Session. [22 p, 15 ref, 5 tab, 10 fig] http://dynamic-positioning.com/proceedings/dp2014/Thrusters_Cozijn.pdf Cozijn, H., Hallmann, R. English

During DP operation the thrusters of the vessel counteract the wind, wave and current forces, so that the vessel can maintain its required position and heading. However, the generated forces can be significantly smaller than what would be expected

ABSTRACTS 227

based on the thrusters’ bollard pull characteristics. This is a result of thruster-interaction (or thrust degradation) effects, which occur as a result of interactions with the hull, current and the wake of neighbouring thrusters. The understanding and quantification of these interaction effects is essential for an accurate evaluation of the station-keeping capabilities of DP vessels.

Interactions Measurement Model tests Thrusters Turbulent flow

2016030603

Reduced order prediction of oceanic rogue waves. Naval Engineers Journal, v 126 n 4, 1 December 2014, pp 93-96 http://www.ingentaconnect.com/content/asne/nej/2014/00000126/00000004/art00024 Cousins, W., Sapsis, T.P. English

Rogue ocean waves have attracted substantial scientific attention during the last several years due to their catastrophic impact on ships and coastal structures. The aim of this work is the reduced order prediction of these rare events. A variety of one-dimensional nonlinear wave models are considered, such as the Majda-McLaughlin-Tabak (MMT) model as well as the cubic nonlinear Schrodinger equation, in a dynamical regime that is characterized by strong nonlinear energy transfers during the development of intermittent extreme events of finite lifetime. It was found that chance localization of energy initiates focusing events in which the local wave field is “sucked up” to produce an extremely large amplitude wave. A reliable scheme is developed to predict these extreme waves before they occur by projecting the field onto a set of carefully-tuned localized Gabor modes. The eventual goal is the development of a scheme for the reliable advance prediction of rogue waves with minimal computational cost.

Freak waves Ocean waves Predictions Wave models

3.2 RESISTANCE AND PROPULSIVE PERFORMANCE

2016030604

Numerical investigation of the impact of speed reduction on propeller excitation. IMAM 2015, 16th International Congress of the International Maritime Association of the Mediterranean - Towards Green Marine Technology and Transport; 21-24 September 2015; Pula, Croatia. Proceedings. Published by CRC Press; ISBN 978-1-315-64349-6. Chapter 2, p 11 [12 p, 23 ref, 5 tab, 25 fig] http://www.crcnetbase.com/isbn/9781315643496 Gaggero, G., Contento, G. English

A numerical investigation of the impact of the speed reduction achieved by pitch or propeller Revolutions Per Minute (RPM) variations on propeller performances is proposed. A test case is selected from the European Project AQUO, for which experimental data are available. Numerical self- propulsion analyses are carried out to assess the off-design propeller functioning conditions of the propeller. Results, in terms of self-propulsion points and predicted pressure pulses in the various conditions under investigation (design speed at design pitch, reduced speed at reduced pitch and at reduced RPM), are compared with the available experimental measurements. On the basis of the predicted pressure pulses and cavitation volumes, conclusions are drawn about the acoustic impact of different strategies for realizing off-design operative conditions and on the possibility of ranking them by numerical methods

Numerical analysis Propeller efficiency Propeller vibration Speed reduction

228 ABSTRACTS

2016030605

Uncertainty analysis of resistance tests in Ata Nutku Ship Model Testing Laboratory of Istanbul Technical University. IMAM 2015, 16th International Congress of the International Maritime Association of the Mediterranean - Towards Green Marine Technology and Transport; 21-24 September 2015; Pula, Croatia. Proceedings. Published by CRC Press; ISBN 978-1-315-64349-6. Chapter 5, p 43 [8 p, 24 ref, 9 tab, 25 fig] http://www.crcnetbase.com/isbn/9781315643496 Delen, C., Bal, S. English

In this study, some systematic resistance tests, where are performed in Ata Nutku Ship Model Testing Laboratory of Istanbul Technical University (ITU), includes transactions in order to determine the uncertainties. Experiments which are conducted in the framework of mathematical and physical rules for the solution of engineering problems, measurements, calculations include uncertainty. To question the reliability of the obtained values, the existing uncertainties should be expressed as quantities. The uncertainty of a measurement system is not known if the results do not carry a universal value. On the other hand, resistance is one of the most important issues that should be considered in ship design process. Ship resistance during the design phase of a ship cannot be determined precisely and reliably due to the uncertainty resources in determining the resistance value that are taken into account. This case may cause negative effects to provide the required specifications on the latter design steps. The uncertainty arising from the resistance test has been estimated and compared for a displacement type of a ship according to ITTC 2002 and ITTC 2014 regulations which are related to the uncertainty analysis methods. Also, the advantages and disadvantages of both ITTC uncertainty analysis methods have been determined.

Model tests Resistance Uncertainty

2016030606

A hybrid numerical method for calculating self-propulsion characteristics of ships. IMAM 2015, 16th International Congress of the International Maritime Association of the Mediterranean - Towards Green Marine Technology and Transport; 21-24 September 2015; Pula, Croatia. Proceedings. Published by CRC Press; ISBN 978-1-315-64349-6. Chapter 6, p 51 [7 p, 15ref, 5 tab, 13 fig] http://www.crcnetbase.com/isbn/9781315643496 Tzabiras, G.D., Polyzos, S.P. English

This work is concerned with a novel hybrid numerical method for resistance and propulsion calculations. Wave generation due to a ship’s motion is predominantly governed by inviscid phenomena. However near the stern of a ship viscous phenomena greatly affect the waves. As a consequence potential solvers fail to yield accurate predictions while RANS solvers significantly increase the computational cost. In order to combine the advantages of both methodologies a hybrid method was developed at LSMH and is presented herein. First a potential solver is employed to calculate the free sur- face elevation. Then a RANS solver is used to calculate the water elevation near the stern of the ship, as well as the turbulent flow field beneath the calculated surface. In order to validate the method, numerical resistance calculations for a Series-60 model are compared with experimental data. Furthermore self- propulsion calculations are presented for a modern cargo ship with wetted transom.

Computational fluid dynamics Resistance Self propulsion

2016030607

Study and numerical simulation of the drag reduction on a flat plate lubricated by air injection by micro bubbles. IMAM 2015, 16th International Congress of the International Maritime Association of the Mediterranean - Towards Green Marine Technology and Transport; 21-24 September 2015; Pula, Croatia. Proceedings. Published by CRC Press; ISBN 978-1-315-64349-6. Chapter 8, p 67 [8 p, 6 ref, 16 fig] http://www.crcnetbase.com/isbn/9781315643496 Zotti, I., Miotto, S. English

The reduction of the frictional resistance by air

ABSTRACTS 229

injection made by micro bubbles is an important area of research regarding the drag reduction of ships. Promising results have been obtained in Japan shipyards by placing micro bubble generators on the hulls; these systems are known as WAIP (Winged Air Induction Pipes) or MALS (Mitsubishi Technology bubble generators), which reduce the ship drag of 5% or more, but values of 10% or more are foreseen in future. The Micro-Bubble Drag Reduction (MBDR) due to the micro bubbles has been demonstrated by McCormick and Bhattacharyya (McCormick et al., 1973). Later new tests and research have been made by Madavan, Deutsch and Merkle on flat plates tested in circulation canals (Madavan et al, 1985). More recently new tests have been made by Sanders et al. (Sanders et al., 2006) which confirmed and extended the previous tests at higher Reynolds numbers, by using new plates. The flat plates have been tested in vertical and horizontal positions, by changing the water speed, the air flow and the bubble size. In this research similar testing conditions have been simulated by using CFD Techniques available on commercial programs (STAR-CCM+ by CD-ADAPCO) and similar results have been obtained, both by testing at the water velocities used in the experiments, by placing the flat plates in vertical and horizontal positions and by changing the size of the micro bubbles. A preliminary investigation has been made by comparing the numerical results and the experimental ones obtained by towing vertical flat plate in the towing tank of the University of Trieste, without using the micro bubbles. This preliminary investigation was aimed to define some preliminary parameters and models which have been used later in the investigation with the micro bubbles. The investigation has been made in a multi-phase domain, operating both by using a multi-phase Eulerian model and a Lagrangian model. The data presentation of the numerical results has been made by using dimensionless parameters, so as to give more generality to the results and to better compare the data by keeping a constant specific parameter, for example the micro bubble size. By using the dimensionless presentation, it has been possible to extend the investigation also to some parameters, which have not been investigated experimentally.

Air lubrication Drag reduction Flat plates Microbubbles

2016030608

Numerical modelling of rotor–stator interaction in rim driven thrusters. Ocean Engineering, v 106, 15 September 2015, pp 281-288 http://www.sciencedirect.com/science/article/pii/S0029801815003169 Dubas, A.J., Bressloff, N.W., Sharkh, S.M. English

An electric rim driven thruster is a relatively new marine propulsion device and the associated fluid dynamics have not been fully investigated. This work develops a robust CFD method and investigates both frozen rotor and unsteady simulations of rotor–stator interaction. Two solvers from OpenFOAM were used. Steady state simulations were performed using MRFSimpleFoam with a frozen rotor treatment of the interface between static and rotational reference frames. The solver for unsteady simulations was SimpleDyMFoam, utilising a sliding mesh interface to handle the dynamic meshing. Both methods are thoroughly verified and validated against experimental data. The k–omega SST turbulence model is found to be robust down to low advance ratios. For the rim driven thruster, analytical models are used to estimate friction forces in the rim gap and their contribution to torque losses. The frozen rotor and unsteady treatments of rotor–stator interaction are compared and found to have similar trends in the variation of thrust produced. However, the frozen rotor method does not predict the same variation of instantaneous torque and does not capture the rotor–stator interaction fully. Analysis of the unsteady rotor–stator interaction shows an oscillating flow over the stators and thus inflow to the blades.

Computational fluid dynamics Interactions Rotors Stators Thrusters

230 ABSTRACTS

2016030609

Conservation of the characteristics of a propeller tip vortex. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 9 ref, 1 tab, 7 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Feder, D-F., Perić, R., Abdel-Maksoud, M. English

The simulation of trailing vortices is a challenge for common computational fluid dynamics (CFD) techniques. In nature, trailing vortices extend far downstream; however, in flow simulations based on the Navier-Stokes equations, discretisation errors lead to an unphysically strong decay of coherent vortices on coarse grids. A numerical approach to overcome this problem is vorticity confinement (VC). It describes a group of methods which aim to counteract the unphysically strong vortex decay by introducing momentum source terms into the Navier-Stokes equations. The VC method was originally developed by Steinhoff in 1994. Several modifications have been presented by different authors. In this work, a new class of approaches for the conservation of coherent vortices is suggested named vortex conservation methods. It is based on conserving fundamental characteristics of the coherent vortex. Therefore, three methods are formulated. The results of the simulation of a propeller tip vortex for a widely-used VC method and the new approaches are compared.

Computational fluid dynamics Propellers Trailing vortices Tip vortices

2016030610

CFD validation of a container ship in calm water and head seas. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 11 ref, 2 tab, 5 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Gatin, I., Vukcevic, V., Jasak, H. English

Added resistance of ships in waves is one of

increasingly important problems in naval engineering due to energy effiency regulations. In this work, validation of the Naval Hydro pack in OpenFOAM is performed by conducting simulations of a KRISO container ship (KCS) in calm water and head waves. Steady resistance and dynamic sinkage and trim at different Froude numbers are compared to experimental data. Mesh refinement study has been carried out for design Froude number in order to assess numerical uncertainty. Seakeeping simulations of the ship in head waves are carried out for a number of different wave parameters at design Froude number. Added resistance is compared with experimental results. All simulations are performed with fully non-linear, turbulent, two-phase CFD solver. Wave modelling is performed using Spectral Wave Explicit Navier-Stokes Equations with implicit relaxation zones that are used to prevent wave reflection. In addition to the validation runs, 3-D freak wave simulation encountering a KCS has been performed using the SWENSE solver coupled with a directional Higher Order Spectrum method for nonlinear wave propagation.

Added resistance in waves Computational fluid dynamics Containerships Sinkage Trim

2016030611

Resistance analysis of a benchmark ship – a computational application. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 5 ref, 2 tab, 8 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Gokce, M., Bayraktar, S., Kinaci, O. English

Ship powering prediction is a substantial part of the ship design process. Model tests provide reliable data for total resistance of a scaled ship but this method is costly and inconvenient. As a result of the technological developments in computer science and its proportionally low cost, utilization of computational fluid mechanics (CFD) methods to solve for any type of flow became handy. Ships have complex geometries and the computational flow around a ship hull is one of the troublesome areas in CFD. Comparison with the benchmark ships is a common way for validating the numerical results and

ABSTRACTS 231

provides a useful first step to start solving flows around ships. This study covers the steady state numerical hydrodynamic flow analyses of a Post Panamax Container Ship – Duisburg Test Case. The resistance characteristics of the ship and the free surface deformations are investigated with a multiphase analysis using the Volume of Fluid (VOF) method for the fixed condition of the hull in the flow. A hybrid meshing strategy is implemented for easier meshing due to the complex geometry of the ship hull. The capability of fixing the ship to obtain resistance characteristics of the vessel in a range of Froude numbers is discussed.

Computational fluid dynamics Containerships Resistance

2016030612

Numerical simulation of pressure fluctuation induced by cavitating propellers in wake flow. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 2 ref, 2 tab, 12 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Hasuike, N., Kajihama, T., Fukuda, K. English

In the IMO propeller noise guidelines, calculation that combines CFD with FEM is also introduced as a practical tool for full scale noise prediction. Thereby the importance of a reliable simulation method of pressure fluctuation is focused. It will be a promising way to approach the full scale tip vortex cavitation. Therefore, development of a reliable CFD simulation method is highly expected. For such a purpose, fundamental investigation of the relation between cavity volume variation and the pressure fluctuation was investigated in this study. To specify the relation between cavitation dynamics with pressure fluctuation, time history of pressure near the cavity was investigated by wavelet analysis.

Cavitating flow Computational fluid dynamics Pressure distribution Propeller cavitation

2016030613

Systematic assessment of model errors in CFD ship resistance simulations. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 12 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Hympendahl, O., Ciortan, C. English

DNV GL’s Maritime Advisory has a global presence in fluid dynamics. As part of the daily work the fluid dynamics sections compute ship resistance using RANS methods; several solvers are used. To evaluate the accuracy of these computations as part of a research project DNV GL performed systematic simulations. Two well-known test cases have been chosen for this project: Moeri’s (ex KRISO) Container Ship, KCS is chosen as reference case for relatively slender vessels running at high speeds. It is not a very recent design (1997) and running at higher speeds than today’s vessels, but it is fairly well documented and the model test data are considered reliable. As representative for a blunt ship Moeri’s Very Large Crude Oil Carrier version two KVLCC2 has been chosen for the same reasons. Simulations have been run using the solvers Star-CCM+, FineMARINE and OpenFOAM, all including free surface and considering dynamic trim and sinkage. In a first step the mesh density has been varied. All simulations have been run in the same scale and conditions as the model experiments to identify the errors from CFD and not the errors of the extrapolation method.

Computational fluid dynamics Errors Resistance

2016030614

Numerical study on flow field around the aft part of hull form series in a steady flow. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 6 ref, 2 tab, 6 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Ichinose, Y., Tahara, Y., Kasahara, Y. English

The main objective of this present study is an

232 ABSTRACTS

investigation on salient features of the generation and the deformation of bilge vortices depending on hull-form changes. In particular, a series of relatively continuous hull forms modifying from U-type to V-type frame-lines has been investigated by numerical analysis using NMRI RANS-solver NEPTUNE on model and full scale. The aft parts of a 33,000 DW chemical tanker and an 82,000 DW bulk carrier are modified by structured-grid-blending technology using the two basic hull forms, which are characterized by U-shape and V-shape frame-lines. The animated figures created from more than 200 steady-flow series results show significant changes in generations and deformations of bilge vortices.

Bilge vortices Flow distribution Hull form

2016030615

Validation of the Neumann-Michell theory for two catamarans. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1018 http://www.isope.org/publications/publications.htm Zhang, C., He, J., Et al English

Numerical predictions given by the Neumann-Michell linear-potential flow theory have previously been reported and found to be in good overall agreement with experimental measurements of the drag, the sinkage and the trim experienced by a number of monohull ships, as well as the wave profiles along the ship hulls, within a range of (relatively low) Froude numbers. The Neumann-Michell theory has also been widely used for ship hull-form optimisation, and found to be a robust practical method useful for design. For further validation, the theory is applied here to two catamarans. Numerical predictions and experimental measurements of the free-surface elevation along a longitudinal cut, the drag, the sinkage and the trim are found to be in good overall agreement for both the ‘Delft catamaran model’ and the ‘Series 60 catamaran model’, with (non-dimensional) lateral distances s ≡ S/L between the twin hulls of the catamarans equal to 0.167, 0.233, 0.300 (Delft) or 0.226, 0.307, 0.388 (Series 60), within the relatively wide ranges of high Froude numbers 0.3 ≤ F ≤ 0.8 (Delft) or 0.3 ≤ F ≤ 0.55 (Series 60). The Neumann-Michell theory is also used to compute the wave patterns of the Delft

catamaran and the Series 60 catamaran at Froude numbers 0.3 ≤ F ≤ 1.2. These computations show that, at high Froude numbers, the largest waves created by the catamarans are found inside the cusp lines of the Kelvin wake due to wave-interference effects, as previously explained by the authors.

Catamarans Drag Numerical analysis Sinkage Trim

2016030616

A role of spray on the added resistance acting on a blunt-bow ship in head waves. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1025 http://www.isope.org/publications/publications.htm Mizutani, K., Ibata, S., Et al English

In this paper, added resistance acting on a chip carrier with blunt bow form running in short head waves is investigated, and an appendage to reduce the added resistance is developed. It is revealed that spray which appears at blunt bow at the moment when the crest of the incident waves hits the bow causes a part of the added resistance. CFD calculations can predict the spray. By using the calculated pressure distributions, the appendage can be designed to reduce the added resistance by 10-15%.

Added resistance in waves Blunt bodies Hull appendages

2016030617

Numerical evaluation of double and single integral versions of the Green function for wave resistance determination. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1031 http://www.isope.org/publications/publications.htm Fürth, M., Tan, M., Et al English

Rayleigh damping is introduced into a potential flow

ABSTRACTS 233

based method in order to improve wave resistance determination. The problem is modelled using Kelvin sources with a translating speed. A dissipative 3D Green function is applied. The inclusion of Rayleigh damping removes the singularity associated with conventional Green functions. However, in this study it is shown that this benefit is purely mathematical and that the numerical complexity associated with the integration of a double integral is still best overcome by separating the double integral into two single integrals. The wave resistance for submerged ellipsoid is determined using a panel method.

Green function Potential flow Wave resistance

2016030618

A preliminary study on the hydrodynamic propulsive force of a pair of inversely oscillating hydrofoils. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1040 http://www.isope.org/publications/publications.htm Hao, H., Guo, Z., Et al English

A wave devouring propulsion system (WDPS) is a device that can directly absorb wave energy and convert it into forward thrust by using an oscillating hydrofoil. In this paper, a new WDPS concept that comprises a pair of inversely oscillating hydrofoils is preliminarily investigated by a numerical method. Then the hydrodynamic propulsive efficiency of the oscillating hydrofoils is numerically studied and compared with that of one oscillating hydrofoil. The numerical results suggest that both WDPS concepts have average positive thrust when the Strouhal number (i.e. ratio of hydrofoils oscillating frequency to navigation speed) is greater than 0.5, and both thrust propulsive efficiency increases with Strouhal number. However, the inversely oscillating hydrofoils concept shows better propulsive performance than that of the conventional WDPS when the amplitude of pitching angle is bigger than 24°.

Hydrofoils Propulsion systems Propulsive efficiency Wave energy

2016030619

Study on self-propulsion experiment of ship model with energy-saving devices based on numerical simulation methods. Ships and Offshore Structures, v 10 n 6, 2015, pp 669-677 http://www.tandfonline.com/doi/full/10.1080/17445302.2014.945765 Zhao, Q-x., Guo, C-y., Zhao, D-g. English

The paper presents a numerical simulation method to simulate ship model self-propulsion experiment based on similarity theory, and to predict the energy-saving efficiency of energy-saving devices (ESDs) accurately. Self-propulsion experiments of bare hull and model with compensation duct are performed in normal simulation and complete-similarity theory simulation (CSTS) methods by using the commercial code STAR CCM+. Normal simulation results are compared with the experimental value to validate the accuracy of numerical simulation method. The differences of the flow field between normal simulation and CSTS show the existence of scale effect. It is concluded that CSTS method is more suitable for self-propulsion experiment of the ship model with ESDs.

Ducts Energy conservation Flow distribution Scale effect Self propulsion

2016030620

CFD prediction of shallow water performance of a trailing suction hopper dredger validated with full-scale measurements. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 3 tab, 5 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Kruijswijk, A. English

In dredging projects like harbour maintenance and land reclamation, the trailing suction hopper dredger (TSHD) is used in different ways. Such dredging projects are almost always near shore, and therefore the TSHD is often sailing in very shallow water (up to half the draught under the keel or less). The speed of a TSHD in shallow water influences its production

234 ABSTRACTS

performance (costs per cubic meter) but also affects its sustainability performance (fuel consumption). Up to now the estimation of ship velocity in shallow water is done with basic regression formulas which are a correction related to the deep water performance. During sea trials of several TSHDs the performance in shallow water appeared to be better than predicted. This paper focuses on whether CFD simulations can predict the shallow water performance of a TSHD with higher accuracy than current prediction methods. Sea trials show that ship velocity in shallow water is not correctly predicted. The current empirical correction method for shallow water is too conservative and can under-predict the velocity. The model tests show that the shallow water performance is not predicted correctly. This is due to scale-effects and likely due to interaction with the tank wall. In the project presented in this paper steady-state CFD simulations are done with a commercial software package (FineMARINE, NUMECA). The simulation has a fully appended ship with propeller action and free-surface. Openings like bow thruster tunnel and suction tube inlet are omitted. From the computation the torque is compared with the full-scale measured torque. Measurements are available for deep water and several shallow water depths and also for different ship velocities. All measurements are in loaded draught. The most commonly used correction methods for ship velocity in shallow water are Schlichting and Lackenby. CFD results are compared with currently used correction method and full-scale measurements and from the CFD results conclusions are drawn about the wake fraction and the thrust deduction factor.

Computational fluid dynamics Shallow water Suction dredgers

2016030621

Uncertainty analysis for powering test of an 80000DWT bulk carrier. MARSIM 2015, International Conference on Ship Manoeuvrability and Maritime Simulation; 8-11 September 2015; Newcastle upon Tyne, UK. Organised by Newcastle University, School of Marine Science and Technology. Day 1, Session 2, Paper 2 http://www.imsf.org/proceedings.html Chen, W., Cui, J., Dong, G. English

Uncertainty analysis has been considered and applied in various industries for decades. In recent years, ITTC has already placed it in a very important position, and it was mentioned in many procedures

for model testing as an independent part, such as resistance tests, open water tests, self-propulsion tests, etc. along with the enforced implementation of EEDI in 2013, shipowners, designers and shipyards are paying more and more consideration on the reliability and accuracy of model test results. In this paper, a series repeatable model tests were performed to analyse the uncertainty on an 800,000dwt bulk carrier. Focused on the resistance tests, the differences between each test were analysed by using ITTC recommended procedures for uncertainty analysis. In order to gain insight into the uncertainty, both raw data and full scale predicted value were calculated. Finally, differences on the final predicted speed were also compared to evaluate the effect on ship speed.

Bulk carriers Model tests Resistance Ship speed Uncertainty

2016030622

Propeller particulars and scale effect analysis of ECO-Cap by CFD. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [5 p, 5 ref, 3 tab, 13 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Okazaki, M., Okada, Y., Et al English

The authors developed a new propeller cap with fins which was named ECO-Cap. In their research, ECO-Cap gained the propulsion efficiency of about 1.28% in the six blade propeller for a container vessel and about 0.69% in the five blade propeller for a bulk carrier on the model scale. It reduced the fuel oil consumption about 2.8% in the four blade propeller for a twin screw car ferry on the actual ship. The purpose of this paper is to predict the effect of the difference of the propeller particulars and scale of ECO-Cap by CFD.

Computational fluid dynamics Propeller efficiency Propeller hubs Scale effect

ABSTRACTS 235

2016030623

Drag reduction for ships inspired by dolphins. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 6 ref, 2 tab, 7 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Schrader, L-U. English

Dolphins possess a thick layer of lipid tissue under their skin, the ”blubber". Apart from serving as a thermal insulator, the blubber is believed to alter the flow past the dolphin's body favourably, leading to diminished drag. It is hypothesised that the dolphin's flexible skin delays the transition from low-friction laminar flow to high-friction turbulent flow (flow control). Clearly, a drag-reducing mechanism of this kind would also be beneficial for ships, where it may be realised by a blubber-like compliant hull coating. This paper reports the design of a water-tunnel experiment, guided by CFD simulations and theoretical calculations, for the demonstration of the potential of compliant coatings in naval engineering.

Coatings Drag reduction Model tests

2016030624

CFD analysis of cascade effects in marine propellers with trailing edge modification. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [5 p, 3 ref, 2 tab, 13 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Shin, K.W., Andersen, P. English

Propeller blades are different from a single hydrofoil in isolation due to cascade effects that blades mutually affect hydrodynamic characteristics of each other in proximity. Propeller design programs based lifting-line theory and blade element momentum theory take into account cascade effect by using cascade correction theory, which has been developed on the basis of wind tunnel tests for a row of evenly spaced airfoils. Cascade effects of marine propellers have been on research by inviscid flow solvers such as boundary element methods and vortex lattice

methods, but it has not been investigated intensively by viscous flow solvers, although RANS CFD is prevalent in the marine industry nowadays. In this work, the cascade effect of a marine propeller is analysed by CFD simulations on a three-dimensional propeller model varying the number of blades. The influence of trailing-edge configurations on the cascade effect is also investigated by simulating CFD with varying trailing-edge thickness and slope. The reason why the trailing-edge is handled rather than other parts of blade geometry is that it can be modified without altering the overall blade thrust significantly, because the loading on the aft part of a blade section near a trailing edge is relatively low, compared to the other part.

