ISSN 2051-7793

BMT Abstracts
International Maritime Technology
Volume 68 Number 11 November 2013

Abstract Numbers 2013112501 - 2013112750

 BMT ABSTRACTS

Volume 68, Number 11, November 2013

Abstracts 2013112501-2013112750

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 Abstracts 2013112501-2013112750
Volume 68 – No 11 – November 2013

CONTENTS

Page No.

1. DESIGN AND CONSTRUCTION

1.1 Ship/structure description 884

1.2 Design 886
1.3 Shipbuilding technology/constructional techniques 896

2. OPERATION

2.1 Power sources and fuels 898

2.2 Equipment and installations 902
2.3 Maintenance, repair and conversion 902
2.4 Cargoes and cargo handling 903
2.5 Ports and waterways 903
2.6 Coastal/offshore engineering and marine renewable energy 904
2.7 Safety at sea 913
2.8 Environmental protection 915
2.9 General operation 915

3. FLUID MECHANICS

3.1 General hydrodynamics, hydraulics and oceanography 918

3.2 Resistance and propulsive performance 919
3.3 Motion, seakeeping and manoeuvring 932
3.4 Fluid structure interaction 943
3.5 Aerodynamics and wind engineering 954

4. STRUCTURES AND MATERIALS

4.1 Structural response 955

4.2 Properties of materials 965
4.3 Corrosion and fouling 970

5. NAVAL VESSELS AND DEFENCE TECHNOLOGY 970

6. MISCELLANEOUS 976

AUTHOR INDEX A-1

SHIP AND STRUCTURE INDEX S-1

KEYWORD INDEX K-1

1.1 SHIP/STRUCTURE DESCRIPTION high payload capability, efficient slender hull lines,
wide beam and the absence of drag inducing
underwater appendages. KATEXPRESS2 achieved a
2013112501 speed of 42.1 knots at 671.5 tonnes deadweight
CMA CGM MARCO POLO, a ultra large during sea trials.
containership respecting the environment.
Association Technique Maritime et Aéronautique, Catamarans
111th Session; 5-6 June 2013; Paris, France. Paper Ferries
No. 2644 High speed vessels
http://www.atma.asso.fr/US/publication_detail.php?p Vessel descriptions
ub=663&page=17
Renaud, M., Boutillier, J-B., Et al
French 2013112503
CMA CGM MARCO POLO is today the largest Innovation showcase for River Plate.
container carrier on the oceans. She is nearly 400m The Naval Architect, September 2013, p 72 [3 p,
long and can load up to 16,020 TEUs. Ultra large 2 fig] http://www.rina.org.uk/tna.html
containerships have both economic and Tinsley, D.
environmental advantages over smaller units. English
The building of CMA CGM MARCO POLO was a The world’s first high-speed dual-fuel, gas turbine
human and technological challenge. Only the largest ferry designed for operation on LNG bunkers is set to
Asian shipyards have the capacity to produce such enter service on the River Plate. The 99m wave
vessels. Feedback from the first voyages of CMA piercing catamaran FRANCISCO is capable of
CGM MARCO POLO shows exceptional business making 47knots-plus with a full payload of 1,000
performances, perfectly suited for the Asia- Northern passengers, plus about 150 cars. The vessel was built
Europe trade. Her dimensions are estimated to be by Incat Tasmania for the Buquebus service between
close to the limits of operability in most ports in Buenos Aires and Montevideo. A general
width, length and draft. CMA CGM MARCO POLO arrangement drawing is included in this article. See
is fitted with the most innovative technologies in also the following abstract.
order to optimise her technical and environmental
performances: electronic engine with exhaust gas
Catamarans
bypass, turbochargers optimised for main engine low
Ferries
load, NOx emissions according to IMO Tier II, water
High speed vessels
ballast treatment plant, optimised hull form, twisted
Multifuel operations
leading edge rudder, pre swirl stator, and fast oil
Vessel descriptions
recovery system. This leads to an EEDI of 10.37,
about 30% lower than current limit, already within
the target set by IMO for ships built in 2025.
2013112504
Containerships FRANCISCO throws down the gauntlet to the jet
Large ships set.
Vessel descriptions Ship & Boat International, September/October 2013,
p 22 [3 p, 2 fig] http://www.rina.org.uk/sbi.html
No author given
2013112502 English
Danish operator commits to high speed mode. Incat Tasmania’s record breaking, dual-fuel ferry
The Naval Architect, September 2013, p 68 [2 p, FRANCISCO is described. A general arrangement
3 fig] http://www.rina.org.uk/tna.html drawing is given. See also the previous abstract.
Tinsley, D.
English Catamarans
Ferries
This article describes KATEXPRESS2, a 112m
High speed vessels
wavepiercing catamaran ferry built by Incat Tasmania
Multifuel operations
for Danish operator Mols-Linien. The vessel can
Vessel descriptions
carry up to 1000 persons and 415 cars (or 210 cars
and 567 truck lane metres) and is characterized by