Cascade flow Computational fluid dynamics Propeller efficiency Trailing edges

2016030625

What is happening around the KVLCC2? NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 7 ref, 5 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Wackers, J., Deng, G., Et al English

The flow around the well-known KRISO Very Large Crude Carrier no. 2 (KVLCC2) is characterised by boundary layer thickening, flow separation, and vortex creation on the aft body of the ship, leading to a very nonhomogeneous velocity field in the propeller plane. It is known since the 1990s that the numerical simulation of such flows is highly sensitive to the treatment of the turbulence. For RANS equations, standard turbulence models perform poorly; measures like the anisotropic treatment of turbulence production are necessary in order to compute correctly the most famous aspect of the flow, the hook-shaped low-velocity zone in the main longitudinal vortex. The case is therefore justly famous as a test of turbulence models for marine flow simulation. The focus of most studies that use the KVLCC2, such as Larsson et al. [2013], is the comparison of different flow solvers or different turbulence models. To keep such studies compact and accessible, comparisons are mostly done for a few physical features only. The propeller plane with its hook shape in the axial velocity is often studied. The objective of this paper, on the contrary, is to use a

236 ABSTRACTS

single numerical simulation of good quality to visualise the entire flow field around the aft body of the KVLCC2. The authors then attempt a physical analysis of this flow, searching explanations of less-studied features such as the outer boundary layer shape and the flow behind the propeller hub cap. It is hopes that better knowledge of the flow will allow, in the future, to understand more precisely the behaviour of different turbulence models, which may ultimately lead to better models. The paper starts with a definition of the test case and the computation, then presents the visualisation and analysis of the numerical solution. To assess the validity of the analysis, selected aspects of the solution are compared with experiments. The conclusion addresses the challenges for turbulence modelling which the KVLCC2 test case still presents.

Flow distribution Turbulence VLCCs

2016030626

Numerical simulations of hull-propeller phenomena. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 13 ref, 6 tab, 5 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Wawrzusiszyn, M., Bugalski, T, Hoffmann, P. English

This paper presents results of current research consisting of computational analyses of 230m KRISO Container Ship (KCS) with five-bladed propeller (KP505). The investigated case is a benchmark case for the Workshop on CFD in Ship Hydrodynamics (Tokyo 2015) – Case 2.5: hull model without the rudder, free to trim and sink, rotating propeller. In this research, some earlier ideas published by Bugalski & Hoffmann 2010 and 2011, Carrica et al. 2011, Lin & Kouh 2014 and Stern et al. 2013 have been taken into consideration and further developed. The KCS was designed to provide data for both the explication of flow around operating vessel and the CFD validation for a modern container ship with a bulbous bow. The Korea Research Institute for Ships

and Ocean Engineering (now MOERI) and the Ship Research Institute (now NMRI) performed towing tank experiments to measure resistance and self-propulsion data. The results were published in the Proceedings of the CFD Workshop Tokyo in 2005 (Hino 2005). No full scale ship exists.

Computational fluid dynamics Containerships Hull propeller interaction

2016030627

Numerical study on air cavity flow. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 7 ref, 10 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Zverkhovskyi, O., Kerkvliet, M., Et al English

One of the most promising viscous drag reduction techniques for ships is so-called air lubrication. Particularly, a stable air layer created on the bottom reduces the wetted area and therefore reduces the resistance of a ship due to the negligibly small viscous drag of air compared to water. The air cavity and air chamber concepts are considered as the most effective and practical ways to form a stable air layer on the bottom capable to reduce the total drag by 10-20% for cargo ships The air cavity concept is based on injecting air behind a small obstruction that separates the flow which is called a cavitator. The cavitator is extended in the span-wise direction and typically has a rectangular or triangular cross section with a sharp edge. In the developed stage the length of an air cavity is limited to the length of a half the gravity-wave length and it should be restricted by skegs/keels on the sides. The air chamber is created by injecting air into a recess formed in the bottom. Provided the recess has sufficient depth, the free surface is not limited by the wave length and can have a multi-wave profile. The shape of the free-surface at different flow conditions and air injection rates is of interest. For cargo ships, a series of air chambers or cavities behind each other have to be created on the bottom separated from each other in longitudinal direction. The effectiveness of such a

ABSTRACTS 237

system with periodically changing condition from no-slip (on wetted part) to slip (along the air cavity/chamber) is difficult to be modelled numerically. This work is focused on the numerical study of two problems: the drag reduction prediction by air cavities with known size and the free-surface simulation of air chambers and cavities. All the results presented here are obtained by using ReFRESCO, a viscous-flow CFD code that solves multiphase (unsteady) incompressible flows with the RANS equations, complemented with turbulence models, cavitation models and volume-fraction transport equations for different phases.

Air lubrication Cavities Computational fluid dynamics Drag reduction

3.3 MOTION, SEAKEEPING AND MANOEUVRING

2016030628

Literature review on evaluation and prediction methods of inland vessel manoeuvrability. Ocean Engineering, v 106, 15 September 2015, pp 458-471 http://www.sciencedirect.com/science/article/pii/S0029801815003340 Liu, J., Hekkenberg, R., Et al English

Ship manoeuvrability plays a major role in navigation safety. In order to achieve certain manoeuvring requirements, ship configurations need to be specifically considered, which in turn influence the economic performance of shipping. Compared with seagoing ships, inland vessels sail in a more complex navigation environment. At the same time, inland vessels have to operate independently without additional assistance like tugs. This paper presents a review of the state-of-the-art of evaluation and prediction methods for inland vessel manoeuvrability. First of all, different aspects that influence manoeuvrability and the methods assessed for inland vessels and seagoing ships are compared. Accordingly, additional knowledge is required regarding the modelling methods and evaluation

criteria of inland vessel manoeuvrability. Furthermore, a step-by-step review on manoeuvrability research relates various impact factors to manoeuvring performance. Finally, the gaps in knowledge of evaluation and prediction methods for inland vessel manoeuvrability in shallow/restricted waterways are described.

Inland waterways vessels Literature reviews Manoeuvrability

2016030629

A rating based fuzzy analytic network process (F-ANP) model for evaluation of ship manoeuvrability. Ocean Engineering, v 106, 15 September 2015, pp 39-46 http://www.sciencedirect.com/science/article/pii/S0029801815003042 Wang, X., Liu, Z., Cai, Y. English

In this paper, a novel rating based fuzzy analytic network process (F-ANP) model is proposed for the evaluation of ship manoeuvrability and the improvement of manoeuvrability standards. By incorporating the F-ANP technique into the American Bureau of Shipping (ABS) manoeuvrability standards, the proposed model is able to solve the problem of mutual dependencies of the manoeuvring factors inherent in the evaluation of ship manoeuvrability and the insufficiency of unreasonable weights of manoeuvring factors assigned in current manoeuvrability standards. Following this model, the more synthesized and advanced evaluation process for ship manoeuvrability is achieved and the more reasonable weights for each manoeuvring factor are assigned. The pairwise comparison matrices are formed by the expert team. To deal with the problem of ambiguity and vagueness, the index attribute values are fuzzied with triangular fuzzy number. Furthermore, the manoeuvring data of three ships are applied to the case studies and discussions to illustrate the reasonableness, effectiveness and advantages of the proposed rating based F-ANP model by comparing with the common F-AHP model and current ABS standards. The comparative results are encouraging, and show that the proposed rating based F-ANP approach is a viable and effective tool for evaluation of ship manoeuvrability.

238 ABSTRACTS

Fuzzy systems Manoeuvrability Standards

2016030630

Hydrodynamic interaction between two barges during berthing operation in regular waves. Ocean Engineering, v 106, 15 September 2015, pp 317-328 http://www.sciencedirect.com/science/article/pii/S0029801815003157 Nam, B.W., Kim, Y., Hong, S.Y. English

In this study, the berthing problem in waves is numerically investigated by a time-domain simulation method based on a potential flow model. The boundary value problem for a berthing operation is formulated with respect to an earth-fixed coordinate system. The Laplace equation of a moving boundary problem is solved using the finite element method by adopting an efficient re-mesh algorithm. The developed numerical method is applied to investigate the berthing problem between two rectangular barges, with particular focus on the hydrodynamic forces acting on the barges during the berthing process. It is assumed that the two barges correspond to installation and transportation barges. To simplify the berthing problem, the transportation barge is assumed to approach the installation barge along a straight path at constant speed. The hydrodynamic force responses during berthing operation are investigated via a series of numerical computations. Further, the effects of wave heading and wave frequency are investigated. To validate present numerical results, model tests were conducted in the Ocean Engineering Basin of KRISO. The berthing tests were performed using two barge models under the head and beam sea conditions. Fairly good agreement is observed between the numerical simulation and experimental results.

Barges Berthing Finite element method Interactions Potential flow

2016030631

Investigation of hull form effects on ship hydrodynamics using a time domain iterative Rankine HOBEM. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1006 http://www.isope.org/publications/publications.htm He, G., Chen, L., Et al English

A higher-order boundary element method (HOBEM) with Rankine source as the kernel function is adopted. Then, a 3D time-domain seakeeping analysis tool has been newly developed. The computational domain is rectangular and travels at ship’s speed. An artificial damping beach for satisfying the radiation condition was installed at the outer portion of the free surface. For updating kinematic and dynamic free surface boundary conditions, an iterative time-marching scheme is employed to achieve numerical accuracy and stability. The problem of a ship advancing forward in incident waves is simulated, and the resultant diffraction forces acting on the hull are evaluated to validate this numerical model. To investigate the hull-form effects on naval hydrodynamics, three modified Wigley models are used for comparative study. Wave exciting forces on these three different Wigley models over a wide range of incident-wave frequencies are calculated and analysed. Finally, the corresponding unsteady wave patterns around the hulls are illustrated and discussed.

Boundary element method Hull form Seakeeping Wigley models

2016030632

Hydrodynamic simulation of pure sway tests with ship speed and water depth effects. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1012 http://www.isope.org/publications/publications.htm Liu, X-j., Fan, S-m., Et al English

With the development of high performance computers, at present, many scholars make great efforts to research PMM (Planar Motion Mechanism)

ABSTRACTS 239

tests by CFD method for ship manoeuvring. In this paper, pure sway tests are simulated based on naoe-FOAM-SJTU solver, where the forces and moments are obtained by the RANS equations, and sinkage and trim are solved by the prescribed motion equation and free motion equations. Some simulations of the tests are carried out at zero and design speeds, and others are executed in the deep and shallow water, the ratio of water depth and draft is 4 for deepwater cases, and 2 for shallow water cases. From the simulation results, at design speed, the yaw moment is much different from that at zero speed, and ship speed has a large impact on the centre of force, which is 1.3 m over the gravity centre, besides, the ship squats deeper at design speed and rises at zero speed. In shallow water, the force obviously increases and is 29.1% bigger than that in deep water, and the ship squats as well as at design speed.

Computational fluid dynamics Ship speed Swaying Water depth

2016030633

Experimental and numerical study about the effect of wind on the zig-zag manoeuvre of very large crude carrier. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1188 http://www.isope.org/publications/publications.htm Miyazaki, H., Sawada, H. English

Sea trials of a very large crude oil carrier (VLCC) are carried out at ballast condition, but the ship owner needs the manoeuvrability at design load. For this reason, a load condition correcting method is needed. Because the hull form above the waterline of a VLCC is very different between ballast condition and design load, the wind effect cannot be neglected. To confirm the wind effect, zig-zag manoeuvre tests with and without the wind effect and wind tunnel tests were carried out. The wind effect on the zig-zag manoeuvre is discussed.

Manoeuvrability Wind conditions VLCCs Zig zag manoeuvres

2016030634

An experimental study on the manoeuvring characteristics of a ro-ro passenger vessel in large heel condition. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1194 http://www.isope.org/publications/publications.htm Yeo, D.J., Kim, Y-G., Et al English

For estimating a ship’s manoeuvrability, 3-degrees of freedom (DOF) equations of motion, which deals a ship’s surge, sway, and yaw motion, are usually used. If the roll motion during manoeuvring is of interest, 4-degree of freedom equations of motion are used by adding roll motion. In the addition of roll motion, an assumption that the magnitude of roll is small is implied, so the coupling terms are considered only in the linear range. However, in case that a ship has large heel angle, the assumption of small roll magnitude does not hold any more. In this paper, estimation of manoeuvring characteristics of a Ro-Ro passenger vessel in a large heel condition is suggested. The Horizontal Planar Motion Mechanism (HPMM) model tests were conducted to find changes in hydrodynamic forces and moments acting on the model with respect to changes in heel angle. The results of the HPMM model tests were analysed to deduce a 4-degree of freedom equations of motion and to estimate manoeuvring coefficients in the equations of motion.

Heel (list) Manoeuvring Ro/ro ships

2016030635

Hydroelastic analysis of effect of various nonlinear factors on load responses. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 759 http://www.isope.org/publications/publications.htm Chen, Z., Lu, G., He, G. English

The 3-D linear time domain hydroelastic theory is developed in this paper. A kind of 3-D nonlinear time domain hydroelastic analysis method of ship motions and wave loads in regular waves is given with the

240 ABSTRACTS

nonlinear factors considering the instantaneous position variation of body surface, the incident wave force, restoring force and the slamming force. From the comparison between the calculated results considering these different nonlinear factors and experimental results, the effect of these nonlinear factors on load responses and each mode in various load cases is analysed. It is indicated that the effect of nonlinear factors should be considered in different case, and the necessary and importance of the nonlinear method are verified.

Hydroelasticity Ship motions Slamming Wave loads on ships

2016030636

Numerical simulation of ship yaw manoeuvring in deep and shallow water. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1200 http://www.isope.org/publications/publications.htm Liu, X., Wan, D. English

In this paper, the results of hydrodynamic forces and moments for a ship are determined in conditions of pure yawing with a Froude number of 0.24 in deep (h/T=25) and shallow (h/T=2) water. All these simulations were completed by the hydrodynamic Unsteady Reynolds Averaged Navier-Stokes (URANS) solver naoe-FOAM-SJTU based on the open source package OpenFOAM. A new 6DOF module has been extended to the solver to accurately simulate the oblique towing tests. This paper also provides investigations for flow features, including wave patterns of free surface and vertical structure. The effects of shallow water have also been investigated.

Deepwater Manoeuvring Shallow water Yawing

2016030637

An application of a free surface type anti-rolling tank on ultra large container ships. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 167 http://www.isope.org/publications/publications.htm Lee, S., Jung, M-K., Et al English

In this study, a free surface type Anti-Rolling Tank (ART) is designed for ultra large container ships. The location and dimension of the tank are determined considering general arrangements of the target container ship. Also the number, position and solidity ratio of baffles inside the tank are determined following existing recommendations. Two kinds of internal baffles are considered and their effectiveness is compared. Both Computational Fluid Dynamics (CFD) and Experimental Fluid Dynamics (EFD) approaches are used to assess the hydrodynamic effectiveness of the ART on roll motions. The analysis results such as amplitude and phase of tank moment and roll RAO are compared in depth. Throughout the assessments, the designed free surface type anti-rolling tanks reduced the maximum roll RAO of the target ultra large container ship by about 40%.

Antirolling tanks Computational fluid dynamics Containerships Rolling

2016030638

Investigation of the radial bearing force developed during actual ship operations. Part 2: Unsteady manoeuvres. Ocean Engineering, v 106, 15 September 2015, pp 424-445 http://www.sciencedirect.com/science/article/pii/S0029801815003017 Ortolani, F., Mauro, S., Dubbioso, G. English

The bearing radial load developed by a propeller during actual ship operating conditions is thoroughly investigated by means of a free running, self-propelled twin screw model at the CNR-INSEAN outdoor manoeuvring basin. The present work further broadens the results focused on the quasi-steady conditions (straight ahead motion and steady turning) analysed in Part I (Ortolani et al., 2015) to transient

ABSTRACTS 241

manoeuvres. After the rudder actuation (both at the start of the turning circle and the pull-out phase), peaks 100% higher than the stabilized value have been highlighted, in particular on the internal shaft. To inspect this aspect in depth, the inertial contribution of the propeller mass is reconstructed by the measurement of the 6DoF motion of the model and is removed from the measured force in order to obtain the hydrodynamic force exerted by the propeller. In addition to the turning circles, ±10°, ±20° and±35° zig–zag manoeuvres at three different speeds (FN=0.26, 0.32, 0.36) (FN=0.26, 0.32, 0.36) were carried out in order to consider the transient effects on the propulsion system during fully unsteady manoeuvres. The paper is presented following the same phenomenological style adopted in the previous work in order to clarify the nature of the bearing radial force during transient phases.

Hydrodynamic forces Manoeuvring Propeller loads Transient loads

2016030639

Numerical modelling and analysis of ship motions in shallow waters using transient free surface Green functions. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 355 http://www.isope.org/publications/publications.htm Gkikas, G.D., Walree, F. van English

A numerical model for the estimation of the first and second order motions of a LNG carrier situated over quite shallow bathymetries is proposed. The model is developed within the context of time domain, boundary element methods that make use of the transient Green functions in order to efficiently implement the free surface effects onto the vessel’s dynamics. The seabed is defined as a second, fully submerged, body over which a distribution of sources is applied over its discretized geometry. Such use of panels is usually associated with strong reflection

phenomena at the seabed boundaries. In order to treat this problem, appropriately discretized local meshes need to be defined or artificial sloped extensions should be attached to the edges of the bathymetry.

Boundary element method Green function Shallow water Ship motions Time domain

2016030640

Validation of mathematical manoeuvring models by full scale measurements. MARSIM 2015, International Conference on Ship Manoeuvrability and Maritime Simulation; 8-11 September 2015; Newcastle upon Tyne, UK. Organised by Newcastle University, School of Marine Science and Technology. Day 1, Session 2, Paper 3 http://www.imsf.org/proceedings.html Verwilligen, J., Delefortrie, G., Et al English

Based on comprehensive captive model tests, mathematical manoeuvring models for inland vessels of 110m x 11.4m and 85m x 9.5m were derived. Both manoeuvring models were extensively applied in real-time simulation studies to design inland waterways and constructions. In order to validate the mathematical manoeuvring model full scale measurements were performed on the inland tanker MT ELISE with a length of 105m, a beam of 9.5m and a draft of 2. m. The manoeuvring behaviour of the MT ELISE was compared to the available manoeuvring models by means of both free running and captive replay (fast-time) simulations. From captive replay simulations the ship-to-ship interaction forces during head-on encounters performed during the full scale testing, could be estimated.

Inland waterways vessels Manoeuvring Mathematical models Model tests

242 ABSTRACTS

2016030641

Longitudinally directed bank effects. MARSIM 2015, International Conference on Ship Manoeuvrability and Maritime Simulation; 8-11 September 2015; Newcastle upon Tyne, UK. Organised by Newcastle University, School of Marine Science and Technology. Day 1, Session 3, Paper 1 http://www.imsf.org/proceedings.html Lataire, E., Vantorre, M., Delefortrie, G. English

In confined waterways, the water displaced by a ship is squeezed both under and along the hull. The resulting pressure distribution on the hull causes a combination of forces and moments on the vessel. If the presence of one or more banks generate extra hydrodynamic pressures, this combination of forces and moment is known as bank effects. Based upon the model tests carried out in the fully automated towing tank for manoeuvres in shallow, a mathematical model for the increased resistance because of the presence of banks is proposed. The increase in resistance is not only caused by a more confined blockage ratio but also by the relative lateral position of the ship in the cross section. The proposed mathematical model takes into account the shape of the cross section without overestimating the influence of the bathymetry at a larger distance, nor by underestimating the impact of the bathymetry closer to the vessel. This is obtained by defining an equivalent blockage, as well as a tuck number that takes into account the increased return flow along a ship in confined waters.

Mathematical models Pressure distribution Restricted waters Wall effects

2016030642

Channel width effects on berthed ship – passing ship interaction from experiments and CFD predictions. MARSIM 2015, International Conference on Ship Manoeuvrability and Maritime Simulation; 8-11 September 2015; Newcastle upon Tyne, UK. Organised by Newcastle University, School of Marine Science and Technology. Day 1, Session 3, Paper 2 http://www.imsf.org/proceedings.html Denehy, S.P., Duffy, J.T., Et al English

To date, most investigations into berthed ship - passing ship interactions have assumed that the berthed ship is in relatively open water, albeit at low

water depth to draught values, with only a few cases reported where the presence of the wharf or near bank (alongside the berthed ship) is considered. This is despite the fact that in most realistic cases there is the presence of a bank, or other structure, alongside the berthed ship. This paper presents results from a series of physical scale model experiments on berthed ship - passing ship interaction for cases in a rectangular channel. Two channels widths were tested, one to represent wide channel, where the effects of the lateral banks are negligible, and one to represent a narrow channel, where the effect of the lateral banks are significant. The physical scale model experiments were also used to validate preliminary CFD predictions using an inviscid double body model to determine the ability of the CFD model to predict the interaction forces and moments in the wide and narrow channels. The interaction forces and moments from the experimental and CFD results were scaled to represent full scale vessels and used as input to a numerical simulation software package to predict the motions and mooring loads experienced by the berthed ship due to a passing ship for a selected mooring arrangement. The results demonstrate that a narrow channel can significantly influence the interaction forces and moments and hence can considerably modify the predicted motion and mooring loads on the berthed ship. It is shown that the influence of site-specific blockage around berthed ships due to the near bank should be accounted for in order to accurately predict the influence of a passing ship on a berthed ship when designing a port to ensure safe and efficient operations.

Computational fluid dynamics Interactions Model tests Moored vessels Passing vessels

2016030643

Mooring design and analysis of pipe-laying vessel during fairway pipeline installation. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume II, p 154 http://www.isope.org/publications/publications.htm Zhao, K., Wang, S., Et al English

During pipeline installation, when the pipeline route crosses a harbour fairway, the safety of the pipeline

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and ship passing through the fairway could be the most important factor. In order to assure the safety, the mooring design of pipe-laying vessel should be based on the reasonable analysis and calculation to put the pipeline into planning route. In this paper, based on the three-dimensional radiation potential theory, the analysis model of pipe-laying vessel mooring was established to analyse the effect of wave and current. In the model, the first-order wave force and slow drift force was calculated to limit the ship movement and evaluate the mooring system ability. The model was adapted in the submarine pipeline installation through the fairway to design the mooring arrangement and analyse the mooring force, which assure the finish and safety of the pipeline installation.

Mooring systems Pipelaying Pipelaying vessels

2016030644

Studies on the snap roll modelling for a submarine. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 174 http://www.isope.org/publications/publications.htm Park, J-Y., Kim, N., Shin, Y-K. English

Snap roll during the hard turn is a significant issue in submarine operation. Hydrodynamic modelling in high incidence flow angle is required to predict the roll behaviour during the hard turn manoeuvre. In this research, submarine dynamics modelling is suggested to investigate the snap roll. Captive model tests were conducted to obtain the hydrodynamic coefficients in the dynamic model. The test results are analysed by using least square and golden section research. Hard turning simulations for the various initial ship speeds and BG conditions. Roll behaviour and other phenomenon during the turning manoeuvre are analysed based on the simulation results.

Model tests Rolling Submarines Turning manoeuvres

2016030645

Stability assessment of a semi-submersible over a gas plume. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 182 http://www.isope.org/publications/publications.htm Kara, M.C., Jaiswal, V., Et al English

This paper presents a new approach of combining Computational Fluid Dynamics (CFD) and rigid body Dynamic Response Analysis (DRA) for an enhanced assessment of the vessel dynamics exposed to the gas plume. The focus is on the assessment in relatively shallow water with realistic gas flow rates as well as studying the impact on the mooring lines of the vessel. The assessment is performed by evaluating the dynamic response of the vessel to the loads due to the gas plume via a CFD analysis along with the environmental loads due to waves, wind and current via a DRA.

Computational fluid dynamics Dynamic response Gas explosions Semisubmersible vessels Stability

2016030646

The influence of side hull hydrodynamics on the T-craft seakeeping motion. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 189 http://www.isope.org/publications/publications.htm Guo, Z., Ma, Q., Yang, D. English

In some papers, the hydrodynamic effects of side hulls of surface effect ship (SES) are simply ignored with the prejudice that the displacement of side hulls only takes a small proportion, e.g. 20% of the total displacement. To verify the conclusion, the seakeeping motions of a TCraft together with hydrodynamic effect of side hulls are investigated in this work. The transformable craft T-Craft was developed by the Office of Naval Research (ONR); it can transform itself from ACV to SES or inversely. When operated in SES mode, T-Craft is mainly supported by the air cushion while partially supported

244 ABSTRACTS

by side hulls. In this paper, based on linear potential theory, a numerical TCraft (SES) seakeeping analysis method with consideration of side hull hydrodynamics is firstly set up and validated by the model test results. Then by using the numerical method, the seakeeping performance of the T-Craft with various side hull displacement ratios at low speed is investigated and compared with that of absence of side hull effect. The investigation results suggest that the side hulls could have significant influence on the T-Craft pitch motion, even when the side hull displacement ratio is only 20% of the total one.

Seakeeping Ship sides Surface effect ships

2016030647

Nonlinear roll damping, a numerical parameter study. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 196 http://www.isope.org/publications/publications.htm Ommani, B., Kristiansen, T., Firoozkoohi, R. English

The roll damping of a conventional ship cross-section, equipped with bilge-keels, is studied using an efficient, hybrid numerical code called PVC3D, based on Finite Volume Method, for different oscillation periods and amplitudes. It is shown that the linear free-surface boundary condition can be adopted. However, the exact body boundary condition is necessary in order to capture the correct flow separation behaviour, which requires mesh deformation techniques. The influence of the geometrical parameters such as bilge-keel height, centre of rotation, and section's draft on roll damping is investigated. The normal forces and bending moments acting on the bilge-keels are presented. Using the developed efficient tool, parameter studies

are made possible which help to form a better understanding of geometrical characteristics influence on roll damping. With more validation studies, PVC3D can be developed into a reliable and efficient design tool.

Bilge keels Computational fluid dynamics Roll stabilizers Rolling

2016030648

The application of a smartphone in ship stability experiment. Journal of Marine Science and Application, v 14 n 4, December 2015, pp 406-412 http://link.springer.com/article/10.1007/s11804-015-1331-9 Djebli, M.A., Hamoudi, B., Et al English

The inclining experiment is the only regulatory tool to assess ship stability. This experiment is a time consuming process for both real-life tests and ship model experiments. The difficulty is mainly due to a bias in the measurement of heel angle. Nowadays, digital inclinometers are available but they are expensive. In this study, the use of a smartphone application is presented for ship inclination and rolling-period tests. The idea consists of using accelerometer and gyroscope sensors built into the current smartphones for the measurements. Therefore, some experiments are carried out on an example trawler model to exhibit the uses and advantages of this method. The obtained results are in good agreement with those provided from the pendulum method and natural roll-period test. This application is new, easy, and more accurately assesses metacentric height during the inclining and rolling-period tests.

Accelerometers Cellular telephones Gyroscopes Inclining experiments Stability

ABSTRACTS 245

2016030649

DES of Delft catamaran at static drift condition. Naval Engineers Journal, v 126 n 4, 1 December 2014, pp 97-101 http://www.ingentaconnect.com/content/asne/nej/2014/00000126/00000004/art00025 Dogan, T., Sadat-Hosseini, H., Stern, F. English

Understanding of three-dimensional separation around ships is important for developing next-generation ships with improved performance in extreme manoeuvers. The objective of this study is to identify and analyse the vortical structures, instabilities, and wave breaking for the high-speed Delft-372 catamaran at static drift conditions. Computational fluid dynamics (CFD) simulations at static drift angles (β) of 9° and 24° were conducted using detached eddy simulation (DES) for turbulence modeling. The CFD predictions were validated against experimental fluid dynamics (EFD) data provided by two different research facilities, the Italian Ship Model Basin (INSEAN) and the Bulgarian Ship Hydrodynamics Centre (BSHC). Validation studies for local velocity components were performed for β=9° and a validation study for forces, moment, and motions was performed for β=24°. Overall EFD and CFD showed good agreement for local velocity components, forces, and sink. Larger errors were observed for moments and trim angle. Large forebody vortex and wave-induced vortices followed by two smaller counter-rotating vortices at the stern and keel were identified on each hull. Large forebody vortices at the forebody were validated with particle image velocimetry (PIV) data. However, PIV measurement locations were not appropriate to validate other vortices observed in CFD. Open-closed type instability was identified for the forebody vortices.

Catamarans Computational fluid dynamics Drift forces Stability

2016030650

Characteristics of tension leg platform with tender semi-submersible. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1411 http://www.isope.org/publications/publications.htm Choi, Y.M., Nam, B.W., Et al English

The behaviour and characteristics of a tension leg platform (TLP) with tender semi-submersible were investigated by both experiments and numerical analysis. First, the motion characteristics of a TLP without a tender semi-submersible were verified by both experiment and numerical analysis. The results of pull-out and free decay tests are found to be in good agreement with the results of the numerical analysis, and the motion response of the TLP are also well matched with the numerical values. Then, a tender semi-submersible was positioned in close proximity to the TLP. To maintain the position of the semi-submersible and the separation distance, soft mooring and hawser lines were installed. To investigate the characteristics of the multi-body interaction, the hydrodynamic coefficients in the frequency domain were compared with various distances. These frequency domain results were used to simulate the time domain. In the time domain simulation, the free-decay tests of the multi-body system were simulated and the results were compared with those of the experiments. This free-decay test showed that the hawsers are important to the simulation and study of the characteristics of the multi-body interaction. Regular wave results were also analysed as part of this study.

Interactions Multibody systems Tenders (vessels) Tension leg platforms

246 ABSTRACTS

2016030651

Hydrodynamic performance analysis of new mini tension leg platform. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1416 http://www.isope.org/publications/publications.htm Dai, S., Nong, W., Zhang, H. English

With the rowing development of deepwater oil and gas exploitation, new platform concepts appear continuously due to the disadvantages of traditional TLP such as large displacement, serious coupling motions and tension leg obvious spring-ringing motion. Therefore, aiming at a new mini TLP with cylindrical hull and one or four column, this paper focuses on comparatively studying their hydrodynamic performance considering the combined action of wind, wave and current. Nonlinear coupling analysis method based on hybrid wave force model was adopted in the numerical calculation. The computational results show that 1-column mini TLP reduces yaw response of a mini TLP considering hull-tendon coupling in time domain, while the roll, pitch and heave responses are larger than that of 4-column mini TLP, at the same time the horizontal displacement of 1 column mini TLP can't meet the requirement specification in real ocean environment. Taken as a whole, the 4-column mini TLP has better hydrodynamic performance.

Dynamic response Platform motions Small size Tension leg platforms

2016030652

Experimental investigation on global responses of a large floatover barge in extremely shallow water. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1425 http://www.isope.org/publications/publications.htm Xiong, L., Lu, H., Et al English

Floating vessels moored in shallow water are at risk of possible bottom grounding and collision between the vessel and the subsea pipelines. Their dynamic responses are of great concern in offshore

engineering. In this study, experiments were conducted to investigate the motion response of a large floatover barge moored in ultra-shallow water. White noise wave tests with five different incident angles were carried out in four different water depths. Shallow water effects were observed in the experiment. The motion characteristics of the moored barge in shallow water were also clarified in the analysis. The barge motions in the horizontal plane and the mooring line tensions increase with the decrease of the water depth, while the heave and pitch motions reduce. Results obtained from this study were provided to support the floatover installation operation.

Barge motion Moored vessels Shallow water

2016030653

Effect of heave plate on hydrodynamic response of spar. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1439 http://www.isope.org/publications/publications.htm Subbulakshmi, A., Sundaravadivelu, R. English

In this paper, the effect of a heave plate on the heave response of a spar is investigated for a spar with single and two heave plates. A free decay test was conducted experimentally on a 1:50 scale model of a spar without a heave plate and a spar with a single heave plate to find the natural heave period and total heave damping. A free decay test was also carried out numerically using STAR-CCM+ and numerical results are compared with the experimental results. Heave response is investigated using ANSYS-AQWA software. Heave plate increases the added mass and damping. So the heave response is less for the spar with a heave plate.

Damping Heaving Offshore platforms Platform motions

ABSTRACTS 247

2016030654

Analysis of moored tankers as a diesel hub. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26212-MS [15 p] https://www.onepetro.org/conference-paper/OTC-26212-MS Ferreira, M.D., Azevedo, A. English

Diesel oil provision to production and drilling offshore units employing the use of platform supply vessels (PSVs) raises some logistic difficulties regarding time spent in the available terminals by the PSVs during the diesel loading operation in order to access the terminal, follow the queue, load the diesel, and leave the terminal. An alternative to this approach would be the mooring of a diesel tanker offshore and its use as a Hub, in order to dispatch oil to the PSV fleet. Following this new approach, Petrobras projected and installed some buoys, moored by a single line to a fixed point and capable of receiving available tankers with 16,000 ton of deadweight. It is desirable nowadays to improve the size of these ships, as there are larger ones available in the fleet to perform this job, or else they will be scrapped. The full scale and the numerical models of the behavior of these ships present fishtailing phenomenon, which gets worse when the ship dimensions are increased. In order to model the behavior of these anchored tankers, the computer code Wamit was employed in the frequency domain, and through the use of impulse response functions, the ships behaviour in waves was assessed in the time domain. The wind and current actions were represented by a Morison like formulation, using constant coefficients and assuming a force proportional to the relative velocity squared. The mooring lines were represented by a FEM truss model. Results were obtained for three classes of ship: Petrobras Class 35, 43 and 47, which have 16,000, 38,000 and 40,000ton of deadweight capacity. The class 35 tankers are already being employed as a Diesel Hub for the PSVs. Based on the results presented herein a pilot test using a class 47 tanker is underway, with its position and motions fully monitored during the whole test, in order to compare its behavior with the numerical estimates.

Moored vessels Numerical models Ship motions Tankers

2016030655

Experimental investigation on the influence of liquid cargo in floating vessel motions. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26203-MS [11 p] https://www.onepetro.org/conference-paper/OTC-26203-MS Rocha, T.P., Dotta, R., Et al English

The offshore exploration of gas requires the use of new platforms design called FLNG (Floating Liquefied Natural Gas). Nowadays just a few number of FLNG are in advanced stages of design or under construction. This type of vessel requires large tanks to storage the liquefied gas and in some cases the movement of the liquid inside the tanks can modify the vessel behavior in waves. The work objective is to obtain the influence of liquid cargo in the floating vessels motions. An experimental setup was proposed to investigate this influence. A FLNG model was tested for two configurations: with fixed dry cargo and with liquid cargo. For the latter, the model was equipped with tanks which were filled with water in three different levels. In total six different tests were carried out in the Hydrodynamic Calibrator from University of Sao Paulo, a tank with 14 m long, 14 m wide and 4 m depth equipped with 144 flaps capable of generating waves with different angles of incidence. The vessel motion was obtained for the six degree of freedom using an optical system. Furthermore, numerical models were made in WAMIT for both configurations with and without free surface effect due the liquid inside tanks. Results presented significant differences in the RAO curves. Basically, amplification in surge and sway motions was observed and changes in the roll natural period were obtained, both due the presence of liquid cargo. Furthermore, some limitations were obtained for numerical model mainly in cases with tanks filled at low levels. In these cases, the viscous forces presented significant influence and some effects as breaking waves (sloshing) inside tanks were observed. Both breaking waves and viscous forces are not considered in WAMIT model, once it uses the potential linear wave theory. Discussions are concerned in the comparison of motions obtained for the two tested configurations and in the limitations and applications of numerical model.

Liquid cargo Model tests Numerical models Ship motions

248 ABSTRACTS

2016030656

An improvement of a semi-coupled analysis for a turret moored FPSO in deep water. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26178-MS [13 p] https://www.onepetro.org/conference-paper/OTC-26178-MS Xu, Z., Anderson, K. English

A fully-coupled method is deemed desirable for global response analyses of deep water floating structures. However, even with ever increasing computing power, the fully-coupled method is still time consuming, especially when a large number of different load cases need to be considered. In contrast, the computational cost is much lower for a semi-coupled method at the expense of analytical accuracy. The benefits of a fully-coupled method include taking into account the coupling effects between damping due to the slender structures and motions of the FPSO. Previous studies have indicated that the total damping can be significantly influenced by the mooring line damping. The semi-coupled method can be improved if this damping effect is properly modelled and included. It is known from previous studies that mooring line damping can be significantly increased by wave-frequency (WF) motions. However, typically only harmonic WF motions were considered in these studies. In this paper, the effect of random WF motions on mooring line damping is investigated. It is found that, statistically, the effect of random WF motions on the mooring line damping can be represented by an equivalent harmonic WF motion. Based on this, the mooring line damping can be estimated and used in the semi-coupled analysis. A comparison of the semi-coupled method with a fully-coupled method is made by performing a global analysis of a turret moored FPSO under an extreme sea-state with a 100-year return period. It is shown that with the system damping properly estimated, the excursion results of the moored FPSO by the semi-coupled method are in very good agreement with those obtained by the use of the fully-coupled method.

Damping FPSOs Mooring lines Turret mooring Wave propagation

3.4 FLUID STRUCTURE INTERACTION

2016030657

Axisymmetric gravity wave diffraction by flexible porous cylinder system in two-layer fluid. Ocean Engineering, v 106, 15 September 2015, pp 87-101 http://www.sciencedirect.com/science/article/pii/S0029801815003029 Mandal, S., Sahoo, T. English

This study deals with the hydroelastic analysis of axisymmetric gravity wave interaction with concentric flexible porous cylinder systems in two-layer fluid having a free surface and an interface in water of finite depth. The cylinder system consists of a rigid cylinder and an outer flexible porous cylinder. Both the cases of complete and partial cylinders such as bottom-standing and surface-piercing partial cylinders are considered. The mathematical problem is handled using a generalized orthogonal relation suitable for two-layer fluid along with the least squares approximation method. Further, the role of flexible porous cylinder in attenuating wave forces on the rigid cylinder is analysed in various cases. The effectiveness of the cylinder systems in trapping surface waves are analysed from the numerical results in different cases by analysing the reflection coefficients, wave elevations in surface and internal modes, deflection of the flexible porous outer cylinder under wave action and wave forces acting on both the inner and outer cylinders. The study reveals that full wave reflections in surface and internal modes occur when the annular distance between the cylinders is approximately an integer multiple of half of the wave length and the phenomenon is independent of the barrier configurations.

Cylindrical bodies Gravity waves Porous materials Wave diffraction

ABSTRACTS 249

2016030658

Numerical study of wave loads on a submerged cylinder at low KC numbers. IMAM 2015, 16th International Congress of the International Maritime Association of the Mediterranean - Towards Green Marine Technology and Transport; 21-24 September 2015; Pula, Croatia. Proceedings. Published by CRC Press; ISBN 978-1-315-64349-6. Chapter 3, p 23 [7 p, 8 ref, 2 tab, 15 fig] http://www.crcnetbase.com/isbn/9781315643496 Lupieri, G., Contento, G. English

The study of wave-induced forces on circular cylinders is traditionally one of the fundamental topics related to the design of more complex marine and offshore structures. For this reason, a relevant amount of research has been developed, particularly in the case of vertical cylinders, with the goal to contribute to the understanding of the problem of wave and current loads. In this work the case of a submerged horizontal circular cylinder in regular wavy flow with incoming wave crests parallel to the cylinder axis is analysed by means of numerical simulations and experimental data. In particular, when the Keulegan Carpenter number is low enough and the diffraction parameter is well above the standard diffraction threshold, then the wave-body interactions leads to higher order loads that make the standard value of the inertia coefficient of Morison equation fail completely. The results of the computations are systematically compared with those from the experimental data obtained by one of the authors. The entire set of numerical experiments are conducted at Keulegan-Carpenter number regime up to KC = 2 and varying the depth of submergence of the cylinders to highlight the influence of the free surface. The spectral analysis evidences the effects of the submergence of the cylinder axis on the surface elevation and on the higher frequency components.

Cylindrical bodies Fluid structure interaction Mathematical models Submerged bodies Wave loads on structures

2016030659

Two-dimensional numerical study of vortex-induced vibration and galloping of square and rectangular cylinders in steady flow. Ocean Engineering, v 106, 15 September 2015, pp 189-206 http://www.sciencedirect.com/science/article/pii/S002980181500308X Cui, Z., Zhao, M., Et al English

Flow induced vibrations of a square cylinder and a rectangular cylinder of an aspect ratio of 0.5 are investigated by two-dimensional numerical simulations. The two-dimensional unsteady Reynolds-averaged Navier–Stokes equations and the k–ω turbulence equations are solved by the finite element method. The numerical model is validated against the experimental data of flow past a stationary rectangular cylinder and flow induced vibration of a square cylinder. The focus of this study is to investigate the effects of the flow incidence angle on the response of the cylinder. The response of the square cylinder is dominated by galloping at the flow incidence angle of α=0° and by vortex-induced vibration (VIV) at α=22.5° and 45°. The lower branch at α=45° and the higher branch at α=22.5° that are observed in the experiments in the previous studies are well predicted by the numerical model. The phase difference between the response displacement and the lift coefficient is found to be always close to 0° whenever galloping response occurs. The response of a rectangular cylinder of an aspect ratio of 0.5 is generally dominated by galloping at the flow incidence angle α=0° and 90°, with α=0° corresponding to the case where the long boundary is perpendicular to the flow direction. The response of a rectangular cylinder at α =0° is the combination of galloping and VIV in the reduced velocity range of 7≤Vr≤117≤Vr≤11. At α=90°, the galloping of a rectangular cylinder does not occur until the reduced velocity exceeds 22.5. As Vr<22.5, the response amplitude for α =90° is extremely small except in the very narrow lock-in regime of 4≤Vr≤64≤Vr≤6. The response frequency at galloping for a rectangular at α=90° varies between 0.5 and 0.58. Galloping is not observed at α=45° for a rectangular cylinder and at α=45 and 22.5° for a square cylinder.

Cylindrical bodies Numerical analysis Square shapes Vortex induced vibration Vortex shedding

250 ABSTRACTS

2016030660

Comparison of flow fields induced by fixed and oscillatory vertical cylinders in regular waves using 3D numerical model. Ocean Engineering, v 106, 15 September 2015, pp 238-251 http://www.sciencedirect.com/science/article/pii/S0029801815002930 Han, Y., Zhan, J-M., Et al English

The influences of a flexibly mounted cylinder and a fixed cylinder on the flow field in regular waves are studied numerically. Performances of the flexibly mounted cylinder oscillating freely in still water and in regular waves are first simulated. Then the in-line forces on the two cylinders in regular waves are compared to the theoretical results. All results indicate the present model is valid. Then the entire flow fields induced by the two cylinders are analysed in detail. The windward and leeward regions of the cylinder are each divided into eight sections. Results of the windward side are complex because of the superposition of incoming and reflected waves. Results of the leeward side show that the sectional average wave height decreases as the wave frequency increases. In general, the flexibly mounted cylinder attenuates wave energy more effectively. Moreover, the wave frequency is a major factor influencing the flow field. When the incident wave frequency approaches the natural frequency of the cylinder, differences of the two data sets become significant. Distance between the section and the cylinder is another influential factor. The two sets of results become more similar as the distance increases, especially in cases of low incident wave frequencies.

Cylindrical bodies Flow distribution Fluid structure interaction Numerical models

2016030661

Towards fluid-structure interaction simulations in a finite-volume flow solution method. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 13 ref, 2 tab, 6 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Jongsma, S., Windt, J. English

When CFD simulations are performed, objects embedded in the flow are often considered rigid. In some cases however, this assumption is not valid and the interaction between the fluid and the structure should be taken into account. The aim of this research is, to develop such a method. This paper starts by presenting the planned approach, describing the required steps. Subsequently, the current status of the implementation is discussed. Then a test case is described, which is a general benchmark for fluid-structure interaction and the results obtained using the present method are shown. Finally, some concluding remarks and directions for future research are given.

Computational fluid dynamics Fluid structure interaction

2016030662

Estimation of wave in deck load using CFD validated against model test. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1046 http://www.isope.org/publications/publications.htm Pákozdi, C., Östeman, A., Et al English

In this paper, a CFD case study with wave-in-deck loads on a gravity based structure (GBS) platform is carried out, including validation against model test data. A Volume-of-Fluid (VOF) method that allows for wave breaking and trapped air is applied. The significant diffraction of the incoming wave around the platform is thus accounted for. The Stokes 5th-order wave with a height of 39.5 m is considered. The wave theory is used to de- fine initial and boundary conditions for the simulation. Forcing the solution towards the theory over a 100 m wide zone along vertical boundaries is used to reduce the size of the solution domain (around one wavelength) and avoid

ABSTRACTS 251

wave reflections at solution domain boundaries. For validation, model test data in scale 1:54 are available; the model includes a caisson, 3 columns, a simplified topside and detailed cellar deck girders. Forces and moments on the whole deck, forces on several slamming panels, and wave profiles at various locations are compared. It was found that simulation results match experimental data sufficiently well and simulations can be recommended as a tool for analysis of wave-in-deck loads on offshore structures.

Computational fluid dynamics Gravity structures Model tests Wave loads

2016030663

Impact loads and whipping responses on a large container ship. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 82 http://www.isope.org/publications/publications.htm Lee, Y., White, N., Et al English

Time domain whipping analyses were carried out for a large container ship by using a computational tool. Fluid Structure Interaction (FSI) models are used to investigate nonlinear wave actions and wave induced global loads acting on the large container ship. Model scale measurements for whipping obtained from WILS JIP-III are compared against those from nonlinear time domain whipping analyses. This study discusses the global effects due to bow slamming and stern slamming. In addition this paper provides a set of numerical computational results and experimental data.

Containerships Hydroelasticity Impact loads Whipping

2016030664

Computational simulations of vortex-induced vibrations using URANS. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 7 ref, 1 tab, 2 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Kinaci, O. English

Vortex-induced vibrations are highly nonlinear and hard to numerically solve with conventional CFD approaches. The fluid-structure interaction between the oscillating cylinder and the fluid around it involves the vibration equation besides the Navier-Stokes Equations which increases the complexity of the flow. The numerical approaches are fragile and very sensitive to the implemented grid in the fluid domain. Due to the nature of the vortex-induced vibrations, dynamic meshing should be used; and the implementation of the dynamic mesh increases the computation time significantly as well as it usually obstructs the iterative convergence. In this study, a computational approach implementing URANS is presented. This study is limited to the vortex-induced-vibrations of rigid circular cylinders on elastic supports. The cylinder is restricted to oscillate transversely to the fluid flow in a two-dimensional environment. Two-dimensional flow assumption allows fast computations and gives quantitative notion about the dynamics of the flow. The mathematical model is validated with a benchmark experimental study and the obtained results are evaluated accordingly.

Cylindrical bodies Mathematical models Vortex induced vibration

252 ABSTRACTS

2016030665

Characteristics of stern slamming loads on an ultra-large containership in regular and irregular waves. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 89 http://www.isope.org/publications/publications.htm Kim, K-H., Kim, B.W., Et al English

Stern slamming is one of important issues in a design of ultra-large containership. In the WILS JIP-III (Wave Induced Load on Ships Joint Industry Project-III), stern slamming loads on a 10,000TEU containership were measured in order to see characteristics of stern slamming load. The ship model has six segments connected by a steel backbone and the scale is 1:60. For the measurement of stern slamming load, 5 load cells were distributed on the stern area. The stern slamming impact was measured towing the ship model in regular and irregular waves. Head and following sea conditions with different ship speeds were applied. Based on the measured data, characteristics of the stern slamming loads are presented and discussed in the present study.

Containerships Impact loads Large ships Slamming Wave loads on ships

2016030666

Parametric study on numerical prediction of slamming and whipping and an experimental validation for a 10,000-TEU containership. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 96 http://www.isope.org/publications/publications.htm Kim, J-H., Kim, Y. English

This paper describes an approach for the numerical analysis of container ship slamming and whipping and various parameters that influence slamming and whipping. For validation purposes, the numerical analysis results were compared with experimental results obtained as part of the Wave-Induced Loads

on Ships Joint Industry Project. Water entry problems for two-dimensional (2D) sections were first solved using a 2D generalized Wagner model (GWM) for various drop conditions and geometries. As the next step, the hydroelastic numerical analysis of a 10,000-TEU container ship subjected to slamming and whipping loads in waves was performed. The analysis method used is based on a fully coupled model consisting of a three-dimensional (3D) Rankine panel model, a 3D finite element model (FEM), and a 2D GWM, which are strongly coupled in the time domain. Parametric studies were carried out in both numerical and experimental tests with various forward speeds, wave heights, and wave periods. The trends observed and the validity of the numerical analysis results is discussed.

Containerships Hydroelasticity Numerical analysis Slamming Whipping

2016030667

Numerical simulations of WILS experiments. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 104 http://www.isope.org/publications/publications.htm De Lauzon, J., Benhamou, A., Malenica, S. English

The hydro-elastic ship structural response (springing & whipping) represents an important part of the overall structural response. The difficulties related to the correct modelling of this type of structural response, either numerically or experimentally, are very important and there are currently several research projects worldwide aiming at solving this problem. Most of the projects combine the numerical modelling, the model tests and the full scale measurements. A series of three WILS JIP projects (Wave Induced Loads on Ships, 2006-2014) was conducted by KRISO and an extensive experimental database was provided. The focus was made on the measurement of the bow flare impact loads and on

ABSTRACTS 253

the global hydroelastic response both in bending and in torsion. This paper summarizes the Bureau Veritas work on the comparisons of the numerical model HOMER with the WILS III experimental data.

Model tests Numerical models Slamming Springing Whipping

2016030668

Developing tools for assessing bend-twist coupled foils. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 6 ref, 2 tab, 12 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Marimon-Giovannetti, L., Banks, J., Et al English

For many applications, the ability of a foil to passively adapt to the experienced fluid loading could be advantageous, Nicholls-Lee & Turnock (2007): e.g. wind or tidal turbine blades, hydrofoils for sailing yachts, or marine propellers. Composite materials provide the opportunity to tailor the bend twist coupling of a structure to achieve these goals, Veers & Bir (1998). To allow such foils to be designed and assessed, numerical tools such as finite element analysis (FEA) and computational fluid dynamics (CFD) will need to be coupled together in fluid-structure interaction (FSI) simulations. Currently, there is a lack of experimental validation data for FSI investigations. This paper details experiments conducted on a flexible NACA0015 foil.

Fluid structure interaction Foils Model tests

2016030669

Experiments and analysis related to flow field around two circular cylinders. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume II, p 220 http://www.isope.org/publications/publications.htm Fu, P., Leira, B.J., Myrhaug, D. English

This paper presents a selective review of research on riser interference between two circular cylinders of equal diameter exposed to a steady current, focused on the oscillation amplitudes and force coefficients of the cylinders. The wake-induced vibration of the downstream cylinder is discussed. When the upstream cylinder is free to oscillate, the upstream cylinder’s vortex induced vibration affects the response of the downstream cylinder. Recent experimental studies related to this topic are reviewed. Methods to reduce the riser interference and to predict the probability of riser collision are presented.