ABSTRACTS 884
2013112505
Latest Ramform pushes the bounds in seismic
vessel technology.
The Motor Ship, v 94 n 1107, September 2013, p 41
[2 p, 3 fig] http://www.motorship.com/
Tinsley, D.
English
Norwegian specialist Petroleum Geo-Services is
investing in a new generation of seismographic
research ships. This article describes the first in class,
RAMFORM TITAN, equipped to deploy 24-sesmic
streamer cables. The vessel was built at Mitsubishi
Heavy Industries yard in Nagasaki, Japan. The vessel
carries over 6,000 tonnes of fuel and equipment and
will typically tow a network of several hundred
thousand recording sensors over an area greater than
12 km2. The new ship is claimed to be the most
powerful and efficient marine seismic acquisition
vessel ever and the widest ship in the world at the
waterline.
Seismic data
Special vessels
Vessel descriptions
2013112506
LE SOLEAL.
Tecnologie Trasporti Mare, v 44 n 4, July-August
2013, p 8 [3 p, 4 fig] http://www.ttmweb.it/
No author given
Italian
LE SOLEAL, whose characteristics make her very
much like a mega-yacht, is the third of three super-
luxury cruise ships built by Fincantieri for the French
cruise line Compagnie du Ponant. The new ship is
approximately 11,000gt, 142m long and 18m wide. It
can accommodate more than 260 passengers in 132
cabins and suites.
Cruise ships
Vessel descriptions
2013112507
Clean break.
Offshore Marine Technology, 3rd Quarter 2013, p 19
[3 p, 2 fig] http://www.rina.org.uk/omt.html
No author given
English
This article describes the ARC 100, an icebreaking
oblique oil spill combat vessel designed by Aker
Arctic. The vessel was ordered by the Russian
885
Ministry of Transport and is being built jointly by the
Artech Helsinki and Yantar yards. The ARC 100
features an overall length of 75.2m, a breadth of
20.5m and a 7m maximum draught, complete with a
cargo deck area totalling 400m2 and the space to
accommodate up to 36 persons, including a crew of
12. The ARC 100 is capable of breaking ice with a
thickness of 1m at 3knots in ahead and astern mode.
While operating in oblique mode, the vessel has the
ability to break through ice of up to 0.6m thickness at
a speed of 6knots. A general arrangement drawing is
given.
Icebreakers
Oil recovery vessels
Spill countermeasures
Vessel descriptions
2013112508
STAVANGERFJORD another new LNG-fuelled
cruise ferry.
Cruise Business Review, n 2, 2013, p 81 [8 p, 9 fig]
http://www.cruisebusiness.com
Segercrantz, H.
English
STAVANGERFJORD is the first of the two new
cruise ferries from Bergen Group Fosen AS for
Norwegian Ferry operator Fjord Line.
STAVANGERFJORD is the first cruise ferry to
operate on engines fuelled solely by liquefied natural
gas (LNG), she will be equipped with four BV12PG
gas engines of 5.6MW each featuring a highly
efficient Promas integrated rudder and propeller
propulsion system with 30,000hp propulsion turbines.
The engines will reduce nitrogen oxide emissions by
about 90% and contain no sulphur or heavy metals.
The vessel will reduce overall carbon dioxide
emissions by 23%. STAVANGERFJORD measures
170m in length and 27.5m in width with a draught of
6.35m and has a gross tonnage capacity of 25,000t
and deadweight of 4,000t. The vessel can
accommodate 1,500 passengers in 306 cabins and can
carry 600 vehicles in the roll-on-roll-off cargo bay.
Cruise ships
Ferries
Vessel descriptions
ABSTRACTS
1.2 DESIGN
2013112509
New panamax and its implications for ship design
and efficiency.
LCS 2012, 2nd International Conference on
Technologies, Operations, Logistics and Modelling
for Low Carbon Shipping; 11-12 September 2012;
Newcastle upon Tyne, UK. Organised by University
of Newcastle [10 p, 11 ref, 3 tab, 7 fig]
http://shippingresearch.files.wordpress.com/2012/09/
lcs-2012-paper-paul-stott-revison-a-sept-1012.pdf
Stott, P.W.
English
The expansion of the Panama Canal presents an
opportunity for increased transport efficiency and
reduced emissions. Shipping is famously a ‘derived’
demand and the evaluation of this opportunity would
logically be predicated on trade analysis to review
how the expansion may affect cargo flows and the
consequent effect this would have on the fleet. The
incidence of panamax beam in the fleet is much
greater than is required to service Canal trades,
however, and the benefits are likely to be greater than
would be estimated through a trade-based analysis.
The likely consequences of the relaxation of the
constraint on ship design in the three main cargo
carrying sectors (wet and dry bulk and container) are
reviewed with comments on the potential for
reduction in emissions stemming from this change.
Emissions
Panama Canal
Ship design
2013112510
IMO resolves ro-ro rules puzzle.
The Naval Architect, July/August 2013, p 22 [3 p,
1 fig] http://www.rina.org.uk/tna.html
Bergholtz, J.
English
The scope of the IMO Energy Efficiency Design
Index (EEDI) has been extended to now also include
passenger ships with non-conventional propulsion,
ABSTRACTS
i.e. cruise ships, ro-ro vehicle carriers, ro-ro cargo
and ro-ro passenger ships. This article explains how
the new regulation will affect future ro-ro shipping.
Emissions
Energy conservation
International Maritime Organization
Regulations
Ro/ro ships
2013112511
Equivalent shell element for ship structural
design.
MARSTRUCT 2013, 4th International Conference
on Marine Structures; 25-27 March 2013
Espoo, Finland. Published by CRC Press;
ISBN 978-1-138-00045-2. Chapter 51, pp 459-468
http://www.crcpress.com/product/isbn/978113800045
2
Avi, E., Niemelä, A., Et al
English
This paper presents an equivalent shell element for
assessing the ship global and local static and vibration
response in early design phases. The element
provides a computationally economic tool for global
analysis and the same mesh can be used in primary,
secondary and in some cases tertiary level. The
stiffened panel is considered as a three layer laminate
element, where the first layer represents the plate, the
second layer the stiffener web and the third the
stiffener flange. The layers are described as 2D iso –
and orthotropic materials, where elasticity matrices
are found by applying the Rule of Mixtures. The
element includes the in-plane, membrane-bending
coupling, bending and additionally also shear
stiffness, which follows the Reissner-Mindlin plate
theory for anisotropic homogenous shells. The local
plate bending response between the stiffeners is also
considered. The developed shell formulation has
been implemented in commercial FE software
FEMAP with NX Nastran and demonstrated through
a case study. Results are validated against 3D fine
mesh analysis and good agreement is observed.
Responses
Ship design
Vibration
886
2013112512
Thermal and strength analysis of LNG tanks and
their supporting structures in the early design
stage.
MARSTRUCT 2013, 4th International Conference
on Marine Structures; 25-27 March 2013
Espoo, Finland. Published by CRC Press;
ISBN 978-1-138-00045-2. Chapter 52, pp 469-476
http://www.crcpress.com/product/isbn/978113800045
2 Design improvement for a fast rigid-inflatable
Biot, M., Mantini, N., Moro, L.
English
In the paper, some calculations are presented aimed to
the definition of a procedure for the structural design
of a type C tank and its supporting structures. More
specifically, calculations have been performed on a
bi-lobe type C tank for an LNG carrier. Different
solutions are proposed for the numerical simulation of
interaction between tanks and ship structures, giving
suggestions to designers on the modelling of the
contact of the tank with its supports and how to
partially model the ship structures below the tank and
their boundary conditions. Moreover, a simulation
procedure for heat transfer performed by FE analyses
is presented, useful for an early stage evaluation of
temperature distribution on ship hull structures.
Design
LNG tanks
Structural strength
Thermal analysis
2013112513
Multi-objective optimisation of ship hull structure
by genetic algorithm with combined fitness
function.
MARSTRUCT 2013, 4th International Conference
on Marine Structures; 25-27 March 2013
Espoo, Finland. Published by CRC Press;
ISBN 978-1-138-00045-2. Chapter 57, pp 515-524
http://www.crcpress.com/product/isbn/978113800045
2 due.de/IST/index_en.shtml
Sekulski, Z.
English
This paper presents an evolutionary algorithm for
multi-objective optimisation of the structural
elements of the large spatial sections of ship hulls.
The evolutionary algorithm where selection takes
place, based on the aggregated objective function
combined with domination attributes is proposed and
applied to solve the problem of optimising structural
elements of a high speed vehicle-passenger catamaran
hull with respect to the weight and surface area. The
887
results of the numerical analysis with the use of the
developed algorithm are presented.
Hulls
Numerical analysis
Optimisation
2013112514
boat using CFD.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 32 [6 p, 6 ref, 7 fig]
http://www.uni-due.de/IST/index_en.shtml
Kaufmann, J., El Moctar, O., Bertram, V.
English
Modern computational fluid dynamics simulations
were applied to a rigid-inflatable boat to predict the
thrust requirements as function of longitudinal centre
of gravity (LCG). After analysing the results for the
original hull, the design was modified reducing the
required thrust by typically 40% for a large range of
LCG values.
Computational fluid dynamics
Rigid inflatable craft
Ship design
2013112515
Advanced simulations for high-performance
megayachts.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 38 [13 p, 26 ref, 15 fig] http://www.uni-
Köhlmoos, A., Bertram, V.
English
An overview of simulations for assorted advanced
analyses for megayachts is given, focussing on the
benefit for the customer, i.e. how simulations support
the business process of shipyard and ship owner. The
analysis looks at the main operational problems such
as ensuring comfort (noise, seakeeping, HVAC,
smoke dispersion), increasing design freedom
especially for unconventional designs, achieving
better designs in shorter time, and ensuring fast and
ABSTRACTS
efficient trouble-shooting in case of need. The role of
assorted advanced simulations (structure, noise and
vibration, fluid dynamics, aerodynamics, etc.) in this
context is illustrated by case studies taken from
industry experience. The importance of including
appropriate simulations in the building specifications
for optimal benefits for owner, yard and supplier are
stressed.
Computational fluid dynamics
Computer-aided ship design
Motor yachts
Simulation
2013112516
Trends in CFD applications for high-performance
marine vehicles.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 51 [11 p, 15 ref, 12 fig] http://www.uni-
due.de/IST/index_en.shtml
Bertram, V., Peric, M.
English
The paper surveys developments in CFD applications
for high-performance marine vehicles with particular
focus on the past decade. Progress is significant in
integrating the process chain, particularly more
automated model generation. Increased hardware
power and progress in various aspects of the flow
solvers allow more sophisticated applications in
wider scope of applications. These concern
particularly two-phase flows (involving complex
wave breaking and cavitation). Selected examples
taken from industry and research applications
demonstrate scope and maturity of CFD applications
for high-performance marine vehicles.
Computational fluid dynamics
Computer-aided ship design
High speed vessels
ABSTRACTS
2013112517
BB GREEN – development of the world’s first
zero emission air supported battery electric fast
commuter ferry, concept and first project results.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 62 [16 p, 8 ref, 1 tab, 19 fig]
http://www.uni-due.de/IST/index_en.shtml
Tudem, U.S., Livgard, T.K., Liljenberg, H.
English
Based upon Effect Ships International AS Air
Supported Vessel (ASV) technology, a new
high efficiency, zero emission waterborne transport
solution, supported by the EU under the 7th
Framework, is under development. The 6 partner
strong BB GREEN team started with an
assessment of owners/route requirements (partner
Aqualiner) and critical factors, and then followed up
with analyses and development of a suitable ASV
hull form. Tank testing of two candidates, one ASV
Cat and one ASV Mono variant was carried out. In
parallel work on the single most critical factor, testing
and evaluation of most suitable battery cell