Cylindrical bodies Flow distribution Risers Vortex induced vibration

2016030670

Extrapolation of model tests measurements of whipping to identify the dimensioning sea states for container ships. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 114 http://www.isope.org/publications/publications.htm Storhaug, G., Andersen, I.M.V. English

Whipping can contribute to increased fatigue and extreme loading of container ships, and guidelines have been made available by the leading classification societies. Reports concerning the hogging collapse of MSC Napoli and MOL Comfort suggest that whipping was a contributing factor. The accidents happened in moderate to small storms. Model tests of three container ships have been carried out in different sea states under realistic assumptions. Preliminary extrapolation of the measured data suggested that moderate storms are dimensioning when whipping is included due to higher maximum

254 ABSTRACTS

speed in moderate storms. This paper considers various extrapolation methods to investigate the uncertainty in the extrapolation methods and to see if all methods confirm that the moderate storms are dimensioning.

Containerships Model tests Sea state Wave loads on ships Whipping

2016030671

Experimental investigation on the springing response of a river-sea going container ship. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 130 http://www.isope.org/publications/publications.htm Peng, S., Wu, W., Xia, Z. English

Limited to the depth of the waterway and the height of the river crossing bridges, flat and small draught with double-tailed ships have become the preferred type for ocean going river-sea ships. In order to satisfy this demand, a shallow draft flat container ship with large openings and big B/D ratio (B/D>2.5) was designed. When sailing at sea, this flat ship would face serious nonlinear wave loads, which have great effects on hull-girder bending moments and fatigue damage. In this paper, the wave-induced vibrations, such as whipping and springing, of the latest flat river-sea link ship were investigated experimentally. A backbone beam segmented model was used in the experiments with the focus on springing induced vertical bending moments, for the model travelling in regular head waves with different load conditions. In addition, higher order harmonics vertical bending moments were also extracted from the experiments. The distinguish methods on the springing responses, as well as the different high order springing are proposed. The contributions from these nonlinear wave-induced vibrations are discussed. In the meanwhile, the comparison of ultimate vertical bending moments between model test results and design rules of CCS are discussed.

Model tests Oceangoing river vessels Springing Whipping

2016030672

A VBM research based on segmented model tests and numerical simulations for river-to-sea ship. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 137 http://www.isope.org/publications/publications.htm Zhang, C., Yue, J., Et al English

The river-to-sea ship structure tends to be flat due to limited draft of river channels. Its weakened vertical stiffness may cause slamming and wave induced vibrations. In this paper, in order to investigate the vertical bending moment (VBM) in this kind of ship, a segmented elastic model test was carried out. For comparison, numerical simulations based on three dimension (3D) potential theory and 3D hydroelastic theory was performed. Rule-based results were also given. Results indicate that, wave induced vibrations, springing and whipping would contribute more than 50% to the composed VBM in this ship. Considering the effects of hydroelasticity, long term forecast of VBM based on 3D potential theory are larger than rule-based results.

Bending moments Hydroelasticity Oceangoing river vessels Slamming Springing

2016030673

Coupling MPS and modal superposition method for flexible wedge dropping simulation. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 144 http://www.isope.org/publications/publications.htm Sun, Z., Xing, J.T., Et al English

In this paper, a modified version of Moving Particle Semi-implicit method (MPS, is combined with a structural model, which fully couples the rigid-body motion and modal superposition, to calculate the dynamics of the free dropping of 2d symmetric flexible wedge. The mutual effect between rigid-body and elastic mode are taken into account in this model. Compared with FEM, the linear system generated by the structural model would be much smaller (three

ABSTRACTS 255

rigid modes plus several elastic modes), regardless of the scale of the structure. The rigid and different flexible cases were simulated. The results are compared to experimental data from the literature. Both the acceleration and strain results are found to be in good agreement with the experimental data.

Hydroelasticity Slamming Wedges

2016030674

Numerical investigation of water entry of a horizontal cylinder in waves. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 152 http://www.isope.org/publications/publications.htm Hu, X., Liu, S. English

Wave impact of a horizontal circular cylinder during its water entry process is numerically investigated. The volume of fluid method (VOF) in combination with the dynamic mesh method is applied to capture the complicated free surface and simulate the interaction between multiphase, which includes wave, air and the horizontal cylinder. A two-dimensional numerical wave tank is built to generate regular waves. Phase diagrams and pressure distribution diagrams of cases with four impact phase angles are presented. The slamming coefficients are compared with experimental results and previous studies, showing good agreement. The relationships between the impact force and the parameters such as Froude numbers, the relative wave height (H/d) and relative structure width (2R/λ) are also discussed.

Cylindrical bodies Numerical analysis Water entry Wave loads on structures

2016030675

Twice expansion analysis method in time-domain for wave interaction. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 204 http://www.isope.org/publications/publications.htm Jin, R., Teng, B. English

Significant drift phenomenon of a platform with a mooring system is often observed in deep seas. It would be incorrect if the traditional perturbation expansion method was adopted to investigate the wave-body interaction directly. In order to solve the problem, a twice expansion method in time-domain is proposed. The analysis method is applied for forced motion of a truncated cylinder and coupled motion of a Spar platform in bichromatic waves. The numerical results show the correctness of the theory and the necessity of the present method.

Drift forces Fluid structure interaction Hydrodynamic forces Mooring systems Offshore platforms

2016030676

Sensitivity analysis of nonlinear air gap and wave slamming load with respect to current for semi-submersible platform design. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 218 http://www.isope.org/publications/publications.htm Huo, F., Zhang, H., Et al English

The design of an offshore platform is mainly based on the extreme response analysis due to the critical environmental conditions. It is important to predict accurately the air gap and wave slamming loads in order to check the strength of local structures which withstand the wave slamming due to a negative air gap. Due to the factors of working depth, the size of the mooring system model, sizes of experimental tank and equipment, it is difficult to simulate the wave, wind and current loads at the same time, accurately. When the platform is subjected to rough wave conditions, the current is also harsh. The main aim of

256 ABSTRACTS

this paper is to present sensitivity analysis results of non-linear air gap and wave slamming loads with respect to the current load for the design of a semisubmersible platform. Wind tunnel tests and seakeeping model tests have been performed. The linear air gap analysis can be carried out in the frequency domain without the effects of wind and current. But the results of linear analysis and model tests were diverging. It was decided to investigate the non-linear hydrodynamic analysis considering the effects of wind and current. In the non-linear simulation, the wetted surface of the platform is updated for each time step. Both excitation and restoring forces are based on the instantaneous wetted surface. According to the model test results, a numerical model is tuned and validated. Then, sensitivity analysis studies of the non-linear air gap and the wave slamming load with respect to the current load are performed in time domain. The sensitivity analysis method and results are valuable for floating platform design.

Air Gaps Offshore platforms Semisubmersibles Slamming

2016030677

Numerical investigation of wave-body interaction based on desingularized boundary integral method. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 226 http://www.isope.org/publications/publications.htm Xu, G. English

In order to exactly predict hydrodynamic forces acting on a floating structure, a time-domain second-order method was formulated to simulate a three-dimensional wave-body interaction problem. In the approach, Taylor series expansions are applied to the free surface boundary conditions, and Stokes perturbation procedure is then used to establish corresponding boundary value problem at first-order and second-order on the time-independent surfaces. Desingularized boundary integral equation method (DBIEM) is used to calculate wave field at each time step. A hybrid radiation condition, which is the composition of the multi-transmitting formula (MTF) method and damping zone (DZ) method, is employed

to minimize the wave reflection. A stable integral form of free-surface boundary condition (IFBC) is used to update velocity potential on the free surface. The numerical precision of the method was then investigated. The results were also compared with analytical solutions. It is shown that long time simulation can be carried out with stability and accuracy.

Boundary integral method Floating structures Fluid structure interaction Hydrodynamic forces

2016030678

Wave interaction with dual circular porous plates. Journal of Marine Science and Application, v 14 n 4, December 2015, pp 366-375 http://link.springer.com/article/10.1007/s11804-015-1325-7 Mondal, A., Gayen, R. English

This paper investigates the reflection and the transmission of a system of two symmetric circular-arc-shaped thin porous plates submerged in deep water within the context of linear theory. The hypersingular integral equation technique has been used to analyse the problem mathematically. The integral equations are formulated by applying Green’s integral theorem to the fundamental potential function and the scattered potential function into a suitable fluid region, and then using the boundary condition on the porous plate surface. These are solved approximately using an expansion-cum-collocation method using the behaviour of the potential functions at the tips of the plates. This method ultimately produces a very good numerical approximation for the reflection and the transmission coefficients and hydrodynamic force components. The numerical results are depicted graphically against the wave number for a variety of layouts of the arc. Some results are compared with known results for similar configurations of dual rigid plate systems available in the literature with good agreement.

Circular shapes Green function Plates Porous materials Wave propagation

ABSTRACTS 257

2016030679

Assessment of higher-order forces on a vertical cylinder with decomposition model based SWENSE approach. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [6 p, 7 ref, 5 tab, 4 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Vukcevic, V., Jasak, H., Malenica, S. English

Offshore structure design often relies on accurate assessment of higher order forces because of the ringing phenomena. In this work, calculation of higher order forces on a vertical surface piercing cylinder is carried out by a decomposition CFD model based on Spectral Wave Explicit Navier Stokes (SWENSE) approach. First, mesh and time refinement studies are carried out for a case with intermediately steep (ka = 0:12) incoming wave train. Second, a set of waves with different frequencies are simulated, keeping the wave steepness constant, ka = 0:06. Higher order forces up to fourth order are compared with fully nonlinear potential flow results. A discussion on strong second order behaviour of vorticity effects in the vicinity of the cylinder is presented.

Computational fluid dynamics Cylindrical bodies Wave forces

2016030680

Application of dam-break flow solution to predict the green water velocity on a 2D tension-leg platform. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1393 http://www.isope.org/publications/publications.htm Chuang, W-L., Chang, K-A., Mercier, R. English

This study employs bubble image velocimetry (BIV) to quantify the green water velocities on a simplified model structure mimicking an unrestrained tension-leg platform (TLP). A plunging breaker impinging on the frontal wall of the platform is experimentally simulated. The breaking wave was generated using a wave focusing method. A high speed camera was

used to record images for velocity determination. Repeated measurements were carried out on two perpendicular view planes. The structure velocities were also obtained using BIV. The Ritter’s solution, considered as the simplest analytical solution to the dam-break flow, was chosen to model the green water flow. The Ritter’s solution agrees well with the measured data not only on the overall distribution but also on the velocity magnitude.

Deck wetness Imagery Tension leg platforms Velocity

2016030681

Void fraction and impact pressure caused by breaking wave impingement on a 2D tension-leg structure. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1398 http://www.isope.org/publications/publications.htm Chuang, W-L., Chang, K-A., Mercier, R. English

Plunging breaker impinging on a simplified tension-leg platform (TLP) model structure was investigated in laboratory scale. The scenario of the wave impinging on the vertical wall of the model at the water surface is considered. Pressure measurements were taken at locations on the vertical wall of model above the still water level. Bubble image velocimetry (BIV) was used to reveal the aerated flow field. Fibre optic reflectometer (FOR) was applied to measure the void fraction in front of the end surface of each pressure surface. Notably, BIV, FOR, and pressure measurements were synchronized. The time evolution of the ensemble-averaged velocities, void fraction and pressure are presented. Impact coefficient with and without consideration of the correction of water density was calculated. Relationship between pressure, void fraction, and phase transition is investigated through various combinations of comparison.

Breaking waves Impact loads Tension leg platforms Wave loads

258 ABSTRACTS

2016030682

The hydrodynamic characteristics research of freak waves interaction with JIP spar – analysis of wave run-up. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1432 http://www.isope.org/publications/publications.htm Liu, Z., Ma, X., Et al English

In this paper, a time domain higher-order boundary element method (THOBEM) is introduced to solve the problem of the freak wave mooring lines-body interaction. Based on the Longuet-Higgins model, modulate the initial phase, waves were obtained which satisfy the definition of freak waves in a short period. The simulation results show that coefficients of skewness and kurtosis at head side are larger than that at back side. When the focusing positions set in head side, the peak value of wave run-up is decrease along with spectral periods, initial phase and increase along with spectral widths.

Freak waves Mooring systems Offshore platforms Wave runup

2016030683

Simulation of complete water exit of a fully-submerged body. Journal of Fluids and Structures, v 58, October 2015, pp 79-98 http://www.sciencedirect.com/science/article/pii/S0889974615001978 Ni, B.Y., Zhang, A.M., Wu, G.X. English

The whole process of water exit of a fully-submerged rigid body is simulated using the boundary-element method for the velocity potential. A numerical procedure is proposed for the free-surface breakup as well as for body detachment from water. Convergence and sensitivity studies have been conducted for the procedure and consistent results have been achieved. Detailed simulations are undertaken for a spheroid emerging and departing from water. Results are provided for pressure and force on the body, as well as the step-by-step free surface deformation, including the development of

the jet and formation of the cavity. The effect of Froude number is investigated, as well as the body shape in terms of the ratio of its horizontal and vertical dimensions.

Boundary element method Free surfaces Submerged bodies

2016030684

Nonlinear dynamic behaviours of a floating structure in focused waves. China Ocean Engineering, v 29 n 6, December 2015, pp 793-806 http://link.springer.com/article/10.1007/s13344-015-0057-4 Cao, F.F., Zhao, X-z. English

Floating structures are commonly seen in coastal and offshore engineering. They are often subjected to extreme waves and, therefore, their nonlinear dynamic behaviors are of great concern. In this paper, an in-house CFD code is developed to investigate the accurate prediction of nonlinear dynamic behaviors of a two-dimensional (2-D) box-shaped floating structure in focused waves. Computations are performed by an enhanced Constrained Interpolation Profile (CIP)-based Cartesian grid model, in which a more accurate VOF (Volume of Fluid) method, the THINC/SW scheme (THINC: tangent of hyperbola for interface capturing; SW: Slope Weighting), is used for interface capturing. A focusing wave theory is used for the focused wave generation. The wave component of constant steepness is chosen. Comparisons between predictions and physical measurements show good agreement including body motions and free surface profiles. Although the overall agreement is good, some discrepancies are observed for impact pressure on the superstructure due to water on deck. The effect of grid resolution on the results is checked. With a fine grid, no obvious improvement is seen in the global body motions and impact pressures due to water on deck. It is concluded that highly nonlinear phenomena, such as distorted free surface, large-amplitude body motions, and violent impact flow, have been predicted successfully.

Computational fluid dynamics Dynamic response Floating structures Fluid structure interaction Wave forces on structures

ABSTRACTS 259

2016030685

Three-dimensional water entry of a solid body: A particle image velocimetry study. Journal of Fluids and Structures, v 59, November 2015, pp 85-102 http://www.sciencedirect.com/science/article/pii/S0889974615002121 Jalalisendi, M., Osma, S.J., Porfiri, M. English

Understanding and predicting the hydrodynamic loading experienced by a solid body during water impact is critical for researchers and practitioners in naval engineering. While two-dimensional (2D) water entry problems have been extensively investigated, experimental data on 3D fluid–structure interactions during water impact are rather limited. Here, particle image velocimetry (PIV) is utilized to study the free fall vertical impact of a solid body, modelling a ship hull, on an otherwise quiescent fluid. Planar PIV is used to measure the velocity field on multiple cross-sections along the length and width of the model. These data are combined to infer the 3D velocity field in the entire fluid. The 3D velocity field is then utilized to reconstruct the pressure field by integrating the incompressible 3D Navier–Stokes equations in a time-varying domain, where both the free surface and the fluid–solid interface evolve in time. By evaluating the pressure field on the wetted surface of the model, the hydrodynamic loading during water entry is estimated. Experimental results demonstrate the central role of 3D effects on both the flow physics and the hydrodynamic loading. As the cross-sectional velocity decreases away from the mid-span, a robust increase in the axial velocity component is observed. This translates into a complex spatio-temporal dependence of the hydrodynamic loading, which is initially maximized in the vicinity of the pile-up and later increases toward the keel. Due to the deceleration of the model during the impact and the increase in the wetted surface, the hydrodynamic loading close to the mid-span in the early stage of the impact is considerably larger than the ends. The 3D flow physics is used to study the energy imparted to the fluid during the impact, which was found to be mostly transferred to the risen water, consisting of the

pile-up region and the spray jet. The methodology can be implemented for the analysis of other solid bodies with multiple geometric curvatures, and the experimental results can be utilized for the validation of 3D mathematical models of water entry.

Hydrodynamic loads Imagery Slamming Water entry

2016030686

Dynamic analysis of risers using a novel multi-layered pipe beam element model. Marine Structures, v 44, December 2015, pp 211-231 http://www.sciencedirect.com/science/article/pii/S0951833915000672 Aguiar, L.L., Aimeida, C.A., Paulino, G.H. English

In this paper a recently proposed formulation for the multi-layered pipe beam element is extended to dynamic analysis of risers. Derivations of hydrostatic and hydrodynamic loadings due to internal and external fluid acting on each element layer are presented. Mass and damping matrices, associated to each element layer, are properly derived by adding their respective contributions to the expression of the virtual work due to external loading. The finite element implementation allows for the numerical representation of either bonded or unbonded multi-layered risers, including small slip effects between layers. A number of numerical examples have been carried out and the results show the accuracy and efficiency of the new element formulation, even in large scale riser analysis. Moreover, a few benchmarks are established using multi-layered pipes and risers.

Dynamic analysis Hydrodynamic loads Risers

260 ABSTRACTS

2016030687

Berth influence on wave loads on the moored ship near it – analysis using Eigen function expansion method. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 232 http://www.isope.org/publications/publications.htm Leontev, V.A., Nudner, I.S., Et al English

Ensuring safe ships berthing and loading-unloading operations at berths needs reliable mooring systems. Their parameters must be chosen in correspondence with maximal loads on ship, which are caused by external impacts of waves. Wave characteristics near berth depend on berth design and interaction with ship. That is why it is necessary to take into account berth geometry when determining maximal loads on the ship and induced ship movements during loading-unloading operations. In this paper the analytical model is described of berth influence on interaction between waves and mooring ship and some numerical results are presented.

Berths Moored vessels Wave loads

3.5 AERODYNAMICS AND WIND ENGINEERING

2016030688

Numerical investigation of aerodynamics behaviour of dynamic stall, with application to stabilizer fins of ships. NuTTS ’15, 18th Numerical Towing Tank Symposium; 28-30 September 2015; Cortona, Italy. Organised by INSEAN, Rome, Italy. [5 p, 12 ref, 6 fig] https://www.uni-due.de/imperia/md/content/ist/nutts_18_2015_cortona.pdf Fernandes, G., Kapsenberg, G., Et al English

The accurate study of unsteady forces on lifting surfaces is important to many applications. Additionally, the phenomena of dynamic stall, in particular, is pertinent to not only engineering topics such as horizontal and vertical axis wind turbines, helicopter blades and is also relevant to the flight of

insects and birds. Dynamic stall is usually described with a wing or wing section pitching at some significant rate. Contrary to a static case, the angle of attack can be increased significantly past the static stall angle (Leishman 1990). The objective of this work is to simulate the flow conditions seen at model scale experiments, Re » 65,000 for moving aerofoils, and from this knowledge comprehend the applicability of stabilizer fins to ships, typically yacht-type ships. Given the spread in the literature using similar methods, arriving at accurate and reliable results for the design conditions is crucial. This paper shows the step of verification and validation of a two-dimensional static NACA 0012 at various angles of attack. Several parameters are examined (space and temporal refinements, turbulence modelling, and inlet boundary conditions). First, a comparison is made to the available static data in (Lee and Gerontakos 2004), and repeated at the design Reynolds number.

Aerodynamics Fin stabilizers Pitching

2016030689

Large eddy simulation of flows around a kite used as an auxiliary propulsion system. Journal of Fluids Engineering, v 137 n 10, October 2015 [8 p] http://fluidsengineering.asmedigitalcollection.asme.org/article.aspx?articleID=2289906 Scupi, A., Avital, E.J., Et al English

The aerodynamic forces acting on a kite proposed for propelling marine shipping are investigated using computational and experimental means. Attention is given to the kite's positions as perpendicular or nearly perpendicular to the air flow that still possess potential for thrust generation but cannot be analysed using finite wing models applicable for kites at low angles of attack. Good agreement is achieved in the prediction of the time-averaged drag coefficient between the large eddy simulations (LESs) of a full scale kite and wind tunnel measurements of a small scale kite model. At zero-yaw conditions both the time-averaged drag and lift (side) forces show behaviour similar to the literature-reported empirical relations for flat plates of the same aspect ratio (AR), but with differences of up to 20% in the coefficients’ values. Thus, the plate’s known empirical formulae for aerodynamic forces at zero yaw angles may be used as fast low-accuracy prediction tools before engaging with the more costly turbulent flow

ABSTRACTS 261

computations and wind tunnel tests. Yawing moderately the kite can actually increase mildly the drag but further yawing or pitching it reduces the dominant drag force. Both the drag and lift show unsteady components that are related to the large turbulent wake behind the kite and vortical shedding from the kite's ends. Power spectra of the aerodynamic forces’ coefficients are presented and analysed.

Aerodynamics Auxiliary systems Propulsion systems Wings

3.6 FUNDAMENTAL FLUID MECHANICS

2016030690

Mesh-free Lagrangian modelling of fast flow dynamics. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 1223 http://www.isope.org/publications/publications.htm Shadloo, M.S., Le Touzé, D., Oger, G. English

Smoothed Particle Hydrodynamics (SPH) is a relatively new meshless numerical approach which has attracted significant attention in the last two decades. Compared with the conventional mesh-dependent computational fluid dynamics (CFD) methods, the SPH approach exhibits unique advantages in modelling multiphysics fluid flows and associated transport phenomena due to its capabilities of handling complex material surface behaviour as well as modelling complicated physics in a relatively simple manner. On the other hand, as SPH is still a developing CFD tool, it is vital to investigate its attributes, namely, advantages or potential limitations in modelling different multiphysics flow problems to further understand and then improve this technique for real life phenomena and industrial applications. Toward this end, this work aims to explain the

motivations behind utilizing SPH method, recent industrial applications of this technique, as well as challenges in order to make it as a hand-on computational tool.

Computational fluid dynamics Fluid flow Lagrangian functions

4.1 STRUCTURAL RESPONSE

2016030691

A review-analysis on material failure modelling in ship collision. Ocean Engineering, v 106, 15 September 2015, pp 20-38 http://www.sciencedirect.com/science/article/pii/S0029801815002759 Calle, M.A.G., Alves, M. English

Ship collisions and grounding of tankers continue to occur regardless of continuous efforts to prevent such accidents and their inherent potential danger to provoke oil spill environment disasters. Nowadays, finite element modelling became a powerful tool to predict the structural response of ships during collision. However, one of the major challenges in modelling the collapse of naval structures is the formulation of an adequate failure criterion which conciliates the micro-scale physical aspects associated to crack initiation in ductile materials with the mandatory use of large shell element sizes in the large-scale naval structure models. The purpose of this paper is to present a review on failure criteria used in finite element modelling of ship collision events. Failure criteria based on a limiting value of the equivalent plastic strain is the most commonly used in ship collision modelling, but some criteria based on stresses state, forming limit diagram, strain energy, fracture mechanics among others are also disclosed in this review. Special attention is focused on the limitations of the failure criteria, as well their development, validation and practical application in numerical modelling. Numerical modelling of crack propagation and welded joints in naval structures subjected to impact loads are also reviewed.

Failure Impact loads Numerical models Ship collisions

262 ABSTRACTS

2016030692

Statistical properties of bulk carrier residual strength. Ocean Engineering, v 106, 15 September 2015, pp 47-67 http://www.sciencedirect.com/science/article/pii/S0029801815003030 Campanile, A., Piscopo, V., Scamardella, A. English

Time-variant residual strength of bulk carriers under corrosion wastage is investigated by Monte Carlo simulation. A new formulation of the incremental–iterative approach is presented to account for instantaneous neutral axis rotation, in case of asymmetrical damage conditions. Relevant incidence on hull girder residual strength is preliminarily studied. Hence, two main aspects are investigated: the former regards the correlation among input variables, commonly assumed as uncorrelated in classical procedures. In this respect, three correlation models are considered: no correlation, full correlation, and full correlation among variables belonging to the same group of compartments. Subsequently, a z-test is performed and the hull girder residual strength probability density functions are determined for both sagging and hogging conditions, as when correlation exists, Lindeberg–Feller Central Limit Theorem cannot be applied. Three damage scenarios are analysed, according to the last requirements of Harmonized Common Structural Rules for Bulk Carriers and Oil Tankers, assuming as reference case the bulk carrier section scheme, proposed in the last ISSC Report. Finally, the residual strength factor distribution vs. time is determined, together with relevant lower/upper bound values, with certain non-exceedance probability level, that in turn depends on correlation among corrosion wastages of all structural members.

Bulk carriers Corrosion Monte Carlo method Strength

2016030693

Experiments on corrugated thin cylindrical shells under uniform external pressure. Ocean Engineering, v 106, 15 September 2015, pp 68-76 http://www.sciencedirect.com/science/article/pii/S0029801815003005 Ghazijahani, T.G., Dizaji, H.S., Et al English

The widespread application of thin cylindrical shells has motivated many researchers to investigate the buckling behaviour of such thin-walled structures. Cylindrical shells strengthened by additional external stiffeners, which are also referred to as stiffened cylindrical shells, have been extensively investigated by researchers. However, shell structures stiffened through corrugation, herein referred to as corrugated shell structures, have remained almost untouched as quite a few experimental studies have been reported in this regard. It is important to note that stiffening of thin-walled shell structures through corrugation may result in considerable conservation of material and favourable performance, and hence further studies are required to investigate the buckling stability as well as performance of corrugated shell structures. This paper presents an experimental study on such corrugated thin-walled structures under uniform peripheral pressure. Test results are compared with theoretical predictions and accordingly satisfactory results are obtained. Moreover, different buckling/failure modes are identified and investigated in the current experimental study.

Buckling Corrugated shells Cylindrical shells Experimentation

2016030694

Investigation into the dynamic collapse behaviour of a bulk carrier under extreme wave loads. Ocean Engineering, v 106, 15 September 2015, pp 115-127 http://www.sciencedirect.com/science/article/pii/S0029801815003108 Xu, W., Duan, W., Han, D. English

The aim of this paper is to quantitatively evaluate the extent of collapse of a bulk carrier when the ship is subjected to extreme wave loads. A hydro-elastoplasticity theory, which was proposed by the present authors and takes into account the interaction between the large elasto-plastic deformation and the

ABSTRACTS 263

wave load evaluation, is applied to the ship’s structure with the assumption that a plastic hinge is formed in the midship region when the hull girder collapses in extreme wave conditions. The dynamic response of the hinge can be expressed by the relationship between the vertical bending moment and the curvature, which are obtained using nonlinear Finite Element Analysis (FEA). A comparative correct moment–curvature curve and a reasonable load evaluation are necessary for prediction of the severity of the collapse for the actual ship. A bulk carrier hull model with one frame space is constructed and analysed using an arc-length control method (Riks method). The geometric nonlinearity resulting from large deformations and the material nonlinearity are taken into account. The presence of an initial imperfection is considered using the consistent imperfection mode method in the FEA. A prediction of the extent of collapse for a bulk carrier subjected to an extreme wave load is carried out using the hydro-elastoplasticity approach. This analysis clarifies the extent to which the hull girder may collapse in extreme wave conditions at an exceedance probability of 1/1000 in several short-term sea states.

Bulk carriers Collapse Extreme waves Wave loads on ships

2016030695

Influence of welding sequence on welding deformation and residual stress of a stiffened plate structure. Ocean Engineering, v 106, 15 September 2015, pp 271-280 http://www.sciencedirect.com/science/article/pii/S0029801815003170 Chen, Z., Chen, Z., Ajit Shenoi, R. English

An important consideration in the safe and efficient manufacture and operation of marine structures is the possible distortion, and consequential induced residual stress, owing to welding. This paper deals with welding simulation of a stiffened plate structure with longitudinal and transverse stiffeners using a thermal elasto-plastic FE method. Shell elements with section integration features are adopted to model the plate and stiffeners and solid elements to model the local detail of weld line region. Linear constraint

equations are established between degrees of freedom of the shell and solid elements. Welding parameters of heat input, welding speed and welding sequence are considered in the analysis. A typical fillet-welded joint is studied and the thermal and mechanical results are compared with experimental values. Six welding sequences are simulated. The results demonstrate the specific influences of the different welding parameters on residual distortion and stress in a stiffened plate structure.

Distortion Residual stress Stiffened plates Welding

2016030696

Dynamic strength of a ship based on 2D hydroelasto-plasticity and FEM in extreme waves. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 740 http://www.isope.org/publications/publications.htm Liu, W., Wu, W., Suzuki, K. English

Extreme waves have caused a lot of ship accidents and casualties in the ocean. So nonlinear dynamic strength of a containership in extreme waves is studied, close attention is paid to the dynamic ultimate strength and deformational angle at midship. On one hand, traditional ultimate strength evaluation is mainly carried out in quasi-static assumption and no dynamic wave effect is considered. On the other hand, dynamic response of ship induced by wave is studied on the basis of hydroelasticity theory so that no nonlinear ship structural response can be obtained in large waves. Therefore, the 2D hydroelasto-plasticity method which takes account of the coupling between time-domain wave and nonlinear ship beam is proposed. This method combines the hydroelasticity method with FEM to calculate wave loads and nonlinear dynamic structural responses in extreme wave. In addition, nonlinear dynamic FEM is also applied for the nonlinear dynamic strength of a containership; the computational results of FEM including nonlinear VBM and deformational angle are compared with results of hydroelasto-plasticity and hydroelasticity. A number of numerical extreme

264 ABSTRACTS

wave models are selected for computations of hydroelasticity-plasticity, hydroelasticity, and FEM. The difference between nonlinear VBM calculated by FEM and linear VBM calculated by hydroelasticity is observed and conclusions are drawn.

Extreme waves Finite element method Hydroelasticity Plastic properties Structural response

2016030697

On the estimation method of slamming pressure for ship structural analysis in combination of CFD with heuristic method. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 751 http://www.isope.org/publications/publications.htm Tahara, N., Momoki, T., Fukusawa, T. English

In order to estimate the stress distribution due to slamming of a ship, it is necessary to determine the local pressure distribution accurately. CFD is a promising approach for this purpose, however, a large amount of computational effort is required if a 3-dimensional calculation is adopted. In this paper, the pressure distribution is estimated by means of a 2-dimensional CFD approach and is modified with the aid of a heuristic method to take account of the 3-dimensional effect in slamming phenomenon of the ship with forward speed in waves. The proposed calculation method of pressure distribution is examined by conducting the structural analysis of the ship and the calculated stress distribution is discussed from the practical point of view.

Pressure distribution Slamming Stress concentration Structural analysis

2016030698

Structural reliability analysis of deepwater SDPSO platform. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 772 http://www.isope.org/publications/publications.htm Shi, J., Wang, J., Et al English

The new concept Spar Drilling Production Storage Offloading (SDPSO) platform improves the flexibility of technical solutions and reduces the overall cost of deepwater oil field development. The ultimate strength of the hull structure under the condition of bending loads induced by wave and fatigue strength of local structural members were calculated and analysed. Reliability index and structural failure were obtained for both ultimate strength and fatigue strength analysis by the reliability method, advanced FOSM. It was observed that the reliability index satisfied the target value, indicating that the platform possesses a high structural reliability level, and the fatigue life of the joint met the relevant requirement.

Deepwater Fatigue strength Offshore platforms Structural reliability Ultimate strength

2016030699

Identification of dominant failure modes of a jacket offshore structure. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 779 http://www.isope.org/publications/publications.htm Keremidis, K.K., Mamatsopoulos, V.A., Angelides, D.C. English

The identification of dominant failure modes of large structures is a subject of great importance in modern engineering, because it offers the opportunity to monitor the evolution of failure mechanisms in time and space, thus allowing the designer to interfere with system reliability by reinforcing or altering the structural system, either during the design or the operational phase. The purpose of this investigation is

ABSTRACTS 265

to identify the dominant failure modes of an existing offshore platform of jacket type under dynamic loading. For the stochastic analysis describing the above mentioned system, the random variables being selected are the yield stresses of the n elements of the structure. A genetic algorithm is implemented for the selective searching of n-dimensional space of random variables in order to obtain dominant failure modes in decreasing order of their probability of occurrence. Then, the importance of a failure mode is approximated by matching each failure mode to the respective safety index, β.

Dynamic loads Failure Jacket structures Offshore structures

2016030700

Experimental research on ultimate strength of plates under cyclic axial loads. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1098 http://www.isope.org/publications/publications.htm Cui, H-w., Yang, P., Cui, C. English

A series of experimental tests were carried out on the ultimate strength of square column models under cyclic axial compression, conducted to simulate ship plates. A total of 7 square-column models were built, in which 5 were from mild steel and 2 from high tensile steel. It was found that the compressive ultimate strength of plates keeps on decreasing with the increase of loading cycles. Moreover, the ultimate strength assessment based on one-time collapse criteria may overestimate the load bearing capability of actual ships at sea. In addition, numerical analysis is also conducted and presented to the models by the nonlinear finite element method.

Axial loads Cyclic loads Plates Ship structures Ultimate strength

2016030701

Earthquake vulnerability assessment of a mobile jackup platform in the Gulf of Suez. Ships and Offshore Structures, v 10 n 6, 2015, pp 609-620 http://www.tandfonline.com/doi/full/10.1080/17445302.2014.942093 Elsayed, T., El-Shaib, M., Holmas, T. English

The vulnerability of an existing jackup platform, in the Gulf of Suez region, to earthquake ground loads, is investigated in this paper. A case study for the earthquake response assessment of a typical mobile jackup platform located in the Gulf of Suez area is presented. The seismic performance of the jackup rig is assessed using the finite-element method. A nonlinear finite-element model of the jackup rig is constructed taking into account the effect of structure to soil interaction. The platform is first assessed for environmental loads including waves and currents. Earthquake ground motion is then incrementally applied using a time-domain dynamic pushover response analysis. Member stresses resulting from environmental loads are combined with seismic stresses. Results show that the platform is able to resist low-to-moderate seismic activity up to 0.30g after which the integrity of the platform could be compromised. The Gulf of Suez is a seismically active region. Jackup platforms operating in this area should be assessed for earthquake loads.

Earthquake resistance Jackup platforms Offshore platforms

2016030702

Effects of hull damage on global loads acting on a trimaran ship. Ships and Offshore Structures, v 10 n 6, 2015, pp 635-652 http://www.tandfonline.com/doi/full/10.1080/17445302.2014.943387 Mohammadi, M., Khedmati, M.R., Vakilabadi, K.A. English

This paper focuses on the calculation of global loads on a trimaran in intact and damage conditions. Validated numerical methods, including strip theory and panel method, are used to predict still water static and wave-induced dynamic loads acting on the intact and damaged ship in the frequency domain. The analysis is carried out using ShipX (VERES) and MAESTRO-Wave codes. Comparison of the results

266 ABSTRACTS

shows a good agreement, particularly in vertical loads. The results demonstrate that an imposed damage changes not only the distribution of global still water static loads, but also that of the global wave-induced dynamic loads. It is also observed that in some cases the loads acting on the undamaged cross sections increase considerably compared to the intact condition. This is due to the change in the distribution of loads acting on the ship under damage condition.

Dynamic loads Hull damage Trimarans

2016030703

Application of response surface method for reliability analysis of stiffened laminated plates. Ships and Offshore Structures, v 10 n 6, 2015, pp 653-659 http://www.tandfonline.com/doi/full/10.1080/17445302.2014.943388 Yang, N., Das, P.K., Yao, X. English

The practicability of structural reliability analysis methods for a specific limit state depends to a great extent on the complexities of the formulation of the limit-state function. Often the limit-state function is not available in the explicit form. One way to solve the problem is to approximate a limit-state surface in a numerical form by regression. Once the response surface has been obtained, the reliability analysis is made with the response surface as limit-state surface in place of the complicated limit-state surface of the model. An application methodology for structural reliability analysis of the composite structures based on the response surface method in conjunction with nonlinear finite-element analysis is demonstrated in this paper. With the fitted response surface obtained, further developments for defining partial safety factors for composite design purpose are now possible.

Composite materials Response surface methodology Stiffened plates Structural reliability

2016030704

Global ultimate strength assessment (GUSA) for lifetime extension of ageing offshore structures. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 431 http://www.isope.org/publications/publications.htm Mat Soom, E., Abu Husain, M.K., Et al English

Malaysia is the second largest oil and gas producer in Southeast Asia. The majority of jacket platforms in Malaysia have exceeded their design life with various types of underwater structure irregularities. Therefore, it is essential to address the reliability of the jacket platforms in Malaysia due to ageing and increasing environmental loading. Global Ultimate Strength Assessment (GUSA) methodology was established to support detailed reassessment applied in managing safety, integrity analysis and reliability by evaluating the ageing and existing platform loading. It is a tool for the high-end analysis of structures for risk based assessment and has been accepted by most of the major marine operators in the offshore industry. The main purposes of this analysis are to manage the structure’s risk level over its remaining service life and to initiate cost efficient inspection or mitigation actions, if required. Probabilistic models which are derived from structural reliability methods with the result from pushover analysis are used to determine the annual probability of failure of the structure over its remaining service life. The outcome of these analyses can efficiently assist in understanding the structure failure mechanism and correctly define relevant type of mitigations required. In this paper, the reassessment of an ageing platform over 30 years old, still in production is presented to demonstrate GUSA capability to perform life extension evaluation. Due to the demand to prolong the production for a further 25 years, it has been evaluated in design level analysis in early stage. With the major modifications such as extension deck for multipurpose pump and outboard conductors have given rise to overstressed and fatigue issues.

Life (durability) Offshore structures Structural reliability Ultimate strength

ABSTRACTS 267

2016030705

Statistical analysis of fatigue damage due to springing effect for large container carriers. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume III, p 123 http://www.isope.org/publications/publications.htm Han, F., Wang, C., Et al English

This paper deals with an approach to estimating the springing contribution to the fatigue damage of the vessel structure. A strip theory has been used to predict the ship motions, and the wave induced forces and moments for a ship advancing at constant speed in regular waves. The natural vibration frequencies as well as the displacement, rotation, bending moment and shear force modes are obtained by transfer matrix method. Time domain simulation method is applied to account for the interaction of the vibration mode with the wave. Fatigue damage assessment including springing effect could be realized through spectral-based fatigue analysis.

Containerships Fatigue (materials) Springing Strip method Vibration

2016030706

Reliability analysis based on a direct ship hull strength assessment. Journal of Marine Science and Application, v 14 n 4, December 2015, pp 389-398 http://link.springer.com/article/10.1007/s11804-015-1328-4 Feng, G., Wang, D., Et al English

A method of reliability analysis based on a direct strength calculation employing the von Mises stress failure criterion is presented here. The short term strain distributions of ship hull structural components are identified through the statistical analysis of the wave-induced strain history and the long term distributions by the weighted summation of the short term strain distributions. The wave-induced long term strain distribution is combined with the still water strain. The extreme strain distribution of the response strain is obtained by statistical analysis of the combined strains. The limit state function of the reliability analysis is based on the von Mises stress

failure criterion, including the related uncertainties due to the quality of the material and model uncertainty. The reliability index is calculated using FORM and sensitivity analysis of each variable that has effects on the reliability is also discussed.

Hull strength Structural reliability

2016030707

Study on global fatigue analysis for deep water tension-leg platform based on simplified spectral method. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1404 http://www.isope.org/publications/publications.htm Li, Y., Chen, Y., Et al English

This paper focuses on global fatigue analysis for a deep-water Tension-Leg Platform (TLP) based on simplified spectral method. The purpose of this analysis is to validate the TLP for fatigue and identify fatigue sensitive areas for further local analysis. These global fatigue results are also later used to extract results for other local fatigue analysis. The load case considered for the global stochastic fatigue analysis is the operating condition. The stochastic fatigue evaluation is based on the ABS guide (2003-2007) for fatigue assessment of offshore structures. The load for the analysis was based on the normal operating condition and the wave scatter diagram was obtained. The analysis was carried out using SESAM suite of programs using its sub-modeling technique i.e. using displacements derived from global spectral fatigue analysis onto the sub-model boundaries. The radiation/diffraction theory is used to calculate wave load acting on TLP. The 3D FEA model of the rig is made using shell element, beam element, and mass element. According to long-term wave distribution of South China Sea, stress response of the global structure is calculated. The results from the detailed FE-models are used to calculate the fatigue life using STOFAT. The fine FEA model of typical joint is made, the result of global FEA is taken as the load boundary condition, the hot spot stress transfer functions are calculated accounting for hydrodynamic load and gravity load. The objective of this study is making a suggestion of a new simplified fatigue analysis method. Based on the Miner’s rule, the fatigue life of the typical joint are calculated using a simplified fatigue assessment method, and the results

268 ABSTRACTS

are compared with the results of the spectral-based fatigue assessment method. Finally the simplified fatigue assessment method is verified.

Deepwater Fatigue life Finite element method Tension leg platforms

2016030708

Time history and spectral fatigue analyses of deepwater offshore truss-spar platform under in-service and trans-ocean tow conditions. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume I, p 1446 http://www.isope.org/publications/publications.htm Peng, B-F., Chen, C-Y., Llorente, C. English

This paper details two fatigue analysis approaches, that is, time history and spectral fatigue analyses for truss spar under in-place and trans-ocean dry tow environmental conditions. For the efficiency of in-place time history fatigue damage calculation, a method to condense the sea states is introduced based on a closed form solution of the fatigue damage calculation. The typical fatigue hot-spot locations of the deepwater Truss-Spar are identified. The barge structural flexibility effect on the tow fatigue analysis results is summarized. A real Truss-Spar platform successfully installed and operated in the Gulf of Mexico for more than 10 years with water depth greater than 3000 feet is presented. Since this deepwater platform had successfully withstood the major hurricanes (e.g., Ivan, Katrina, Rita, and Ike) and is still operating subjected to under-water inspections as per the requirements of BSEE, it had been proved that the original fatigue analysis approaches are practically conservative and the fatigue strength of the platform is adequate.

Deepwater Fatigue (materials) Offshore platforms

2016030709

Investigations on the dynamic collapse behaviour of thin-walled structures and plate panels for shipbuilding applications. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1109 http://www.isope.org/publications/publications.htm Lindemann, T., Backhaus, E., Et al English

In this paper, the dynamic collapse behaviour of structural components used for shipbuilding applications is investigated. To assume an appropriate material model uniaxial tensile tests are performed for different steel specimens. Interpolation functions are validated against the test results. Dynamic collapse analyses are performed for thin walled structures in bending by using the Finite Element Method. The numerical results are validated against experimental data. For different plate panels under inplane thrust the dynamic collapse behaviour is determined numerically. An approach to extend the Idealized Structural Unit Method for dynamic collapse analyses of large structural units is presented.

Collapse Finite element method Ship structures Thin walls

2016030710

Classification society studies on FPSO life extension requirements. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26202-MS [11 p] https://www.onepetro.org/conference-paper/OTC-26202-MS Machado, C.L., Wu, J., Huang, W. English

The last couple of decades have seen the conversion of a large number of trading tankers into floating production, storage, and offloading units (FPSOs). ABS records indicate that about a fifth of the worldwide FPSO fleet is approaching the end of its designed service life, with a significant number of these operating in Brazilian waters. Meanwhile, new discoveries in pre-salt reservoirs and the recent proven technologies for oil recovery have been pushing operators and concessionaires to extend oil production in these fields beyond their originally

ABSTRACTS 269

predicted life. Additionally, recent pre-salt oil developments offshore Brazil has increased the demand for new units. The result of these developments is a stated industry need to extend the service lives of existing FPSOs. This need in association with the refinement of environmental data and enhancement of Rules requires the verification of the adequacy of the FPSO unit to withstand the design operational loads, and its updates, refurbishments and additional equipment using currently available engineering tools for numerical simulations and the current Code and Class Rule requirements. A new methodology to review these units employing state-of-art technology tools was developed using studies comparing existing FPSO arrangements based on prescriptive classification rule requirements and finite element analyses. Comparisons were performed between the results of these analyses and the original approved design data. Such comparisons are significant in understanding FPSO structural capacity at the conversion stage, its performance during its intended service, and its remaining service life. Differences were mapped and the reasons for these differences were investigated to determine typical engineering procedures needed for predicting the estimated remaining service life. The resulting approach is a new method for evaluating the remaining structural life of existing FPSOs. This approach also enlists an in-service inspection program to provide the necessary information regarding structural degradation during years of operation, previous repairs, and the most current condition. A similar approach also can be used for other hull forms.

Classification society rules Design loads FPSOs Life (durability) Structural reliability

2016030711

Evaluation of local joint flexibility effects in fixed oil platforms. OTC Brazil; 27-29 October 2015; Rio de Janeiro, Brazil. Organised by OTC & IBP. Paper OTC-26221-MS [15 p] https://www.onepetro.org/conference-paper/OTC-26221-MS Martins, J.L., Silva, R.P. English

Most of the fixed offshore platforms installed in Brazil are reaching or exceeding their design life. Even with the sharp fall in oil prices and the

discovery of new oil fields, many of these installations remain economically viable in spite of their age; therefore, there is a need to extend their operational life. To ensure the platform structural integrity, the most sensitive structural joints and elements are systematically inspected. These inspections are based on structural analyses that identify all elements in which the working stress or design life do not comply with adopted codes. Underwater inspections can be difficult and very expensive. The use of local joint flexibility can lead to a reduction in the number of joints to be inspected. For that reason, this work aims to present an evaluation of the effects using methodologies of local joint flexibility. This work was conducted for six fixed oil platforms installed in Brazil between 1988 and 2012 with water depths ranging from 82m to 177m and was fully developed using finite element software. The analysis results were obtained taking into account three distinct methodologies of local joint flexibility and compared to the standard model, without considering local joint flexibility. The influence of different parameters were evaluated, such as water depth, natural frequency, maximum displacement, ratio between brace to chord diameter (d/D), ratio between chord diameter to chord wall thickness (D/T), angle between chord and brace axial and bending stresses. The results allowed a better understanding of each parameter influence and the impact that each methodology has in punching shear verification and in the structural behaviour of the global model. In some analysed offshore platforms the results indicated that the consideration of local joint flexibility may produce significant reduction in punching shear stress ratio, while at the same time enables an identification of critical joints that may have been over looked otherwise.

Flexibility Joints Offshore platforms Structural analysis

2016030712

Novel hot spot stress calculations for welded joints using 3D solid finite elements. Marine Structures, v 44, December 2015, pp 1-18 http://www.sciencedirect.com/science/article/pii/S0951833915000490 Kim, Y., Oh, J-S., Jeon, S-H. English

This paper presents a novel numerical method through which less mesh-sensitive local stress calculations can be achieved based on the 3D solid

270 ABSTRACTS

finite element, adhering strictly to the original definition of hot spot stress. The traction stress, which is defined at 0.5t and 1.5t away from the weld toe, was calculated using either a force equivalent or work equivalent approach, both of which are based on the internal nodal forces on the imaginary cut planes. To confirm the validity of the proposed method, 5 typical welded joints widely used in ships and offshore structures were analysed using 5 different solid element types and 4 different mesh sizes. Finally, the methodology was applied to the more complicated pontoon-column connection part of a semi-submersible RIG under a realistic wave load, and the performance of the proposed method was compared with the traditionally used surface stress extrapolation method.

Finite element method Stresses Welded joints

2016030713

An experimental study on the dynamic response of a hull girder subjected to near field underwater explosion. Marine Structures, v 44, December 2015, pp 43-60 http://www.sciencedirect.com/science/article/pii/S0951833915000477 Zhang, Z., Wang, Y., Et al English

An experiment of a hull girder model subjected to near field underwater explosion at midship is implemented. High-speed photography is applied to achieve the time history of hog displacement of the hull girder model subjected to shock wave of undex. The determination method of hog distortion using these show-motion pictures is presented. The experiment also achieves the local plate distortion of the hull girder model. Based on these works, the damage mechanism and mode of hull girder subjected to near field undex at midship are discovered. Finally, the coupling effect between whole motion of hull girder and distortion of local structure is discussed.

Dynamic response Explosions Hull girders Shock waves

2016030714

Probabilistic analysis of the hull-girder still water loads on a shuttle tanker in full load condition, for parametrically distributed collision damage spaces. Marine Structures, v 44, December 2015, pp 101-124 http://www.sciencedirect.com/science/article/pii/S0951833915000520 Rodrigues, J.M., Teixeira, A.P., Guedes Soares, C. English

Box-shaped damage affected volumes are applied, with parametric variation of their positions and extensions, to an otherwise intact shuttle tanker in full load condition. The vessel's deadweight is numerically calculated and the lightweight is estimated using semi-empirical formulations to a great extent. For each damage configuration, the final position attained by the ship is investigated and the corresponding global loads are assessed, in terms of still water vertical bending moment and shear force. The ship is considered to be floating in the absence of waves and a quasi-static version of a generalized adaptive mesh pressure integration technique code, for progressive flooding of floating objects, is used to model the progression of the floodwater and the vessel's attitude. The probabilistic model suggested by the Marine Environment Protection Committee of the International Maritime Organization (MEPC-IMO) is considered for the collision induced probabilistic distribution of the damage boxes. A total of 90 damage cases are considered and comparisons of the maximum loads and the location where these take place are carried out relative to the intact case. The minimum design values for still water bending moment and shear force, included in the Common Structural Rules for Bulk Carriers and Tankers of the International Association of Classification Societies (IACS), are introduced in the analysis and their envelopes are compared with the numerically obtained values in light of a probabilistic assessment. Several conclusions are taken regarding the effects of the damage parameters variation, and important findings are presented specifically when accounting for the MEPC-IMO probabilistic distribution, in opposition to a uniform distribution of the damage cases.

Damage Flooding Hull girders Probabilistic methods Shuttle tankers

ABSTRACTS 271

2016030715

Fatigue damage estimation in non-linear systems using a combination of Monte Carlo simulation and the First Order Reliability Method. Marine Structures, v 44, December 2015, pp 203-210 http://www.sciencedirect.com/science/article/pii/S0951833915000714 Jensen, J.J. English

For non-linear systems the estimation of fatigue damage under stochastic loadings can be rather time-consuming. Usually Monte Carlo simulation (MCS) is applied, but the coefficient-of-variation (COV) can be large if only a small set of simulations can be done due to otherwise excessive CPU time. The reason is that the fatigue damage estimation is very sensitive to the largest values from the simulations. The paper suggests the additional use of the First Order Reliability Method (FORM) to get a better estimation of the tail in the distribution of the estimated fatigue damage and thereby reducing the COV. For a specific example dealing with stresses in a tendon in a tension leg platform the COV is thereby reduced by a factor of three.

Damage Fatigue (materials) Numerical analysis

2016030716

On the accuracy of fracture estimation in collision analysis of ship and offshore structures. Marine Structures, v 44, December 2015, pp 254-287 http://www.sciencedirect.com/science/article/pii/S0951833915000738 Storheim, M., Amdahl, J., Martens, I. English

This paper discusses the fracture response in a collision scenario together with the discretization of the model, and it compares various approaches suggested by current design rules and proposed by researchers using a validation approach with different model scales; including material tests, indentation experiments and simulations of an actual full-scale collision event. Calibration of the fracture criteria is performed based only on data that can safely be assumed to be available in a design situation, namely, those from a uniaxial tensile test. This approach reveals the behaviour of each criterion as it would be in a design situation and avoids the possibility of

calibration toward a known solution. The robustness of the fracture criteria, i.e., their ability to simulate fracture given varying stress states and mesh sizes, are investigated based on simulations of experiments. The statistical variations for the various criteria are shown.