technology was carried out. To minimize overall
weight with excellent strength, carbon sandwich
engineering will be used. In phase 2 of the project a
full scale BB GREEN test vessel, of approx. 20 m x 6
m will be built, outfitted and tested "on route" in the
Netherlands. Design speed is 30 knots. As a
commercial vessel some 60-80 passengers and a few
bicycles may be transported fast, efficiently and
environmental friendly on waterways throughout
Europe and beyond. The paper concentrates on
presenting the overall concept, tank testing of the
ASV hulls and key achievements during the first year
of the 3 year project.
Electric batteries
Ferries
High speed vessels
Ship design
888
2013112518
On the design and resistance prediction of large
medium-speed catamarans.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 78 [12 p, 37 ref, 2 tab, 9 fig]
http://www.uni-due.de/IST/index_en.shtml
Haase, M., Thomas, G., Et al
English
Medium-speed catamarans are under development as
a new class of vessels to meet requirements for highly
efficient sea transportation with a low environmental
impact. A reduction in service speed and an increase
in deadweight will lead to high transport efficiency.
Compared to current high-speed catamarans, these
new vessels will operate at a transitional
speed range between those of high-speed craft and
conventional displacement ships. In this
paper, design guidelines to choose appropriate hull
form parameters for medium speed
catamarans with minimum resistance were derived
and a preliminary design made. Most
important these vessels will operate at Froude
numbers of Fr = 0.35 and have a relatively low
prismatic coefficient of Cp ≈ 0.5 in conjunction with
a low transom immersion. To correctly
predict the calm water resistance, different methods
to predict the calm water resistance of
such vessels are discussed, whereas viscous free-
surface flow simulations are most promising. It is
shown that they are capable of predicting the
hydrodynamic behaviour of medium-speed
catamarans, such as drag force, trim and sinkage
within an acceptable range of accuracy.
Catamarans
Hull form
Resistance
Ship design
889
2013112519
Design development of air supported vessel (ASV)
hull forms for passenger ferries and work boat
applications.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 90 [10 p, 8 ref, 2 tab, 8 fig]
http://www.uni-due.de/IST/index_en.shtml
Tudem, U.S., Livgard, T.K., Liljenberg, H.
English
Based upon Air Supported Vessel (ASV) knowhow
developed over more than 10 years, Effect Ships
International AS built a 20 m test vessel. This
selected hull was primarily designed to deliver a large
interior volume matched with market leading
efficiency; a hull just perfect for among other
pleasure boats. A comprehensive testing and
documentation process was carried out. The test
vessel demonstrated a reduction in fuel consumption
at medium speeds (14 - 30+ knots) of up to 50
compared with market leading conventional boats.
Unfortunately, these days, the pleasure boat sector is
facing tough times consequently the willingness to
invest in new technology is therefore quite limited. In
other sectors, like fast crew-boats (serving offshore
installations), windmill support vessels, commercial
work boats, small fast ferries etc. there is more
activity. For several of these types of applications
passenger comfort and onboard motion related
capabilities play a very important role. This prompted
the ASV team to prepare new high efficiency designs
with focus on motion suppression. Internally these
new designs are referred to as "Soft Motion" ASV
hulls. The first ASV Mono Soft Motion fast crew
boat with WJ propulsion is now under construction.
This first vessel, with aluminium construction, will
have a length of approx. 22 m and design speed will
be 40 knots +. Another project, using a similar type of
hull, this time for passenger and light cargo transport,
is also in progress. In collaboration with a leading
Norwegian fast ferry operator a range of ASV Mono
ferries is under development. The hull will be
configured for pod propulsion and construction will
be carbon sandwich.
Advanced marine vehicles
Ferries
Monohulls
Ship design
Workboats
ABSTRACTS
2013112520
Preliminary design study on medium-speed
monohull passenger ferries.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 100 [13 p, 12 ref, 5 tab, 4 fig]
http://www.uni-due.de/IST/index_en.shtml
Hetharia, W.R., Hage, A., Rigo, P.
English
The recent development of medium-speed monohull
passenger ferries has shown their performance for
short trips in some regions. The existence of these
ships is to fulfil the transition region between
conventional ferries and HSC craft. In fact, they
operate at Froude number range of 0.55 to 0.80 which
is beyond the hump speed. Therefore they need high
engine power to maintain their operation speeds. The
aim of the present project is to find the minimum
resistance due to the minimum length of the ship. A
parent ship of 254 passengers was designed. The
variation of passenger distributions at main-upper
decks, applied in this task, end-up with the variation
of the ship lengths and centre of weights.
Furthermore, those lengths affect the performance of
the resistance, stability (particularly at the large angle
of inclination) and other ship design parameters. The
results of computation are presented for two loading
conditions (departure and arrival). The excel solver is
used to find the minimum resistance with the
constraints of stability and seakeeping of the ship.
The results of study are presented and provided for
future study of optimisation, particularly to find the
best design of hull form with the minimum power.
Ferries
Monohulls
Ship design
2013112521
A SWATH technology trajectory.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 144 [10 p, 11 ref, 25 fig]
http://www.uni-due.de/IST/index_en.shtml
Fach, K.
English
The idea of the Small Waterplane Area Twin Hull
ABSTRACTS
(SWATH) is over 100 years old. During the 1960s
and 1970s, semisubmersibles were used in offshore
oil exploration and naval architects reinvented the
SWATH idea. This paper delivers an insight into the
SWATH technology, today’s use, and R&D projects