Collision resistance Fracture

2016030717

Container ship ultimate strength subject to combined bending and torsional moments considering corrosion effects. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1129 http://www.isope.org/publications/publications.htm Cui, J., Wang, D., Ma, N. English

Due to the limited enclosed area, container ships with large openings in the deck are subject to torsional failure as well as bending failure. Specifically, both moments contribute measurably to the ultimate strength in the scenario of ships travelling in oblique seas. This paper focuses on the ultimate strength of container ship subject to combined moments of bending and torsion, and the modelling scope is limited to the longitudinal structures between two adjacent frame girders to reduce the calculation cost. The limit state of failure for a 3100 TEU container ship is derived through Minimum Square Error (MSE) technique based on a series of Nonlinear Finite Element Analysis (NFEA). On the other hand, corrosion takes place in the life cycle of container ships, resulting in degradation of structural strength. Thus, corrosion effects with uncertainty on ultimate strength regarding to pure bending moments, pure torsional moments and combination of both are studied, which can be a useful reference for the scheduled maintenance of container ships.

Bending Containerships Corrosion Torsion Ultimate strength

272 ABSTRACTS

2016030718

Effect of shear stresses onto the hull girder strength of a containership. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1135 http://www.isope.org/publications/publications.htm Fujikubo, M., Gaiotti, M., Et al English

When considering the ultimate strength of hull girders, reference is usually made to pure vertical bending and collapse analysis is carried out by progressively increasing the curvature of the beam. However, reality is much more complex and combined loads may affect the collapse behaviour of the structure. Building a complete FE numerical model able to simulate a ship’s portion whose extension in length be sufficient to properly evaluate combined loading effects is rather time consuming, both in terms of modelling and of computational time. Moreover, when dealing with large models, assigning properly boundary conditions representing actual forces and moments distribution on the hull girder is a challenging task. In this paper the effect of shear stress distribution on the hull girder structural components is analysed. At first, finite element models simulating a suitable length of the hull girder are considered. Then smaller models of stiffened panels are extracted from hull girder models and analysed. Shear stress distributions due to both shear forces and torsion moments acting on the hull girder appear to influence the ultimate strength. The aim of this work is to investigate the shear stress distribution originating in the whole cross section and build a smaller model extracted from a selected portion of the ship where hull girder collapse is supposed to initiate. Proper boundary conditions and load application are investigated in order to match the stress distributions found in the global model.

Containerships Hull girders Shear stress Ultimate strength

2016030719

Practical application of a probabilistic fracture mechanics approach in an offshore structure. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 202 http://www.isope.org/publications/publications.htm Schubert, M., Lind, M.T., Et al English

In this paper a practical application of a probabilistic fracture mechanics approach in an existing and damaged offshore structure is presented. Taking basis in the global wave load modelling and FEA models of the structure the stresses and fatigue cycles at existing cracks are modelled in a probabilistic manner. The failure probability of the cracks in the present and future states are calculated and probabilistic predictions of the crack growth are made. Finally, an outlook on possible usage of the results is given and advantages of a probabilistic analysis are discussed.

Fracture mechanics Offshore structures Probabilistic methods Structural reliability

2016030720

A study on the simplified calculation method for the hull girder ultimate strength of damaged hull structures. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1144 http://www.isope.org/publications/publications.htm Toh, K., Maeda, S., Yoshikawa, T. English

In order to obtain the idealized stress-strain relationships of damaged structural members under tensile and compressive loads, the systematic calculations are performed using the non-linear FE analysis (FEA) code, LS-DYNA. Moreover, the hull girder ultimate strength (HGUS) of damaged hull structures is calculated utilizing the idealized stress-strain relationships of damaged structural members

ABSTRACTS 273

and the simplified calculation program, which is developed by authors and based on the Smith’s method. Furthermore, to examine the accuracy of this simplified calculation program, the calculation results are compared with the results obtained from FE analyses.

Hull damage Hull girders Stress strain elations Ultimate strength

2016030721

A meshless analysis method of ship structures based on MLPG method. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1166 http://www.isope.org/publications/publications.htm Chen, J., Tang, W., Xu, M. English

This paper employs the meshless local Petrov-Galerkin method to assess ship structures stress analysis. The displacement field approximation function is obtained by employing moving-least squares method, and the governing equation and the stiffness matrix of the structure are established. Numerical examples show the solutions are in good agreement between FEM-ANSYS and the proposed approach, which verifies the validity of the presented method for stress analysis of ship structures.

Ship structures Stress analysis

4.2 PROPERTIES OF MATERIALS

2016030722

Calculation on ultimate strength of stiffened plates with initial imperfection. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 1104 http://www.isope.org/publications/publications.htm Deng, H., Wu, W., Et al English

This paper discusses the calculation and research on

the ultimate strength of stiffened plates with initial imperfection based on nonlinear FEM software ABAQUS. It focuses on the application of the initial imperfection of the stiffened plate and discussion of the element size, boundary conditions for nonlinear FEM calculation. The ultimate strength calculation for the Faulkner stiffened plate with initial imperfection was carried out. Low buckling order mode is used to simulate the initial geometrical imperfection, and the method of initial stress import is used to simulate the residual stress. It is shown that the ways of dealing with initial imperfection in this paper is feasible and effective, and the results agree well with the experimental results.

Defects Residual stress Stiffened plates Ultimate strength

2016030723

Strain rate sensitive steel constitutive models for finite element analysis of vessel-structure impacts. Marine Structures, v 44, December 2015, pp 171-202 http://www.sciencedirect.com/science/article/pii/S0951833915000684 Getter, D.J., Kantrales, G.C., Et al English

Civil infrastructure systems such as bridge piers, navigational guide walls, and protection structures that are located near navigable waterways are inherently at risk for being impacted by cargo vessels such as barges and ships. To safely design such systems to possess adequate vessel impact resistance, structural loads associated with potential vessel-structure collision conditions must be quantified in a conservative manner. While high-resolution finite element impact simulations may be employed to compute such loads, care must be exercised in defining the material characteristics of the vessel if conservative structural design loads are to be obtained. Importantly, constitutive relationships assigned to steel components in the vessel model must be capable of accounting for strain rate sensitivities and large-scale plastic deformations. In this study, strain rate sensitive constitutive models were developed for two types of steel commonly utilized in marine construction in the United States - ASTM A36 and ASTM A1011. Tension tests were conducted over a wide range of strain rates (7.00 × 10−5 s−1 – 250 s−1) spanning from quasi-static to intermediate and high rates that are typically associated with vessel-structure impact events. A novel testing apparatus employing an impact

274 ABSTRACTS

pendulum as an energy supply mechanism was designed for this study to conduct intermediate to high-rate material testing. Features of the apparatus, discussed in this paper, overcome key problems encountered in other studies that have employed impact loading for tensile material testing. From the testing program, representative stress–strain relations and Cowper–Symonds strain rate sensitivity parameters were developed for the materials tested. Rate sensitivities of the two steel grades tested were found to be very similar to each other. Additionally, rate sensitivities from the present study agreed well with ultimate stress data measured in past studies of mild steel, but were found to be less rate-sensitive than yield stress data measured in past studies.

Impact loads Steel Strain rate Tensile tests

2016030724

Assessment of fatigue strength of steel butt-welded joints in as-welded condition – Alternative approaches for curve fitting and mean stress effect analysis. Marine Structures, v 44, December 2015, pp 288-310 http://www.sciencedirect.com/science/article/pii/S0951833915000726 Nykänen, T., Björk, T. English

Experimental fatigue data for butt-welded joints in as-welded condition and under constant amplitude tensile loading (secondary bending included) were analysed using the nominal stress system and the notch stress system. Two approaches were used; a standard fitting procedure and minimization of the sum of squared perpendicular distances from a line with a fixed and free slope. In all cases, the latter method gave better agreement between the experimental and predicted fatigue life and fatigue strength. The analyses showed both with all broken specimen data included and with reduced data that the FAT225 curve, as recommended by IIW, might be too optimistic for the notch stress approach in the

case of butt-welded joints in as-welded condition. It was also found that use of the local stress ratio instead of the applied stress ratio might explain many issues concerning current observations and apparent inconsistencies in reported literature.

Butt welds Fatigue strength Welded joints

2016030725

Fatigue properties of 420 MPa steel at low temperature. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 346 http://www.isope.org/publications/publications.htm Ren, X., Nordhagen, H.O., Et al English

The exploration of oil and gas fields in the arctic brings several challenges in the use of structural steels concerning their low temperature properties. Among others, fatigue behaviour needs also to be considered for arctic applications, despite little attention to fatigue at low temperature has been given so far. This paper summarizes a set of fatigue crack growth rate tests performed both at room temperature and at -60 ˚C, with the latter representing the possible design temperature relevant for the most extreme arctic areas. Accordingly, the material under investigation is a 420 MPa structural steel, one of the probable candidate materials to be used for structural purpose here. Since weldments are the most susceptible to fatigue failures, the fatigue crack growth measurements have been performed not only on parent metal, but they have been extended also to weld thermal simulated Coarse Grained Heat Affected Zone (CGHAZ) and Intercritically Reheated Coarse Grained Heat Affected Zone (ICCGHAZ). The resulting fatigue crack growth curves are compared to the fatigue assessment curves indicated in BS 9710:2013. Data indicates that, for all the material under investigation, the fatigue properties are improved at -60 ˚C when compared to room temperature

Arctic environment Fatigue (materials) Low temperature Steel

ABSTRACTS 275

4.3 CORROSION AND FOULING

2016030726

Monitoring efficiency of corrosion inhibitors for carbon steel in seawater. Materials Performance, v 54 n 9, September 2015, p 50 [3 p, 13 ref, 1 tab, 3 fig] http://mp.epubxp.com/i/560126-sep-2015 Habib, K., Fakhraldeen, A. English

A criterion for evaluating the efficiency of corrosion inhibitors for metallic samples in aqueous solutions is proposed. The derivation of this criterion was based on calculating he limit of the ratio of the resistivity of a carbon steel (CS) sample in inhibited seawater (ρins) to the resistivity of the CS sample in uninhibited seawater (ρs). The criterion, lim (ρins/ρs) = 1, can be used to determine and compare the efficiencies of different concentrations of an inhibitor or of different corrosion inhibitors in aqueous solutions.

Carbon steel Corrosion prevention Inhibitors Seawater corrosion

2016030727

Characterisation and numerical simulation of corroded surface of coated steel plates in water ballast tank. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p514 http://www.isope.org/publications/publications.htm Kawamura, Y., Kanou, Y., Et al English

An exposure test of conventional steel and corrosion resistant steel (CRS) on an actual ship was performed. The surface geometry of the corroded area of the coated test panel is investigated after the exposure test. Furthermore, corrosion progress simulation in which corrosion starts from the linear coating defect is developed based on the observation of the geometry of corroded surface provided by the

exposure test. Finally, based on the generated corroded surfaces by the developed simulation program, the corrosion behaviour of conventional steel and CRS is compared.

Ballast tanks Corrosion Corrosion resistance Steel

2016030728

Onboard study on deterioration of coated steel in water ballast tank. ISOPE 2015, 25th International Ocean and Polar Engineering Conference; 21-26 June 2015; Kona, Big Island, Hawaii, US. Published by ISOPE, Cupertino, CA, US. ISBN 978-1-880653-89-0. Volume IV, p 521 http://www.isope.org/publications/publications.htm Sakashita, S., Shiotani, K., Et al English

Onboard investigations for a VLCC and LNG carrier were carried out to clarify the deterioration mechanism of coated steel in a water ballast tank (WBT). The degree of deterioration of the coated steel in each area of the WBT was quantified by the assessment scale of the IACS. Analysis of coating film, solution in coating blister, white substance and rust were conducted to discuss possible explanations for the coating delamination and corrosion wastage behaviour in WBT.

Anticorrosion coatings Ballast tanks Corrosion control Steel

276 ABSTRACTS

5 NAVAL VESSELS AND DEFENCE TECHNOLOGY

2016030729

Experimental approaches for the diagnostics of hydro-acoustic problems in naval propulsion. Ocean Engineering, v 106, 15 September 2015, pp 1-19 http://www.sciencedirect.com/science/article/pii/S0029801815002929 Felli, M ., Falchi, M., Dubbioso, V. English

Current standard experimental methodologies in hydro-acoustics rely on far-field measurements that enable the characterization of the spectral properties and the determination of the sound pressure level with good precision but fail in identifying accurately the flow phenomena at the origin of sound generation and radiation. This paper reviews two “unconventional” approaches to address the diagnostics, analysis and solution of hydro-acoustic problems in naval engineering experimentally. The first approach, based on direct pressure fluctuation measurements combined with detailed flow measurements in the proximity of the noise source, provides a direct estimate of the flow phenomena at the origin of sound generation and emission. The second approach is a relatively recent strategy to investigate the sources of acoustic noise in the aeronautical field and concerns the use of volumetric techniques, such as Tomographic PIV (Elsinga, et al., 2006), in combination with acoustic analogies. The abilities of the two approaches are investigated with reference to the analysis of the noise sources in some case studies consisting of an isolated propeller, a propeller operating in the wake a surface ship, and an open-water propeller-rudder system. Both approaches are shown to enable the physical interpretation of the potential mechanisms of noise generation and emission from a naval propeller. For example: (i) the combined employment of Tomographic PIV measurements with the Powell’s acoustic analogy proved the dominant contribution of the tip vortices to the radiated far-field noise in non-cavitating conditions and showed the different directivity of the quadrupoles associated with the tip vortex, the trailing wake and the hub vortex perturbation; (ii) the use of simultaneous near- and far-field measurements combined with cross-correlation techniques revealed

the direct relationship between the acoustic perturbation and the Azimuthal gradients of the blade hydrodynamic loads for an installed propeller in non-cavitating conditions; (iii) the application of a filtering procedure to separate the sound and pseudo-sound contributions from recorded near-field pressure fluctuation signals highlighted the different mechanisms underlying the acoustic and hydrodynamic perturbation in a propeller-rudder system.

Diagnostics Naval vessels Propeller noise Propulsion systems Underwater acoustics

2016030730

The Aegir Logistics and Support Vessel (LSV) design for the Royal Norwegian Navy – a multi-role flexible platform. PACIFIC 2015, International Maritime Conference; 6-8 October; Sydney Australia. Organised by RINA, IMarEST and Engineers Australia. [15 p, 21 ref, 1 tab, 7 fig] http://www.rina.org.uk/publications.html Jones, S., Irgens, C. English

The contract for the design and build of the Norwegian Logistics and Support Vessel (LSV) was placed with the DSME/BMT Team in June 2013 with delivery of the ship scheduled towards the end of 2016. HNoMS Maud will be the largest ship to have flown the flag of the Royal Norwegian Navy (RNoN) and will bring exciting new capabilities to the Norwegian Armed Forces. This paper explains the operating context that this new platform will operate within, and how the multi-role flexibility embodied in the design can be exploited to support different mission scenarios. The paper explores the benefits of the collaborative design process that was adopted, including integrated safety management and ILS, and the regulatory framework to which the LSV is designed. The project incorporated a focus on whole life costing to ensure a low cost of ownership. The result is a modern, contemporary design that meets stringent IMO safety and environmental regulations encapsulated in the twin skeg, double hull arrangement.

Auxiliary ships Naval vessels Ship design

ABSTRACTS 277

2016030731

HVAC considerations for small SSK submarine design. UDT 2015, Undersea Defence Technology Conference; 3-5 June 2015; Rotterdam, The Netherlands. Organised by Clarion Events. [19 p, 2 ref, 3 tab, 15 fig] http://www.bmtdsl.co.uk/media/5762551/BMTDSL%20HVAC%20Considerations%20for%20Small%20SSK%20Submarine%20Design%20(UDT%202015).pdf Hemsley, R. English

Heating, Ventilation and Air-Conditioning (HVAC) systems are essential to a submarine to fulfil several key roles: Atmosphere Renewal, Ventilation, Cooling, Heating and Moisture Control among others. They are critical systems that have changed little in the last 30-40 years and yet they contribute to some of the more difficult challenges in designing submarines by consuming large amounts of power, generating heat and noise and can pose significant spatial arrangement problems. Submarine HVAC will begin to grow in importance in the future due to the proliferation of submarines with increasingly complex combat systems and an increased reliance on electrical equipment. These fairly recent developments involve equipment that generate large amounts of heat and require close humidity control to prevent short-circuit or static build-up, but at the same time the habitability performance of the platform cannot be compromised. This paper investigates the challenges and considerations of future HVAC systems design from the perspective of a small conventional submarine. It begins with an introduction to the HVAC design process to inform the reader on the impact of changing requirements. Further considerations are discussed including the external environment, operational modes, and noise and space, all of which place constraints on system arrangements and equipment specifications during the early design stages. It concludes with a discussion on layout and technology options potentially available to ease such constraints whilst still meeting performance requirements. The system design investigation has been carried out using the Vidar®-7 small SSK submarine concept as a case study with characteristics

of the South Asian operating environment as a design basis before investigating the impacts of global regional operation. The Vidar®-7 design is for a small, conventional submarine offering an entry-level submarine capability to Navies.

Air conditioning equipment Heating Submarines Ventilation systems

2016030732

Fractional-slot windings and their space harmonics. EAAW VI, Engine as a Weapon International Symposium; 23-24 June 2015; Bath, UK. Organised by IMarEST, London, UK. [10 p, 2 ref, 6 tab, 16 fig] http://www.imarest.org/ Eastham, F., Hodge, C. English

Fractional Slot Windings are frequently used by manufacturers to produce machines with pole numbers not naturally suited to the machine’s basic frame and slot number. This paper describes a method to develop fractional-slot windings, and analyses two fractional-slot windings in terms of their spatial harmonic fields and compares this with a broadly equivalent integral-slot winding.

Harmonics Electric propulsion Naval vessels

2016030733

Design assurance of ship control systems through scenario based operability assessment. EAAW VI, Engine as a Weapon International Symposium; 23-24 June 2015; Bath, UK. Organised by IMarEST, London, UK. [15 p, 7 fig] http://www.imarest.org/ O’Brien, E., Edwards, L., Squires, S. English

This paper describes the collaborative process developed between the UK MoD and BMT Defence Services Ltd (BMT DSL) to provide technical assurance for system design, develop derived Control and Indication (C&I) requirements, C&I system functionality, and capture control strategies and automation options for ship systems. Requirements often identify an interface to the Integrated Platform

278 ABSTRACTS

Management System (IPMS) or dedicated Human-Machine Interface (HMI) hardware for control and/or monitoring, without any detail of the intended operation or level of integration. Definition of the operational scenarios, C&I modes available for the systems, their order of priority, transfer between them, the locations from which they are applied, the manpower demand, and identification of any areas for automation all provide a comprehensive and coherent picture of the operation of the platform and its capabilities. The scenario-based operability assessment process identified in this paper has been developed for, and has subsequently been applied to the Royal Fleet Auxiliary's (RFA's) Military Afloat, Reach and Sustainability (MARS) Tanker (MT) project (Tide Class), and has been applied to the Royal Norwegian Navy's (RNoN's) Logistics and Support Vessel (LSV). The initial focus in each case was the assessment of the operational capability of the ship with the end user; loading and management of liquid cargo and Replenishment at Sea (RAS) activities. This identified the dependencies on supporting systems (ballast system, inert gas system, etc.), leading to development of their operating philosophies. For each vessel this allowed for the assessment of cargo system design and achieved progressive design agreement to de-risk design acceptance and operation in service. Though not discussed in the paper, this process has since been used to develop the electronic damage control system requirements for the MARS Tankers. The process has proven to be a powerful design tool that has wider applications, and benefits that can be realised at any point in the project lifecycle and within any technology domain; thus making it ideal for the development of advanced platform systems in support of the drive towards total ship integration.

Control systems Naval vessels

2016030734

Whole-ship integration issues for high-energy weapon systems. EAAW VI, Engine as a Weapon International Symposium; 23-24 June 2015; Bath, UK. Organised by IMarEST, London, UK. [10 p, 15 ref, 2 tab, 2 fig] http://www.imarest.org/ Meggs, R.W., Drywood, T., Ingram, C. English

Electric high energy weapons (HEW) offer potential advantages over conventional weapons that use chemical propellants. For example, directed-energy weapons can achieve lower times to target, and rail

guns do not require magazine space for propellants. On the down side HEWs can have very large energy requirements. The solution is to de-couple the weapon from the platform’s electrical power system using bulk energy storage, which can be charged in slow time and provide rapid release of energy when the weapon is operated. However, space and weight for the energy storage can be significant. In a new platform, it is relatively straightforward to integrate HEWs into the design, but retrofitting HEWs into legacy platforms is more challenging. This paper assesses high-level integration issues of retrofitting HEWs to legacy platforms. Two case studies are presented: a 1980s-era warship with CODLAG and LV generation, and a 2000s-era warship with integrated full electric propulsion (IFEP) and HV generation. Energy storage options are reviewed, giving indicative sizes and weights for each. Integration issues such as choice of high- or low-voltage power supply, spinning reserve, impact on ship speed and capability, weapon location, topside design, cooling, control and power source impacts, and impact on ship displacement and stability are examined.

Naval vessels Weapons

2016030735

Landing craft capability advances and implications for the force mix. MAST Asia 2015; 13-15 May 2015; Yokohama, Japan. Organised by MAST Communications Ltd. [11 p, 12 ref, 10 fig] http://www.bmtdsl.co.uk/media/5762534/Landing%20Craft%20Capability%20Advances%20and%20Implications%20for%20the%20Force%20Mix_MAST%202015.pdf Middleton, T., Jones, A. English

Following the protracted and costly land campaigns of the early 21st Century, national security strategies are refocusing upon the maritime domain as their preferred base from which to generate and sustain required effects. The littoral remains an important and challenging part of this domain, not least when projecting power ashore during an amphibious operation. Both contemporary and emerging threats have made this seam between land and sea even more contested, reflected in the doctrinal push to position sea bases well beyond the horizon. For example, the USMC Expeditionary Force 21 Concept1 refers to advance force/shaping operations being launched at ranges from 65+ Nautical Miles (NM), and surface

ABSTRACTS 279

assault waves with ranges between 30 – 12 NM for transit to the beach2. Operating at such range provides increased protection to the amphibious task force and a greater degree of uncertainty for any adversary; they will struggle to predict both where and when beaches may be crossed to manoeuvre towards a number of potential objectives. Conversely, it creates a significant problem for the amphibious force in generating the required tempo of the surface assault, providing the necessary offload volume in time to complement and support the aviation assault component. To meet this challenge, amphibious forces should embrace recent (and affordable) advances in surface connector technology to decrease both transit times and craft vulnerability.

Landing craft Naval vessels

2016030736

Investigation of the cost of future naval amphibious capability. WMTC 2015, World Maritime Technology Conference; 3-7 November 2015; Providence, Rhode Island, US. Organised by SNAME. [12 p, 18 ref, 8 tab, 20 fig] http://www.sname.org/pubs Jones, A.J., Armstrong, R.W. English

Through the creation of a large number of concept designs, the cost and vessel impact of deploying and supporting amphibious operations has been investigated. The investigation has looked at capabilities such as the transportation and delivery of vehicles, landing craft, aviation and embarked troops in a number of platform types such as LPDs, LHDs and Ro-Ros. A series of trends describing the costs of the capability have been investigated to estimate the cost of individual capabilities within a design. Over the timeframe of the study, vessel manning is predicted to change and a method of predicting the crew requirement has been developed to investigate the impact of reduced manning on amphibious platform designs. This is the first of two stages of work; in the second stage the requirements for a task group will be investigated to determine the best way to deploy capability at a fleet level.

Amphibious ships Naval vessels Ship design

2016030737

A review of earthing methods for low voltage power systems. MECSS 2015, Marine Electrical and Control Systems Conference; 24-25 November 2015; Bristol, UK. Organised by FIGS Events Limited on behalf of the IMarEST. [12 p, 17 ref, 3 tab, 9 fig] http://www.imarest.org/ Meggs, R.W. English

Low-voltage (LV) electrical power systems in warships (i.e. less than 1,500 V for DC systems and 1,000 V RMS for AC) have traditionally been ungrounded. The main reasons for this are reliability and personnel safety. Ungrounded systems are inherently more reliable as the power system can continue to operate in the presence of a single phase-to-earth fault, and with no earths present the system is (nominally) touch-safe on any one conductor. But increasing platform electrical load and growing use of semiconductor power converters are increasing capacitance to the hull, leading to higher current under phase-to-earth fault conditions. This compromises personnel safety. Further, earth fault protection and insulation monitoring equipment is likely to detect high levels of hull current in an otherwise healthy system. This is likely to raise an earth fault alarm, and could lead to nuisance tripping, when in fact it is just an inescapable consequence of the ship’s electrical architecture. In this paper, earthing and protection strategies for low voltage power systems in warships are reviewed. The paper explores the issues, tests industry best practice, and suggests some design principles for consideration by the warship specifiers, designers and operators.

Low voltage Naval vessels Ship electric power systems

2016030738

Monotricat®, innovative displacement hull high hydrodynamic efficiency and energy recovery, navigating at speeds of planing hulls on spray self-produced. Journal of Shipping and Ocean Engineering, v 5 n 5, September-October 2015, p 229 http://www.davidpublisher.org/Public/uploads/Contribute/56331e479e9ee.pdf Mascellaro, L. English

The need to have naval units ever faster pushed ship designers to design hull shapes with increasingly

280 ABSTRACTS

higher performance thanks to the use of lightweight materials such as aluminium, and more powerful engines, etc., but without substantially modifying the traditional forms of hull. The patented Monotricat hull with high hydrodynamic efficiency and energy saving it represents an evolution of the traditional architectures of the hulls, as its shape is adapted to recover wave formation engendered from the bow and sprays associated with it so as to reduce the resistance to the benefit of the speed, and navigating in displacement at speeds of planing hulls with an efficiency of about 20%. The Monotricat hull represents overcoming the distinction between displacement and planing hulls, because, unlike previous solutions, Monotricat is the first displacement hull that can navigate at both displacement and planning speeds, with a resistance curve almost straight, maintaining the characteristics of a displacement hull, since it combines the characteristics of displacement and planning hull. It presents an innovative architecture that could be defined as a hybrid between a monohull and catamaran, navigating on spray self-produced. The combination of these three types of naval hulls allows it to ensure: safety, comfort navigation, best seakeeping and manoeuvrability in restricted waters, stability, reduction of resistance to motion, cost management, regularity on the routes even in adverse weather-sea. These characteristics of the hull have been studied, tested and validated by leading research institutes and universities with more ameliorative results in each subsequent experiment reported in this work, which demonstrated a greater hydrodynamic efficiency compared to conventional hulls of 20%.

Displacement hulls Naval vessels Propulsive efficiency

2016030739

Application of the analytic hierarchy process for topside combat system integration onto surface combatants. Naval Engineers Journal, v 126 n 4, 1 December 2014, pp 79-86 http://www.ingentaconnect.com/content/asne/nej/2014/00000126/00000004/art00022 Michaeli, J.G., Hou, G., Et al English

The technical and fiscal challenges associated with the modernization of the existing surface combatant force have inspired a team of researchers at Old Dominion University to develop a multi-criteria decision analysis optimisation software program,

referred to as the Design Integration of Ship Combat Systems (DISC) program, to assist naval engineers with integrating weapon and sensor systems onboard existing surface combatants. The goal of the optimisation software is to maximize the operational effectiveness of the selected system as well as the ship overall, while minimizing integration challenges, including cost and schedule. The project is funded by the Naval Engineering Education Centre (NEEC), which uses project-based education to provide naval engineering experiences to students and foster the next generation of naval engineers. This paper discusses one aspect of the program, namely the development of the Key Parameters Database and the application of the Analytic Hierarchy Process to prioritize the parameters and assign weightings for input into the optimisation program.

Combat systems Decision theory Naval vessels

2016030740

Rapid structural modelling for future ship concepts and material comparisons. Naval Engineers Journal, v 126 n 4, 1 December 2014, pp 107-110 http://www.ingentaconnect.com/content/asne/nej/2014/00000126/00000004/art00027 Goatly, T., Clark, C., Et al English

A rapid modelling tool for ship structural design with the capability to handle non-conventional hull forms as well as multiple material types has been developed within the Centre for Innovation in Ship Design (CISD) at the Naval Surface Warfare Centre Carderock Division (NSWCCD). An efficient means of designing a concept-level ship structure allows for ship designs to be rapidly assessed and alternate hull forms and materials to be compared. Least weight structural scantlings are produced by the Design Program for Ship Structures (DPSS) according to American Bureau of Shipping (ABS) Naval Vessel Rules (NVR) and user defined constraints. In order to create a rapid modeling tool that was user friendly, a Microsoft® Excel Graphical User Interface (GUI) was developed. The DPSS GUI adds increased functionally and allows for concept level ship structural designs to be completed rapidly. To

ABSTRACTS 281

validate the tool, a trimaran ship structure was designed using both steel and titanium. This paper overviews the usage and capabilities of the DPSS GUI as illustrated by a trimaran design.

Hull form Hull materials Naval vessels Ship design

2016030741

Common-mode equivalent circuits for analysis of grounding methods in naval power. Naval Engineers Journal, v 126 n 4, 1 December 2014, pp 131-136 http://www.ingentaconnect.com/content/asne/nej/2014/00000126/00000004/art00032 Brovont, A.D., Pekarek, S.D. English

Power electronics are an enabling technology of future naval power systems. Although they enable wide-bandwidth control, they also introduce secondary issues such as common-mode (CM) currents through the ship hull. CM currents may cause interference with other systems (i.e. cathodic protection and degaussing) and negatively influence a ship's electromagnetic signature. Traditionally, highly-detailed models are constructed to quantify CM behavior, but such models are often computationally intensive and numerically stiff. This paper highlights an approach to simplify CM analysis and reduces the necessary modeling effort. Specifically, a method has been derived to transform the highly-detailed models into so-called CM equivalent circuits. The technique is applied to an example generation/propulsion system, enabling the reduction of a detailed model comprising thirty passive components, twelve switching devices, and three sources to a single source-RLC combination. The technique is validated through comparison of time-domain simulation results for the detailed and CM equivalent circuit models. Finally, it is utilized to evaluate grounding strategies being considered for future naval vessels, and it is shown that the grounding method selected has a significant impact on the location and magnitude of hull currents induced by a ship power system.

Naval vessels Ship electric power systems

2016030742

Implementing S-parameter models in MATLAB Simulink to analyse transients in ungrounded shipboard power systems. Naval Engineers Journal, v 126 n 4, 1 December 2014, pp 143-154 http://www.ingentaconnect.com/content/asne/nej/2014/00000126/00000004/art00034 Kofler, M., Graber, L., Benson, R. English

One area of ongoing research within the Electric Ship Research and Development Consortium (ESRDC) is ungrounded medium-voltage power systems operated at DC (MVDC). Special interest is in the simulation of high frequency transients on the DC distribution bus of shipboard power systems, as well as ship hull currents. Shipboard power systems of future all-electric ships are expected to exhibit high-power density, short line lengths, and low damping characteristics. The exact shape of these transients depends on high-frequency characteristics of all components, including the DC distribution bus and the coupling to the ship hull. For practical reasons, time domain simulations are typically lumped element models, which do not represent the distributed nature of the system to be modeled (e.g. wave propagation and reflection effects). In this paper a frequency domain modeling approach based on the theory of scattering parameters (S-parameters) is proposed. A method on how to incorporate shipboard components is presented. It is based on Laplace domain transfer functions in linear multiport networks, characterized by their S-parameters into transient power systems simulations. The tool of choice is SimPowerSystems, a toolbox for MATLAB/Simulink numerical computing environment. The presented approach aims at complementing existing modeling techniques to ultimately increase the quality of simulation results. A rigorous validation based on computer models and experiments on power cables, followed by a discussion, completes this paper.

Naval vessels Ship electric power systems Transients

282 ABSTRACTS

2016030743

A simple, yet flexible, mathematical model of energy consumption on surface ships. Naval Engineers Journal, v 126 n 4, 1 December 2014, pp 159-162 http://www.ingentaconnect.com/content/asne/nej/2014/00000126/00000004/art00036 Perotti, A., Drake, K.J. English

One of the US Navy's goals is to minimize energy costs by increasing efficiency. By 2015, the Department of the Navy (DoN) aims to reduce petroleum use in the fleet by 50%. In order to accomplish this goal, efforts are underway to produce a greener, more efficient fleet. Modelling and simulation are relatively inexpensive ways to study a ship's energy consumption, particularly in comparison to full-scale physical testing. It allows better understanding of ship systems and looks for means of increasing efficiency, which would ultimately lead to less energy consumption. In this paper a simple, yet flexible, mathematical model of energy consumption is developed on a medium combatant and possible variations to be developed in the future are considered.

Energy consumption Mathematical models Naval vessels

2016030744

Watercraft scratches back. Ship & Boat International, November/December 2015, p 34 [2 p, 2 fig] http://www.rina.org.uk/sbi.html No author given English

This article describes the latest vessel developed by Marine Alutech, Watercat M18 armoured modular craft (AMC) of combat support craft (also known as the Jehu class). Combining an aluminium deck and hull with a composite superstructure, the first examples of this 19.9m loa class have been developed specifically for the Finnish Navy, which has ordered 12 Jehu units. The craft will be tasked with handling

a number of mission types, including troop transportation, provision of medical and evacuation assistance, landing operations, patrol work within the Gulf of Finland and provision of support in combat / battle situations.

Landing craft Patrol craft Vessel descriptions

2016030745

Energy storage on future electric ships. Electric Ship Research and Development Consortium, Report 16, April 2014 [17 p, 13 ref, 9 fig] https://www.esrdc.com/library/?q=node/716 Hebner, R. English

While the primary storage on ships is in the fuel, there is an increasing opportunity for additional storage technologies to play a role. The primary drivers are large pulsed loads. While these loads can, in principle, be operated directly from fuel, it appears that the power system may be smaller, lighter, and more efficient in some specific instances with additional storage technologies. The stored energy capacity required depends on the magnitude and duration of the load to be supported. Appropriate values are derived from Navy operational considerations, not power system technical considerations. Consequently, it has been the responsibility of the designers of the load, not the power system, to provide for the UPS capability. To maximize efficiency while minimizing size and weight, storage considerations are increasingly becoming important in ship power system design. For ship systems, it is likely the dominant non-fuel storage systems will be based on batteries, flywheels, and/or capacitors. The other alternatives have lower power and energy density than these three can achieve. Consequently, they will likely be too large to be competitive. In general, discussions concerning energy storage implicitly refer to situations in which a storage technology other than fuel is added to the ship. Also, it is important to consider when the additional technology may not be necessary. When it is not necessary , the cost, size, and weight of the

ABSTRACTS 283

power system are all smaller. Analysis tools are available to support decisions as to whether or not non-fuel storage technology is appropriate. When storage is appropriate, it can have other beneficial attributes. These include providing ride through capability if there is a sudden loss of a generator, buffering large step load changes, and pulse load discharge/charge. There is also the possibility that the effects of fault currents can be exacerbated by storage if that possibility is not adequately considered in the system design. Also, there are limited studies that show that storage can be shared among loads an can be used to improve power quality when pulsed loads are not being used. This report summarizes research on when to use fuel or alternative technology for storage. It reviews the studies that have shown advantages and some risks on storage in routine operation. Transient loads are special circumstances that are also discussed. Finally, some estimates of likely technology improvements are presented.

Electric power Energy Naval vessels Storage

2016030746

Extending the range of a conventional submarine by autonomous covert refuelling when on patrol. The Australian Naval Architect, v 19 n 4, November 2015, p 36 [3 p, 2 ref, 8 fig] http://www.rina.org.uk/hres/NA%20Nov%202015.pdf Renilson, M. English

Conventional submarines are much cheaper to own, and to operate, than nuclear-powered ones. Also, they can be much smaller, making it easier to deploy them in shallow water such as in the littoral. However, conventional submarines suffer from lack of range, which restricts their applications, particularly for countries, such as Australia, having the need to patrol large areas. A solution to this dilemma is to build large conventional submarines, such that they can carry sufficient fuel which, in conjunction with snorkels and/or air-independent propulsion (AIP), can be used to extend their range. Larger submarines are more expensive, both in acquisition and operating costs, and have greater signatures than smaller ones. Thus, there would be a considerable advantage if it were possible to extend the range of a small to medium sized conventional submarine by a covert refuelling technique. Although such an idea may be somewhat fanciful, it is similar to that relied upon today in a routine manner for operating modern

fighter jets, which are not capable of carrying sufficient fuel to carry out their routine missions. It is also commonly used for surface warships. The purpose of this paper is to discuss a possible solution to the problem of refuelling submarines. Whilst it is accepted that the concept is far from reality at this stage, the potential advantages, if it could be achieved, certainly make it worthy of further consideration.

Refuelling Submarines

2016030747

Application of multidisciplinary design optimisation to hull seagoing performance design. Chinese Journal of Ship Research, v 10 n 5, 2015, p 1 [6 p, 9 ref, 2 tab, 7 fig] http://www.ship-research.com/EN/abstract/abstract1420.shtml Chen, W., Yang, X., Qiu, L. Chinese

Seagoing performance design is of vital importance to naval surface combatants and it is a typical Multidisciplinary Design Optimisation (MDO) problem. The standard naval vessel hull model DTMB 5415 is taken in this paper to illustrate how to used MDO method to hull seagoing performance design. Resistance, seakeeping, and manoeuvrability are all considered in the optimisation. Several seagoing performance indicators such as resistance, pitch amplitude, roll amplitude, and turning diameter are used as the optimisation targets, which lead to improved performance of the hull form, and the proposed MDO method is thus validated.

Hull form Naval vessels Optimisation Ship design Ship performance

2016030748

Designing future warships to survive accidental damage. Warship 2015: Future Surface Vessels, International Conference; 10-11 June 2015; Bath, UK. Organised by RINA, London, UK. http://www.rina.org.uk/publications.html Marshall, S., Randles, I. English

Naval ships are exempt from compliance with

284 ABSTRACTS

SOLAS but many navies require their arrangements to be at least as effective. A cost benefit methodology has been studied for determining a damage extent for naval ships to provide a level of survivability at least as effective as merchant shipping requirements for accidental damage that reflects the ships’ value. Whereas SOLAS is concerned with safety of life, naval ships additionally have an inherently high military worth and the consequences of accidental damage need to be proportional to the initiating event. Accidental damage data statistics used as the basis of SOLAS have been applied to three types of warships. The approach examines the cost benefit of increasing subdivision above the SOLAS minimum required to survive mercantile collisions. The net-cost benefit of subdivision is derived taking account of the probability of collisions, cost of the ship, costs to improve survivability, the cost of loss and finally the reduced likelihood of loss with increased subdivision. A sensitivity analysis shows that, within reasonable bounds, the use of a cost-benefit approach on a wide price range of naval ships shows that a 15%LWL damage extent is a reasonable allowance for collision damage. This is largely due to the cost of increasing survivability being significantly less than the cost of losing a ship through accidental damage. Lastly, the implications of designing a warship to SOLAS accidental damage requirements have been investigated. Due to the differences in escape and evacuation practice the SOLAS post angle of heel criteria where amended to reflect naval requirements. The warship designed to be compliant with naval requirements had subdivision removed until it is compliant with SOLAS passenger ship requirements.

Cost benefit analysis Damage Naval vessels Ship design

6 MISCELLANEOUS

2016030749

Shipping market integration: the case of sticky newbuilding prices. Maritime Economics & Logistics, v 17 n 4, December 2015, pp 389-398 http://www.palgrave-journals.com/mel/journal/v17/n4/abs/mel201435a.html Adland, R., Jia, H. English

In this article the authors derive an equation defining

contemporaneous equilibrium prices across the four shipping markets: the newbuilding market, the second-hand market, the demolition market and the freight market. The model requires rather general conditions, namely that (i) all second-hand ships are priced based on linear depreciation down to scrap value, (ii) expectations of the future scrap value and lifespan of the vessel are equal to current values and (iii) the term structure of (time charter) freight rates is observable. In the empirical part of the article this equilibrium relationship is used to illustrate the presence of a ‘term structure of newbuilding prices’ and show that the lower volatility of newbuilding prices compared with second-hand values is a result of a time-varying delivery lag, which is positively correlated with the alternative cost of operating in the freight market. These observations are important for statistical analysis of the dynamics of ship values.

Market analysis Ship prices

2016030750

The worldwide tanker shipping market (2010-2020) information model. Transactions on Maritime Science, v 4 n 2, October 2015, p 127 [5 p, 14 ref, 2 tab, 1 fig] http://www.toms.com.hr/archive/vol4/no2/toms_vol4no2_doi004.pdf Vidučić, V., Mrčelić, G.J., Penović-Buble, M. English

The aim of this paper is to provide the information model for the worldwide tanker shipping market 2010 – 2020. The evaluation and analysis of the relevant variables of the model and the resulting growth rates are used to describe the most important theoretical principles of the worldwide tanker shipping market over the observed period of time. The research produced direct growth rates of the variables on the index scale from 1 to 100: 1. Innovations in maritime shipping (37.5), 2. Global economy (25.0), 3. Shipbuilding (14.3). 4. Globalisation (12.5) and 5. Freight rates (12.5). It can be concluded that the direct growth rates of all model variables of the worldwide tanker shipping market 2010 – 2020 have realistic chances to be implemented. By 2020 it is expected that the demand on the tanker shipping market will increase more intensely than the demand in other trades.

Freight rates Tanker demand Worldwide

AUTHOR INDEX A-1

Author Name Abstract No.

Abdel-Maksoud, M. 2016030609 Abu Husain, M.K. 2016030704 Adamiec-Wójcik, I. 2016030560 Adland, R. 2016030749 Aguiar, L.L. 2016030686 Ahlgren, F. 2016030586 Aho, J. 2016030547 Aimeida, C.A. 2016030686 Ajit Shenoi, R. 2016030695 Alves, M. 2016030691 Ambrosovskaya, E. 2016030539 Amdahl, J. 2016030716 Andersen, I.M.V. 2016030670 Andersen, P. 2016030624 Anderson, K. 2016030656 Angelides, D.C. 2016030699 Arellano, M. 2016030579 Argall, R. 2016030513 Armentano, V.A. 2016030596 Armstrong, R.W. 2016030736 Avital, E.J. 2016030689 Azevedo, A. 2016030654 Backhaus, E. 2016030709 Bal, S. 2016030605 Baldi, F. 2016030586 Banks, J. 2016030668 Bayoumi, S. 2016030562 Bayraktar, S. 2016030611 Benetazzo, F. 2016030537 Benhamou, A. 2016030667 Benson, R. 2016030742 Bertoglio, C. 2016030510 Björk, T. 2016030724 Branchini, R.M. 2016030596 Bressloff, N.W. 2016030608 Brovont, A.D. 2016030741 Brzozowska, L. 2016030560 Bugalski, T 2016030626 Cai, W. 2016030590 Cai, Y. 2016030629 Caldeirinha, V. 2016030552 Calle, M.A.G. 2016030691 Campanile, A. 2016030692 Campos, M.M. 2016030568 Cao, F.F. 2016030684 Caprace, J.D. 2016030601 Cargill, S. 2016030528 Carrico, T. 2016030574 Cepeda, M.A.F-s. 2016030601 Chandrasekaran, S. 2016030574 Chang, K-A. 2016030680 2016030681 Chang, M-S. 2016030550 Chang, S-M. 2016030558

Chavan, P. 2016030542 Chen, C-Y. 2016030708 Chen, J. 2016030721 Chen, L. 2016030590 2016030631 Chen, W. 2016030621 2016030747 Chen, Y. 2016030707 Chen, Z. 2016030635 2016030695 2016030695 Choi, D. 2016030570 Choi, Y.M. 2016030650 Chrismianto, D. 2016030515 Chuang, W-L. 2016030680 2016030681 Ci, H-y. 2016030535 Ciortan, C. 2016030613 Clark, C. 2016030740 Clarke, N. 2016030528 Claro, C. 2016030567 Clauss, G.F. 2016030563 Coggin, R. 2016030528 Contento, G. 2016030561 2016030604 2016030658 Cousins, W. 2016030603 Cozijn, H. 2016030602 Cruz, D.F. 2016030581 Cruz, I. 2016030567 Cui, C. 2016030700 Cui, H-w. 2016030700 Cui, J. 2016030621 2016030717 Cui, Z. 2016030659 Dai, S. 2016030651 DalSanto, X. 2016030591 Dang, J. 2016030541 Das, P.K. 2016030703 De Lauzon, J. 2016030667 Deepak Sankar, P.S. 2016030526 Dejhalla, R. 2016030511 Delefortrie, G. 2016030640 2016030641 Delen, C. 2016030605 Denehy, S.P. 2016030642 Deng, G. 2016030625 Deng, H. 2016030722 Dias, F. 2016030576 Dionísio, A. 2016030552 Dizaji, H.S. 2016030693 Djebli, M.A. 2016030648 Do, K.D. 2016030597 Dogan, T. 2016030649

A-2 AUTHOR INDEX

Dong, G. 2016030621 Dotta, R. 2016030655 Drag, Ł. 2016030560 Drake, K.J. 2016030743 Drywood, T. 2016030734 Du, Y. 2016030600 Duan, W. 2016030694 Dubas, A.J. 2016030608 Dubbelman, J. 2016030554 Dubbioso, G. 2016030638 Dubbioso, V. 2016030729 Duffy, J.T. 2016030642 Eastham, F. 2016030732 Edwards, L. 2016030733 Edwards, T. 2016030509 Eilts, M. 2016030579 El-Gamal, H. 2016030562 El-Shaib, M. 2016030701 Elsayed, T. 2016030701 Fagerholt, K. 2016030594 2016030595 Fakhraldeen, A. 2016030726 Falchi, M. 2016030729 Fan, S-m. 2016030632 Fathi, R. 2016030564 Feder, D-F. 2016030609 Felício, J.A. 2016030552 Felli, M . 2016030729 Feng, G. 2016030706 Fernandes, G. 2016030688 Ferreira, M.D. 2016030654 Filho, A.M.T. 2016030548 Firoozkoohi, R. 2016030647 Flower, J.O. 2016030522 Fountas, G. 2016030593 Fu, P. 2016030669 Fujikubo, M. 2016030718 Fukuda, K. 2016030612 Fukusawa, T. 2016030697 Fuller, S.W. 2016030550 Fürth, M. 2016030617 Furusho, M. 2016030587 Gaggero, G. 2016030604 Gaggero, S. 2016030510 Gaiotti, M. 2016030718 Gao, X. 2016030587 Gatin, I. 2016030610 Gausel, N.T. 2016030594 Gayen, R. 2016030678 Geng, Y. 2016030583 Getter, D.J. 2016030723 Gharaibah, E. 2016030573 Ghazijahani, T.G. 2016030693 Gjinolli, A.E. 2016030523 Gkikas, G.D. 2016030639 Goatly, T. 2016030740

Gokce, M. 2016030611 Govindan, K. 2016030589 Graber, L. 2016030742 Grizante, R. 2016030568 Guedes Soares, C. 2016030714 Guo, C-y. 2016030619 Guo, Z. 2016030618 2016030646 Ha, Y-S. 2016030520 Habib, K. 2016030726 Hallmann, R. 2016030602 Hamoudi, B. 2016030648 Han, D. 2016030694 Han, F. 2016030705 Han, Y. 2016030660 Hao, H. 2016030583 2016030618 Hasuike, N. 2016030612 Haugan, E. 2016030529 He, G. 2016030631 2016030635 He, J. 2016030615 Hebner, R. 2016030745 Hekkenberg, R. 2016030628 Hemsley, R. 2016030731 Herrington, D. 2016030572 Hodge, C. 2016030732 Hodge, C.G. 2016030522 Hoffmann, P. 2016030626 Holmas, T. 2016030701 Hong, S.Y. 2016030630 Hou, G. 2016030739 Hu, H. 2016030599 Hu, X. 2016030674 Huang, W. 2016030710 Huo, F. 2016030676 Huynh, N. 2016030553 Hwang, S. 2016030549 Hympendahl, O. 2016030613 Ibata, S. 2016030616 Ichinose, Y. 2016030614 Igoe, B. 2016030531 Imai, Y. 2016030578 Incecik, A. 2016030562 Ingram, C. 2016030734 Ippoliti, G. 2016030537 Irfan Babu, S.A.K. 2016030551 Irgens, C. 2016030730 Jaiswal, V. 2016030645 Jalalisendi, M. 2016030685 Jasak, H. 2016030610 2016030679 Jensen, J.J. 2016030715 Jeon, S-H. 2016030712 Jia, H. 2016030749 Jia, P. 2016030589

AUTHOR INDEX A-3

Jin, R. 2016030675 Jing, F. 2016030599 Jo, A. 2016030538 Jones, A. 2016030735 Jones, A.J. 2016030736 Jones, S. 2016030730 Jongsma, S. 2016030661 Jung, M-K. 2016030637 Kajihama, T. 2016030612 Kana, A.A. 2016030512 Kannan, D. 2016030589 Kanou, Y. 2016030727 Kantrales, G.C. 2016030723 Kapsenberg, G. 2016030688 Kara, M.C. 2016030645 Karlaftis, M.G. 2016030593 Kasahara, Y. 2016030614 Kaushik, A. 2016030542 Kaveshgar, N. 2016030553 Kawamura, Y. 2016030727 Kepaptsoglou, K. 2016030593 Keremidis, K.K. 2016030699 Kerkeni, S. 2016030591 Kerkvliet, M. 2016030627 Khedmati, M.R. 2016030702 Kim, B.W. 2016030665 Kim, D.E. 2016030521 Kim, J-H. 2016030666 Kim, K-H. 2016030665 Kim, N. 2016030644 Kim, T. 2016030565 Kim, Y. 2016030565 2016030630 2016030666 2016030712 Kim, Y.J. 2016030549 Kim, Y-G. 2016030634 Kinaci, O. 2016030611 2016030664 Klein, M. 2016030563 Kofler, M. 2016030742 Kokkila, K. 2016030547 Kristiansen, T. 2016030647 Kruijswijk, A. 2016030620 Kumar, A. 2016030530 Kwon, H. 2016030570 Kyyrö, K. 2016030546 Larsson, E. 2016030588 Larsson, S. 2016030532 Lataire, E. 2016030641 Lawson, M. 2016030577 Le Touzé, D. 2016030690 Lee, C. 2016030534 Lee, J. 2016030538 Lee, J.H. 2016030549 Lee, S. 2016030637

Lee, Y. 2016030663 Legović, D. 2016030511 Leira, B.J. 2016030669 Leontev, V.A. 2016030687 Li, D. 2016030575 Li, Y. 2016030707 Liang, Q-h. 2016030559 Lima, G.A.C. 2016030548 Lind, M.T. 2016030719 Lindemann, T. 2016030709 Lindtjørn, J.O. 2016030527 Lipsith, G. 2016030536 Liu, J. 2016030628 Liu, L. 2016030555 Liu, S. 2016030674 Liu, T. 2016030575 Liu, W. 2016030696 Liu, X. 2016030636 Liu, X-j. 2016030632 Liu, Z. 2016030629 2016030682 Llorente, C. 2016030708 Lu, G. 2016030635 Lu, H. 2016030652 Lupieri, G. 2016030561 2016030658 Lv, J. 2016030519 Ma, N. 2016030717 Ma, Q. 2016030646 Ma, X. 2016030682 Machado, C.L. 2016030710 Maeda, K. 2016030569 Maeda, S. 2016030720 Makino, H. 2016030587 Malenica, S. 2016030667 2016030679 Mamatsopoulos, V.A. 2016030699 Mandal, S. 2016030657 Mao, W. 2016030588 Marimon-Giovannetti, L. 2016030668 Marshall, S. 2016030748 Martens, I. 2016030716 Martins, J.L. 2016030711 Mascellaro, L. 2016030738 Mat Soom, E. 2016030704 Mauro, S. 2016030638 McKnight, D. 2016030545 Meggs, R.W. 2016030734 2016030737 Meng, Q. 2016030600 Mercier, R. 2016030680 2016030681 Miao, A-q. 2016030514 Michaeli, J.G. 2016030739 Middleton, T. 2016030735 Miles, R. 2016030545