with special focus on German developments.
SWATH ships
Technological innovation
2013112522
Parametric design tool considering integrated
seakeeping, stability and wave resistance of a high
speed trimaran vessel.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 154 [12 p, 7 ref, 5 tab, 7 fig]
http://www.uni-due.de/IST/index_en.shtml
Máximo, R., Ruggeri, F., Mueller, C.
English
This paper presents a design tool for the prediction
of the main attributes of a high speed
trimaran passenger vessel, intended to be integrated
within an optimisation procedure for
rapid evaluation of various design solutions. The
model is applied to the conceptual design of
a trimaran vessel with capacity of 600 passengers, a
design speed of 40 knots and a range of 2000 nautical
miles. The design variables considered are the hulls
main dimensions and coefficients and their relative
positioning, and it evaluates ship total resistance,
general layout, weights, seakeeping and stability. The
ship total resistance is evaluated considering
the ITTC'78 model simplified. The residuary
resistance is approximated by the wave resistance
and evaluated using Michell theory of slender
hull extended for multihull vessels, in order
to consider the potential field interaction of the waves
generated by each hull. The intact stability is assured
by the application of IMO rules for high
speed vessels to the righting arm curve,
built from the hull geometry described by NURBS.
The general layout and weights are estimated
considering similar vessels, empirical relations and
machinery brochures from manufacturers. The
seakeeping is evaluated considering the potential
flow panel method code WAMIr® to obtain the body
responses and the environmental conditions adopted
Are from Santos basin (Brazil) and the comfort
index Motion Sickness Incidence concerning
passenger welfare. The model is built in Matlab®
890
environment, with the 3D modelling using NURBS
for the hull surfaces definition.
Design process
Seakeeping
Stability
Trimarans
Wave resistance
2013112523
On structural design of high-speed planing craft
with respect to slamming.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 174 [17 p, 18 ref, 4 tab, 17 fig]
http://www.uni-ue.de/IST/index_en.shtml
Razola, M., Rosén, A., Et al
English
In this paper a methodological framework that
enables studies of the loading conditions and structure
responses for planing craft in waves is presented.
The methodology is demonstrated by analysis of an
aluminium and a sandwich version of a 10m high
speed craft during a slamming event. The results are
used to discuss the abilities and limitation of the
framework, various aspects of the slamming
phenomena and the related responses, and the
prevailing design principles for high-speed craft. The
methodology is concluded to be useful in evaluation
and development of the prevailing design methods
and in establishment of a method for direct
calculation.
High speed vessels
Loads (forces)
Planing hulls
Ship design
Slamming
891
2013112524
Conceptual design of a zero-emission open-top
container feeder.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 207 [9 p, 9 ref, 3 tab, 9 fig]
http://www.uni-due.de/IST/index_en.shtml
Rohde, F., Sames, P.
English
This paper describes a concept design for a zero-
emission container feeder, based on existing
technologies. The vessel uses liquid nitrogen as fuel
to generate power with a combined fuel cell and
battery system. After outlining the general
requirements, technical and commercial aspects of the
design are discussed. The open-top concept for short
port turnover times, the large width for extra
container stowage and minimum ballast, fuel cells,
and the unconventional bow design are key features
of the design that may influence future ship designs
well before liquid hydrogen is used on cargo ships.
Containerships
Emissions
Fuel cells
Hydrogen fuels
Ship design
2013112525
The proposal of the optimal framework to
perform multidisciplinary design optimisation of
the power yachts hull design.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 226 [12 p, 6 ref, 11 fig]
http://www.uni-due.de/IST/index_en.shtml
Ahn, D-H., Lee, P., Shin, J-G.
English
This paper presents a new integrated software tool for
basic modelling of power yachts. This tool includes
modules for modelling hull and outfitting, and a
module for checking scantling rules. The modules
developed in the tool are optimised for power yachts,
so that it reflects the characteristics of power yachts,
for example, dimensions, materials etc., which are
ABSTRACTS
different from other commercial vessels. The
software tool is designed based on 3D CAD and is
implemented in UG NX.
Computer-aided ship design
Hull form
Motor yachts
Optimisation
2013112526
Optimisation of bow shape for a non-ballast water
ship.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 251-260
http://link.springer.com/article/10.1007/s11804-013-
1196-8
Van He, N., Ikeda, Y.
English
In this research, a commercial CFD code FLUENT
was applied to the optimisation of bulbous bow shape
for a non-ballast water ships. First the accuracy of the
CFD code was validated by comparing the CFD
results with experimental results. In the optimising
process, the resistances acting on ships in calm water
and in regular head waves were defined as the object
function. The following features of bulbous bow
shapes were considered as design parameters: volume
of bulbous bow, height of its volume centre, angle of
bow bottom, and length of bulbous bow. When
referring to the computed results given by the CFD
such as resistance, pressure and wave pattern made by
ships in calm water and in waves, an optimal bow
shape for ships was discovered by comparing the
results in the series of bow shapes. In the computation
on waves, the ship is in fully captured condition
because shorter waves, λ/L pp <0.6, are assumed.
Bow form
Bulbous bows
Computational fluid dynamics
Optimisation
Resistance
ABSTRACTS
2013112527
Guidelines for hydroelastic model design, testing
and analysis of loads and responses.
Society of Naval Architects and Marine Engineers,
T&R Bulletin 2-33, 2013 [102p]
http://www.sname.org/Libraries/ViewTechnicalPaper
/?DocumentKey=63ad33e9-6c85-450e-ac6f-