A-4 AUTHOR INDEX

Mimmi, F. 2016030571 Miotto, S. 2016030607 Mirab, H. 2016030564 Miyazaki, H. 2016030633 Mizutani, K. 2016030616 Moeck, R. 2016030525 Mohammadi, M. 2016030702 Momoki, T. 2016030697 Mondal, A. 2016030678 Morabito, R. 2016030596 Mrčelić, G.J. 2016030750 Myrhaug, D. 2016030669 Nagata, S. 2016030578 Nam, B.W. 2016030630 2016030650 Ni, B.Y. 2016030683 Niemi, M. 2016030546 Niese, N.D. 2016030512 Nong, W. 2016030651 Nordhagen, H.O. 2016030725 Nudner, I.S. 2016030687 Nunes, R.D. 2016030571 Nykänen, T. 2016030724 O’Brien, E. 2016030733 Oger, G. 2016030690 Oh, J-S. 2016030712 Ohmura, T. 2016030569 Okada, Y. 2016030622 Okazaki, M. 2016030622 Oliveira, A.C. de 2016030518 Ommani, B. 2016030647 Orlandi, A. 2016030585 Ortolani, F. 2016030638 Osma, S.J. 2016030685 Östeman, A. 2016030662 Ou, X. 2016030583 Pákozdi, C. 2016030662 Park, J-S. 2016030520 Park, J-Y. 2016030644 Pasi, F. 2016030585 Patricksson, Ø. S. 2016030595 Paula, H. 2016030582 Paulino, G.H. 2016030686 Pekarek, S.D. 2016030741 Peng, B-F. 2016030708 Peng, S. 2016030671 Penović-Buble, M. 2016030750 Perić, R. 2016030609 Perotti, A. 2016030743 Piscopo, V. 2016030692 Pivano, L. 2016030540 Polyzos, S.P. 2016030606 Porfiri, M. 2016030685 Pratap, S. 2016030551 Qiu, L. 2016030747 Rajasekhar, D. 2016030526

Rakke, J.G. 2016030595 Ram, M. 2016030530 Randles, I. 2016030748 Ray, E.F. 2016030523 Read, A. 2016030573 Ren, X. 2016030725 Renilson, M. 2016030746 Rijswijk, H. Van 2016030580 Rocha, T.P. 2016030655 Rodrigues, J.M. 2016030714 Ruan, Z. 2016030566 Rutherford, D. 2016030598 Sadat-Hosseini, H. 2016030649 Sahoo, T. 2016030657 Sakashita, S. 2016030728 Sapsis, T.P. 2016030603 Sarkar, D. 2016030576 Sawada, H. 2016030633 Scamardella, A. 2016030692 Scheuerer, G. 2016030573 Schrader, L-U. 2016030623 Schubert, M. 2016030719 Scupi, A. 2016030689 Selvam, N. 2016030544 Seo, J.K 2016030521 Settemsdal, S.O. 2016030529 Shadloo, M.S. 2016030690 Sharkh, S.M. 2016030608 Shi, J. 2016030698 Shi, Y. 2016030599 Shin, K.W. 2016030624 Shin, Y-K. 2016030644 Shiotani, K. 2016030728 Sierdsma, P.A. 2016030543 Silva, R.P. 2016030711 Simonsen, M.H. 2016030588 Singer, D.J. 2016030512 2016030517 Slavnich, D. 2016030533 Smogeli, Ø. 2016030540 Speares, S. 2016030524 Squires, S. 2016030733 Stephens, R. 2016030513 Stern, F. 2016030649 Storhaug, G. 2016030670 Storheim, M. 2016030716 Strickland, J.D. 2016030517 Subbulakshmi, A. 2016030653 Sun, Z. 2016030673 Sundaravadivelu, R. 2016030653 Suzuki, K. 2016030696 Sypniewski, M.J. 2016030517 Tahara, N. 2016030697 Tahara, Y. 2016030614 Tan, M. 2016030617 Tang, W. 2016030721

AUTHOR INDEX A-5

Tasrief, M. 2016030516 Teixeira, A.P. 2016030714 Teng, B. 2016030675 Tian, X. 2016030555 Tian, Y. 2016030584 Tinsley, D. 2016030501 2016030507 2016030508 Toh, K. 2016030720 Tom, N. 2016030577 Tuljak-Suban, D. 2016030557 Twrdy, E. 2016030557 Tzabiras, G.D. 2016030606 Usher, M. 2016030572 Vakilabadi, K.A. 2016030702 Vantorre, M. 2016030641 Varis, J. 2016030547 Veldman, J.J. 2016030554 Verwilligen, J. 2016030640 Vidučić, V. 2016030750 Vilamea, E.M. 2016030518 Vukcevic, V. 2016030610 2016030679 Wackers, J. 2016030625 Walree, F. van 2016030639 Wan, D. 2016030636 Wan, L. 2016030519 Wang, C. 2016030705 Wang, D. 2016030706 2016030717 Wang, G. 2016030559 Wang, H. 2016030598 Wang, J. 2016030698 Wang, J-S. 2016030558 Wang, L-q. 2016030535 Wang, S. 2016030555 2016030643 Wang, X. 2016030629 Wang, Y. 2016030600 2016030713 Wawrzusiszyn, M. 2016030626 Welch, M. 2016030531 2016030532 Wendt, F. 2016030527 White, N. 2016030663 Windt, J. 2016030661 Wu, G.X. 2016030683 Wu, J. 2016030710 Wu, W. 2016030671 2016030696 2016030722 Xia, Z. 2016030671 Xing, J.T. 2016030673 Xiong, L. 2016030652 Xu, G. 2016030677 Xu, M. 2016030721

Xu, S. 2016030519 Xu, W. 2016030694 Xu, Z. 2016030656 Yang, C. 2016030592 Yang, D. 2016030646 Yang, N. 2016030703 Yang, P. 2016030700 Yang, X. 2016030747 Yao, X. 2016030703 Yeo, D.J. 2016030634 Yin, C. 2016030556 Yoo, J. 2016030534 Yoshikawa, T. 2016030720 Yu, Y-H. 2016030577 Yue, J. 2016030672 Zakki, A.F. 2016030515 Zan, Y. 2016030592 Zhan, J-M. 2016030660 Zhang, A.M. 2016030683 Zhang, B-J. 2016030514 Zhang, C. 2016030615 2016030672 Zhang, H. 2016030651 2016030676 Zhang, S. 2016030556 Zhang, W. 2016030566 Zhang, Y.Y. 2016030550 Zhang, Z. 2016030713 Zhang, Z-l. 2016030535 Zhao, D-g. 2016030619 Zhao, K. 2016030643 Zhao, M. 2016030659 Zhao, Q-x. 2016030619 Zhao, X-z. 2016030684 Zheng, J-h. 2016030559 Zhu, Q. 2016030584 Zotti, I. 2016030607 Zuijderwijk, W.M. 2016030554 Zverkhovskyi, O. 2016030627

SHIP AND STRUCTURE NAME INDEX S-1

Ship/Structure Name Abstract No.

Christopher Stannix 2016030509 Craig Blake 2016030509 Edda Fortis 2016030502 Ievoli Ivory 2016030504 JS INEOS Ingenuity 2016030501 JS INEOS Insight 2016030501 Michele Foss 2016030508 Resilient 2016030507 Resolute 2016030507 Sakigake 2016030506 Savannah 2016030533 Umoe Firmus 2016030505 Umoe Ventus 2016030505

KEYWORD INDEX K-1

Keyword Abstract No.

Accelerometers 2016030648 Accommodation spaces 2016030502 Added resistance in waves 2016030516 2016030610 2016030616 Aerodynamics 2016030688 2016030689 Air 2016030676 Air conditioning equipment 2016030731 Air lubrication 2016030607 2016030627 Aluminium alloys 2016030520 Amphibious ships 2016030736 Anticorrosion coatings 2016030728 Antirolling tanks 2016030637 Arctic environment 2016030725 Auxiliary ships 2016030730 Auxiliary systems 2016030689 Axial loads 2016030700 Ballast tanks 2016030727 2016030728 Barge motion 2016030652 Barges 2016030630 Bending 2016030717 Bending moments 2016030672 Berthing 2016030630 Berths 2016030687 Bilge keels 2016030647 Bilge vortices 2016030614 Blunt bodies 2016030616 Boundary element method 2016030631 2016030639 2016030683 Boundary integral method 2016030677 Breaking waves 2016030561 2016030681 Breakwaters 2016030576 Buckling 2016030693 Budgeting 2016030600 Bulk carriers 2016030621 2016030692 2016030694 Buoys 2016030567 Butt welds 2016030724 Cable ships 2016030503 Carbon dioxide 2016030531 Carbon steel 2016030726 Carrier selection 2016030589 Cascade flow 2016030624 Catamarans 2016030513 2016030615 2016030649 Cavitating flow 2016030612 Cavities 2016030627

Cellular telephones 2016030648 Characteristics 2016030552 Circular shapes 2016030678 Classification society rules 2016030710 Coal terminals 2016030551 Coasts 2016030576 Coatings 2016030623 Collapse 2016030694 2016030709 Collision resistance 2016030716 Combat systems 2016030739 Competition 2016030555 Composite materials 2016030703 Computational fluid dynamics 2016030515 2016030561 2016030573 2016030606 2016030608 2016030609 2016030610 2016030611 2016030612 2016030613 2016030620 2016030622 2016030624 2016030626 2016030627 2016030632 2016030637 2016030642 2016030645 2016030647 2016030649 2016030661 2016030662 2016030679 2016030684 2016030690 Condensate systems 2016030538 Container cranes 2016030553 Container terminals 2016030552 2016030553 2016030555 2016030557 2016030558 2016030584 Containerized shipping 2016030557 Containerships 2016030593 2016030600 2016030610 2016030611 2016030626 2016030637

K-2 KEYWORD INDEX

Containerships 2016030663 2016030665 2016030666 2016030670 2016030705 2016030717 2016030718 Containment systems 2016030549 Contrarotating propellers 2016030546 Control 2016030591 Control systems 2016030537 2016030539 2016030544 2016030733 Corrosion 2016030692 2016030717 2016030727 Corrosion control 2016030728 Corrosion prevention 2016030726 Corrosion resistance 2016030727 Corrugated shells 2016030693 Cost 2016030591 Cost benefit analysis 2016030748 Course control 2016030597 Crew boats 2016030505 Cruise ships 2016030586 Cyclic loads 2016030700 Cylindrical bodies 2016030657 2016030658 2016030659 2016030660 2016030664 2016030669 2016030674 2016030679 Cylindrical shells 2016030693 Damage 2016030714 2016030715 2016030748 Damage prevention 2016030541 Damping 2016030653 2016030656 Data 2016030587 Decision support systems 2016030563 Decision theory 2016030739 Deck wetness 2016030680 Deepwater 2016030567 2016030636 2016030698 2016030707 2016030708 Defects 2016030722 Deployment 2016030596 Design 2016030510 Design loads 2016030710 Detection 2016030580

Diagnostics 2016030729 Direct current 2016030522 Discrete systems 2016030574 Displacement hulls 2016030738 Distillate fuels 2016030525 Distortion 2016030695 Diving support vessels 2016030540 Doppler radar 2016030579 Drag 2016030615 Drag reduction 2016030607 2016030623 2016030627 Drift forces 2016030649 2016030675 Drilling rigs 2016030581 Drillships 2016030544 2016030580 Ducts 2016030619 Dynamic analysis 2016030560 2016030592 2016030686 Dynamic loads 2016030541 2016030699 2016030702 Dynamic positioning 2016030513 2016030527 2016030528 2016030529 2016030537 2016030539 2016030540 2016030541 2016030542 2016030543 2016030545 2016030546 2016030575 2016030579 2016030580 2016030581 2016030591 Dynamic response 2016030645 2016030651 2016030684 2016030713 Earthquake resistance 2016030701 Economic analysis 2016030590 Economic conditions 2016030557 Economic factors 2016030589 Efficiency 2016030556 Electric power 2016030745 Electric power distribution 2016030530 2016030543 Electric propulsion 2016030732 Emissions 2016030512 2016030583

KEYWORD INDEX K-3

Emissions 2016030584 2016030588 2016030594 2016030595 Energy 2016030745 Energy conservation 2016030619 Energy consumption 2016030586 2016030591 2016030598 2016030743 Environmental effects 2016030589 Equipment 2016030568 Errors 2016030613 Estimating 2016030583 Evaporation 2016030549 Exhaust systems 2016030523 Experimentation 2016030693 Explosions 2016030713 Extreme waves 2016030694 2016030696 Failure 2016030542 2016030543 2016030581 2016030691 2016030699 Fatigue (materials) 2016030705 2016030708 2016030715 2016030725 Fatigue life 2016030707 Fatigue strength 2016030510 2016030698 2016030724 Fault diagnosis 2016030537 Feasibility 2016030526 2016030569 Ferries 2016030509 Fin stabilizers 2016030688 Finite element method 2016030560 2016030630 2016030696 2016030707 2016030709 2016030712 Fire safety 2016030580 Fixed platforms 2016030571 Flat plates 2016030607 Fleet development 2016030595 Fleet management 2016030601 Flexibility 2016030711 Flexible pipes 2016030535 Floating accommodation platforms 2016030502 Floating structures 2016030677 2016030684 Flooding 2016030714 Flow distribution 2016030614

Flow distribution 2016030619 2016030625 2016030660 2016030669 Fluid flow 2016030573 2016030690 Fluid structure interaction 2016030658 2016030660 2016030661 2016030668 2016030675 2016030677 2016030684 Foils 2016030668 FPSOs 2016030518 2016030538 2016030570 2016030574 2016030656 2016030710 Fracture 2016030716 Fracture mechanics 2016030719 Freak waves 2016030603 2016030682 Free surfaces 2016030683 Freight rates 2016030750 Fuel cells 2016030526 Fuel conservation 2016030588 Fuel consumption 2016030585 2016030590 2016030600 Fuel management 2016030525 Fuel oil quality 2016030525 Fuel oils 2016030532 Fuzzy systems 2016030629 Gaps 2016030676 Gas carriers 2016030501 Gas detectors 2016030580 Gas explosions 2016030645 Gas flow 2016030573 Gas turbines 2016030531 Gaseous fuels 2016030531 Gravity structures 2016030662 Gravity waves 2016030657 Green function 2016030617 2016030639 2016030678 Gyroscopes 2016030648 Harbour oscillations 2016030559 Harbours 2016030554 Harmonics 2016030732 Heat recovery 2016030536 Heating 2016030731 Heaving 2016030653 Heavy fuel oils 2016030525 Heavy weather 2016030567

K-4 KEYWORD INDEX

Heel (list) 2016030634 Helicopters 2016030520 Hull appendages 2016030616 Hull damage 2016030702 2016030720 Hull form 2016030511 2016030514 2016030515 2016030516 2016030614 2016030631 2016030740 2016030747 Hull girders 2016030713 2016030714 2016030718 2016030720 Hull materials 2016030740 Hull propeller interaction 2016030626 Hull resistance 2016030515 Hull strength 2016030706 Human factors 2016030517 Hybrid propulsion 2016030533 Hydrodynamic forces 2016030638 2016030675 2016030677 Hydrodynamic loads 2016030685 2016030686 Hydroelasticity 2016030635 2016030663 2016030666 2016030672 2016030673 2016030696 Hydrofoils 2016030618 Imagery 2016030680 2016030685 Impact loads 2016030663 2016030665 2016030681 2016030691 2016030723 Inclining experiments 2016030648 Inhibitors 2016030726 Inland waterways 2016030554 Inland waterways vessels 2016030628 2016030640 Inspection 2016030548 Installing 2016030566 2016030575 Integrated shipboard systems 2016030544 Interactions 2016030602 2016030608 2016030630 2016030642 2016030650

Jacket structures 2016030699 Jackup platforms 2016030701 Joints 2016030711 Lagrangian functions 2016030690 Landing craft 2016030735 2016030744 Large ships 2016030665 Large size 2016030518 Lasers 2016030545 Leakage 2016030549 Life (durability) 2016030704 2016030710 Liner shipping 2016030596 Liquefaction 2016030534 2016030538 Liquefied natural gas 2016030534 2016030538 2016030549 Liquid cargo 2016030655 Literature reviews 2016030628 LNG carriers 2016030598 LNG tanks 2016030549 Locks (waterways) 2016030550 Low temperature 2016030725 Low voltage 2016030737 Machinery 2016030535 Machinery failure 2016030528 Maintenance 2016030547 2016030548 Manoeuvrability 2016030628 2016030629 2016030633 Manoeuvring 2016030554 2016030634 2016030636 2016030638 2016030640 Marine transportation 2016030596 Market analysis 2016030749 Markov processes 2016030512 2016030530 Mathematical models 2016030576 2016030640 2016030641 2016030658 2016030664 2016030743 Measurement 2016030602 Microbubbles 2016030607 Mississippi River 2016030550 Model tests 2016030602 2016030605 2016030621 2016030623 2016030640 2016030642

KEYWORD INDEX K-5

Model tests 2016030644 2016030655 2016030662 2016030667 2016030668 2016030670 2016030671 Modification 2016030595 Modular construction 2016030521 Monitoring 2016030568 Monte Carlo method 2016030692 Moored vessels 2016030587 2016030642 2016030652 2016030654 2016030687 Mooring lines 2016030566 2016030656 Mooring systems 2016030643 2016030675 2016030682 Motion 2016030563 Motor yachts 2016030533 Multibody systems 2016030650 Multiphase flow 2016030573 Naval vessels 2016030729 2016030730 2016030732 2016030733 2016030734 2016030735 2016030736 2016030737 2016030738 2016030739 2016030740 2016030741 2016030742 2016030743 2016030745 2016030747 2016030748 Nitrogen 2016030531 Noise 2016030517 Numerical analysis 2016030604 2016030615 2016030659 2016030666 2016030674 2016030715 Numerical models 2016030562 2016030577 2016030585 2016030654 2016030655 2016030660

Numerical models 2016030667 2016030691 Ocean waves 2016030603 Oceangoing river vessels 2016030671 2016030672 Offshore 2016030569 2016030587 Offshore drilling 2016030570 Offshore industries 2016030572 2016030573 Offshore platforms 2016030521 2016030523 2016030532 2016030548 2016030566 2016030568 2016030571 2016030575 2016030653 2016030675 2016030676 2016030682 2016030698 2016030701 2016030708 2016030711 Offshore service vessels 2016030504 2016030505 2016030513 2016030537 Offshore structures 2016030563 2016030699 2016030704 2016030719 Operating costs 2016030591 Optimisation 2016030511 2016030514 2016030520 2016030594 2016030747 Oscillating bodies 2016030562 2016030578 Passenger ships 2016030502 Passenger transportation 2016030569 Passing vessels 2016030642 Patrol craft 2016030744 Personnel transport 2016030582 Piezoelectricity 2016030564 Pipelaying 2016030535 2016030592 2016030643 Pipelaying vessels 2016030535 2016030643 Pitching 2016030688 Plastic properties 2016030696 Plates 2016030678

K-6 KEYWORD INDEX

Plates 2016030700 Platform decks 2016030520 Platform motions 2016030651 2016030653 Platform removal 2016030571 Pods 2016030546 Porous materials 2016030657 2016030678 Port performance 2016030551 2016030552 2016030555 2016030556 2016030558 Port time 2016030551 Potential flow 2016030617 2016030630 Power supplies 2016030532 Predictions 2016030603 Pressure distribution 2016030612 2016030641 2016030697 Probabilistic methods 2016030714 2016030719 Probability density functions 2016030565 Propeller cavitation 2016030612 Propeller efficiency 2016030604 2016030622 2016030624 Propeller hubs 2016030622 Propeller loads 2016030638 Propeller noise 2016030729 Propeller vibration 2016030604 Propellers 2016030510 2016030609 Propulsion systems 2016030618 2016030689 2016030729 Propulsive efficiency 2016030618 2016030738 Recommendations 2016030581 Refuelling 2016030746 Regulations 2016030582 Research vessels 2016030526 Residual stress 2016030695 2016030722 Resistance 2016030511 2016030605 2016030606 2016030611 2016030613 2016030621 Response surface methodology 2016030703 Restricted visibility 2016030545 Restricted waters 2016030641 Risers 2016030567 2016030686

Risers 2016030560 2016030669 Risk analysis 2016030574 Risk management 2016030540 Ro/ro ships 2016030595 2016030634 Roll stabilizers 2016030647 Rolling 2016030637 2016030644 2016030647 Rotors 2016030524 2016030608 Safety 2016030582 Sails 2016030524 Scale effect 2016030619 2016030622 Scheduling 2016030551 2016030553 Sea state 2016030574 2016030670 Seakeeping 2016030585 2016030631 2016030646 Seawater corrosion 2016030726 Self propulsion 2016030606 2016030619 Semisubmersible vessels 2016030645 Semisubmersibles 2016030676 Sensors 2016030545 Shallow water 2016030566 2016030620 2016030636 2016030639 2016030652 Shear stress 2016030718 Ship characteristics 2016030519 Ship collisions 2016030691 Ship design 2016030512 2016030513 2016030516 2016030517 2016030518 2016030519 2016030730 2016030736 2016030740 2016030747 2016030748 Ship electric power systems 2016030527 2016030528 2016030737 2016030741 2016030742 Ship identification 2016030587 Ship motions 2016030635 2016030639

KEYWORD INDEX K-7

Ship motions 2016030654 2016030655 Ship performance 2016030585 2016030747 Ship power plants 2016030529 2016030530 Ship prices 2016030749 Ship routing 2016030593 2016030594 2016030596 Ship sides 2016030646 Ship simulators 2016030554 Ship speed 2016030590 2016030592 2016030594 2016030621 2016030632 Ship structures 2016030700 2016030709 2016030721 Shock waves 2016030713 Shuttle tankers 2016030599 2016030714 Simulation 2016030521 Sinkage 2016030610 2016030615 Slamming 2016030635 2016030665 2016030666 2016030667 2016030672 2016030673 2016030676 2016030685 2016030697 Small size 2016030651 Spar buoys 2016030562 Speed reduction 2016030604 Springing 2016030565 2016030667 2016030671 2016030672 2016030705 Square shapes 2016030659 Stability 2016030522 2016030645 2016030648 2016030649 Standards 2016030629 Static analysis 2016030560 Stationkeeping 2016030540 Statistical analysis 2016030550 Stators 2016030608 Steel 2016030725 2016030727 2016030728

Steel 2016030723 Stiffened plates 2016030695 2016030703 2016030722 Storage 2016030745 Strain rate 2016030723 Strength 2016030692 Stress analysis 2016030721 Stress concentration 2016030697 Stress strain elations 2016030720 Stresses 2016030712 Strip method 2016030705 Structural analysis 2016030697 2016030711 Structural reliability 2016030698 2016030703 2016030704 2016030706 2016030710 2016030719 Structural response 2016030696 Submarines 2016030515 2016030644 2016030746 2016030731 Submerged bodies 2016030658 2016030683 Suction dredgers 2016030620 Surface effect ships 2016030646 Swaying 2016030632 Tanker demand 2016030750 Tankers 2016030654 Tenders (vessels) 2016030650 Tensile tests 2016030723 Tension 2016030565 Tension leg platforms 2016030565 2016030650 2016030651 2016030680 2016030681 2016030707 Tests 2016030539 Thin walls 2016030709 Thrusters 2016030541 2016030546 2016030547 2016030602 2016030608 Time 2016030550 2016030587 Time domain 2016030639 Tip vortices 2016030609 Torsion 2016030717 Tracking 2016030597 Traffic density 2016030550 Trailing edges 2016030624

K-8 KEYWORD INDEX

Trailing vortices 2016030609 Transferring 2016030582 Transient loads 2016030638 Transients 2016030742 Transportation costs 2016030599 Trim 2016030610 2016030615 Trimarans 2016030702 Tugs 2016030506 2016030507 2016030508 Turbines 2016030523 2016030578 Turbulence 2016030625 Turbulent flow 2016030602 Turning manoeuvres 2016030644 Turret mooring 2016030656 Ultimate strength 2016030698 2016030700 2016030704 2016030717 2016030718 2016030720 2016030722 Uncertainty 2016030605 2016030621 Underwater acoustics 2016030729 Uninterruptible power supplies 2016030522 Velocity 2016030680 Ventilation systems 2016030731 Vessel descriptions 2016030501 2016030502 2016030503 2016030504 2016030505 2016030506 2016030507 2016030508 2016030509 2016030744 Vibration 2016030517 2016030705 Viscous resistance 2016030514 VLCCs 2016030625 2016030633 Vortex induced vibration 2016030659 2016030664 2016030669 Vortex shedding 2016030659 Voyage data 2016030601 Wall effects 2016030641 Waste management 2016030572 Waste water 2016030572 Water depth 2016030632 Water entry 2016030674 2016030685

Waterborne transport 2016030583 Wave diffraction 2016030657 Wave energy 2016030618 Wave energy conversion 2016030562 2016030564 2016030576 2016030577 2016030578 Wave forces 2016030679 Wave forces on structures 2016030684 Wave forecasting 2016030563 Wave loads 2016030662 2016030681 2016030687 Wave loads on ships 2016030635 2016030665 2016030670 2016030694 Wave loads on structures 2016030658 2016030674 Wave models 2016030603 Wave propagation 2016030656 2016030678 Wave resistance 2016030514 2016030617 Wave runup 2016030682 Weapons 2016030734 Weather communication 2016030579 Weather routing 2016030585 2016030588 2016030593 Wedges 2016030673 Welded joints 2016030712 2016030724 Welding 2016030695 Whipping 2016030663 2016030666 2016030667 2016030670 2016030671 Wigley models 2016030631 Wind conditions 2016030633 Wind propulsion 2016030524 Wings 2016030689 Workboats 2016030590 Worldwide 2016030750 Yawing 2016030636 Zig zag manoeuvres 2016030633

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