acfeef2fdb2c
No author given
English
The efficiency of a ship design and its structural
integrity hinge upon the extent to which design loads
adequately represent the corresponding true service
loads expected. Historical methods employed to
determine hull-girder design loads are not suitable for
the design of many of the newer types of surface
ships that continue to be proposed. A new way of
model testing in waves was developed that includes at
the same time the measurement of ship motions, wave
loads (both ordinary wave induced and hydrodynamic
impact), and the ship structural response. This
approach became possible partially by evolving
model testing techniques over the years, but
especially through newly developed testing
techniques, instrumentation, and data collection
systems for this type of testing. This report
documents these model testing techniques and
provides a reference point for future testing and
innovation in the field.
Design loads
Hydroelasticity
Model tests
Ship motions
Structural response
2013112528
Support vector regression-based multidisciplinary
design optimisation for ship design.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83086, pp 77-84
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732494
Li, D., Guan, Y., Et al
English
The design of ship is related to several disciplines
such as hydrostatic, resistance, propulsion and
economic. The traditional design process of ship only
involves independent design optimisation within each
892
discipline. With such an approach, there is no
guarantee to achieve the optimum design. At the same
time improving the efficiency of ship optimisation is
also crucial for modem ship design. In this paper, an
introduction of both the traditional ship design
process and the fundamentals of Multidisciplinary
Design Optimization (MDO) theory are presented and
a comparison between the two methods is carried out.
As one of the most frequently applied MDO methods,
Collaborative Optimization (CO) promotes autonomy
of disciplines while providing a coordinating
mechanism guaranteeing progress toward an optimum
and maintaining interdisciplinary compatibility.
However there are some difficulties in applying the
conventional CO method, such as difficulties in
choosing an initial point and tremendous
computational requirements. For the purpose of
overcoming these problems, Design Of Experiment
(DOE) and a new support vector regression algorithm
are applied to CO to construct statistical
approximation model in this paper. The support
vector regression algorithm approximates the
optimization model and is updated during the
optimization process to improve accuracy. It is shown
by examples that the computing efficiency and
robustness of this CO method are higher than with the
conventional CO method. Then this new
Collaborative Optimization (CO) method using
approximate technology is discussed in detail and
applied in ship design which considers hydrostatic,
propulsion, weight and volume, performance and
cost. It indicates that CO method combined with
approximate technology can effectively solve
complex engineering design optimisation problem.
Finally, some suggestions on the future improvements
are proposed.
Design process
Optimisation
Ship design
2013112529
The wind as a fuel.
The Motor Ship, v 94 n 1107, September 2013, p 44
[2 p, 4 fig] http://www.motorship.com/
Pike, D.
English
This article looks at the current efforts in harnessing
free power from the wind in order to cut ship fuel
costs and reduce emissions.
Sail assisted vessels
Wind propulsion
893
2013112530
LQ structure design and verification for FPU.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83185, pp 167-174
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732418
Song, Y., Choi, B., Et al
English
In this paper, Living Quarter (LQ) structural design
and verification is carried out for Floating Production
Unit (FPU). There is much requirement at LQ area
such as ceiling height, escape route and outfitting line
for human living and operation, so it is quite difficult
to get an optimum structural design. Generally, for
the LQ design, the following requirements should be
considered: Company Specification Requirement;
Class Requirement; Means of escape and access to
lifeboats; Material Handling; Outfitting routing space
such as Duct, piping, MCT (Multi Cable Transit) and
Cable tray etc.; Structural fire protection; Structural
Weight and VCG for FPU stability; Structural safety -
Main Structure, Helideck and Platform; Temporary
living quarters. To meet structural safety criteria
under above requirements, global LQ structural
analysis and local hole penetration evaluation such as
door opening, duct, piping, cable tray and etc. is
performed. From the analysis results, structural
reinforcement is applied at some area and outfitting
design and routing is often changed at other areas. To
get the final design, this kind of design spiral is
repeated. So, close clash checks between structure,
outfitting and HES department are essential for LQ
design and evaluation. This paper explains how to
proceed the LQ design in a shipyard.
Accommodation spaces
Design
Floating production systems
Structural analysis
ABSTRACTS
2013112531
Generating functional complex-based
arrangements using network portioning and
community.
Ocean Engineering, v 72, 1 November 2013, pp 107-
115
http://www.sciencedirect.com/science/article/pii/S002
9801813001881
Gillespie, J.W., Daniels, A.S., Singer, D.J.
English
Generating ship arrangements is inherently a problem
of identifying the spatial regions to be occupied by
shipboard elements while balancing the impact on
performance. Traditionally, elements are assigned a
Cartesian coordinate location, and the allocation
problem is solved in three-dimensional space. The
coordinates for each subsequent element are selected
by considering the element's interactions with placed
and yet-to-be-placed elements. This paper presents a
new approach to ship arrangements that starts with a
non-spatial, network theory-based perspective and
results in the traditional assignment of shipboard
items to designated structural zones. Network
partitioning is used to identify groups of mutually
compatible ship elements, termed communities. A
metric is introduced to express each community's
cumulative preference to be located in specified
regions of the ship. The cumulative preferences are
used in a direct community-to-structural zone seeding
procedure that creates reasonable initial compartment
allocations. The rudimentary design knowledge
required to position a particular set of shipboard
elements using the proposed methods is ideally suited
to early-stage design processes.
General arrangements
Layout
Networks
Ship design
2013112532
Application of knowledge-based engineering in
ship structural design and optimisation.
Ocean Engineering, v 72, 1 November 2013, pp 124-
139
http://www.sciencedirect.com/science/article/pii/S002
980181300259X
Cui, J-j., Wang, D-y.
English
This paper presents an application of knowledge-
based engineering in containership cargo tank
structural design and optimisation. Ship design is
such a complicated multi-discipline task that design
ABSTRACTS
experiences and examples are indispensable. In this
proposed knowledge-based system, experiences of
design experts, design rules and successful previous
designs are stored in the knowledge base. In the
design process of new ship structures, the relevant
knowledge are automatically distracted from
knowledge base and executed together with the
knowledge reasoning technique. Both design rules
method and Interpolation method are introduced into
this system. The design results fulfil the design
constraints and requirements, therefore design errors
and mistakes can be avoided and the design cycle can
be reduced significantly. So it can be an appropriate
way of applying knowledge-based engineering in ship
structural design. Also, the Finite Element Method is
employed to carry out the strength analysis, and
reliability analysis is performed with Monte Carlo
Simulation by introducing uncertainty of design
variables under seawater corrosion.
Knowledge
Optimisation
Ship design
Ship structures
2013112533
The second generation of unmanned surface
vehicles: design features and performance
predictions by numerical simulations.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Brizzolara_Paper.pdf
Brizzolara, S., Chryssostomidis, C.
English
This paper presents the basic principles and the main
characteristics of an innovative family of
Autonomous Surface Vehicles (ASV). Their design
features a new type of unconventional SWATH hulls
forms optimised for low resistance at high speeds and
excellent seakeeping properties. The concept design
is presented in his major aspects by means of the
results of the numerical hydrodynamic simulations
used to optimise and verify the performance of the
vehicles both in calm waters and in waves. Specific
numerical tools have been developed to drive the
design with accurate seakeeping and resistance
predictions process and automatize the parametric
optimization of the hull shape. The result of the
integrated design procedure is a new generation of
small-medium sized ASVs with reduced propulsion
requirements (up to 30% with respect to a
894
conventional SWATH hull form) and superior
seakeeping ability: 1/2 heave amplitude and 1/3 pitch
amplitude with respect to an equivalent catamaran
over a wide range of wave lengths. Two design
examples are finally given: the first is a relatively
small (6m long) vessel for the autonomous launch
recovery and recharging of AUVs. The second vessel
is a hybrid Hydrofoil-SWATH, capable of reaching a
top speed of 120 knots in the foil-born mode, at
which four specially devised and studied super-
cavitating hydrofoils are used to sustain the vessel in
combination with the wing in ground effect of the
specially designed superstructure.
Hull form
Optimisation
Unmanned vehicles
SWATH ships
2013112534
Prediction of loads for ship structural design.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Troesch_Paper.pdf
Schellin, T.E., Shigunov, V., Et al
English
Established methods for extreme loads based on
linear sectional loads and weakly nonlinear
corrections as well as RANS (Reynolds-averaged
Navier Stokes) simulations are presented, including
sample results of linear and nonlinear responses.
Recent analysis and results in hydrodynamic
modelling on extreme loads, including elastic
response and fatigue, are discussed. Examples of
simulations in selected seaways using potential codes
and RANS simulations are shown. Different wave
environments leading to design responses are
described together with relevant findings obtained
from comparative model tests. Regarding fatigue
loads, some results with a Rankine code and a RANS
method of high-frequency predictions for two
containerships are included.
Design loads
Extreme loads
Ship design
Ship structures
895
2013112535
Maritime safety – to measure is to improve.
Marine Systems & Ocean Technology, v 8 n 1, June
2013, p 61 [9 p, 10 ref, 2 tab, 14 fig]
http://www.sobena.org.br/msot/downloads/MSOT_V8
N1_30_07_13.pdf
Vassalos, D.
English
The Design for Safety philosophy and the ensuing
formalized methodology, Risk-Based Design, was
introduced in the maritime industry in the mid-
nineties as a design paradigm to help bestow safety as
a design objective and a life-cycle imperative. This
was meant to ensure that rendering safety a design
driver would incentivize the industry to seek for cost-
effective safety solutions, in response to rising
societal expectations for human life safety. It turned
out that the removal of rules-imposed (largely-
conservative) constraints and the adoption of a
performance-based approach to address safety has
had much more profound effects than originally
anticipated, the full impact of which is yet to be
delivered. This paper focuses on what constitutes the
kernel of this design philosophy, namely the
measurement and verification of safety itself with
emphasis on passenger ships and the implications that
this entails with regards to traditional approaches and
the new safety system.
Risk analysis
Safety
Ship design
2013112536
Concept design of a clinic ship for the health care
system in the Peruvian Amazon basin.
IDS 2013, 1st International Conference on Safety and
Energy Efficiency in River Transportation for a
Sustainable Development of the Peruvian Amazon
Region; 17-19 July 2013; Iquitos, Peru. Published by
EUT Edizione Universitá Trieste; ISBN 978-88-8303-
505-0 [19 p, 15 ref, 16 fig]
http://www.openstarts.units.it/dspace/bitstream/1007
7/8796/1/03_Mendoza Vassallo et_al.pdf
Vassallo, P.N.M., Biot, M., Bresciani, F.
English
In the Peruvian Amazon basin, rivers are the only link
among the small communities, scattered on a wide
territory. With that in mind and according to the
needs of local communities, a health care network
system based on mobile clinic units onboard small
craft has been conceived. In this way, patients along
the inland waterways can be reached. Ships to be
ABSTRACTS
operated in this service, must be especially designed
to sail in different environmental conditions: in
shallow water during dry season, against high
currents during wet season and eventually in
rivers showing both phenomena. Moreover,
manoeuvrability and landing are subjects of major
interest in ships designed for these regions. Within
this frame, a study has been carried out to define main
characteristics for a small clinic ship. General
arrangement plans including medical equipment and
clinic lay-out have been drawn. Then, according to
clinic platform needs, the major engineering aspects
of the ship have been studied to a concept design
level: main dimensions have been defined and hull
geometry has been optimised for waterway
navigation; scantling of all the ship’s structures has
been completed, based on the most recent rules issued
by classification societies and according to EC
guidelines for inland navigation; propellers and
propulsion plant have been studied on the whole,
considering shallow water effects on resistance; intact
and damaged stability and buoyancy criteria have
been met according to IMO regulations.
Medical facilities
River vessels
Ship design
2013112537
Feasibility study and design of shallow draft ore
carriers for inland waterways.
IDS 2013, 1st International Conference on Safety and
Energy Efficiency in River Transportation for a
Sustainable Development of the Peruvian Amazon
Region; 17-19 July 2013; Iquitos, Peru. Published by
EUT Edizione Universitá Trieste; ISBN 978-88-8303-
505-0 [17 p, 16 ref, 5 tab, 21 fig]
http://www.openstarts.units.it/dspace/bitstream/1007
7/8801/1/08_Sha_et_al.pdf
Sha, O.M., Paliencar, S., Et al
English
The surge in iron ore exports from the Indian state of
Goa has increased the demand for larger size inland
iron ore carriers. Operating economics of these inland
vessels have resulted in a steady increase in their
carrying capacity. However, attempt to increase the
deadweight of these vessels has encountered
challenges in form of loading and unloading point
restrictions, increased squat, sway force and yaw
moment at shallow waters. This work, based on a
request from Ministry of Shipping, Government of
India, examines the present ore transportation system,
the bathymetry of the Mandovi and Zuari rivers and
the operating economics of the barges ranging from
ABSTRACTS
750 to 3000 tonnes deadweight capacity. A new
improved design for 3000 tonnes deadweight barge is
presented. Alternate stern shapes are examined using
CFD software SHIPFLOW®. The hull form is model
tested. The propeller geometry is optimised for the
given engine and a suitable gear box. The proposed
design is then investigated for its manoeuvring ability
in shallow waters. The hydrodynamic sway forces,
yaw moments and nominal wake distribution for port
and starboard propellers during manoeuvring motion
are estimated by CFD software SHIPFLOW®. The
barge’s directional stability performance is
investigated for twin-propeller twin-rudder
configuration.
Feasibility
Inland waterways vessels
Ore carriers
Shallow draft vessels
1.3 SHIPBUILDING
TECHNOLOGY/CONSTRUCTIONAL
TECHNIQUES
2013112538
Implementation of fatigue properties of laser
welds into classification rules.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 30, pp 273-280
http://www.crcpress.com/product/isbn/978113800045
2
Von Selle, H., Peschmann, J., Eylmann, S.
English
Within the European funded research project BESST
(Breakthrough in European Ship and Shipbuilding
Technologies) several measures were investigated to
strengthen the European shipbuilding industry. This
paper describes the implementation of laser welding
into classification Rules as one project activity. The
potential of laser welding opens the door to
lightweight ship structures as the heat input is much
smaller in comparison to conventional welding
resulting in smaller manufacturing imperfections.
Two main topics are covered in the paper: first of all
several fatigue tests were performed. The test
evaluation was done with respect to rule
development. Here special focus was on thin plates
in the range of 3-5mm. Besides fatigue testing finite
element calculations and the application of several
assessment methods are presented. The influence on
fatigue is described for parameters based on
896
geometric properties as well as for those based on the
laser welding process itself. Secondly the compliance
of the application cases planned by the shipyards with
existing rule requirements was investigated.
Deviations from the rules were detected and a failure
modes, effects and criticality analysis was carried out
to investigate the risks associated to the rule
deviations and identify possible risk control options.
Classification society rules
Laser welding
2013112539
A study on computational fluid dynamics of
friction stir welding.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 48, pp 433-439
http://www.crcpress.com/product/isbn/978113800045
2
Kang, S.W., Jang, B.S.
English
Friction stir welding is a new technology which
makes it possible to join two materials at a solid-state.
The welding is performed by a non-consumption tool
which rotates at a high speed to generate the frictional
heat. The tool consists of a shoulder and a pin, and it
is inserted into the work pieces and moves at a
constant speed along the welding line. By this
method, it is able to weld some hard-to-weld
materials, such as aluminium alloy, magnesium alloy
and dissimilar materials. Nowadays friction stir
welding is mainly used for vehicles like vessels,
aircraft, railcars and automobiles. In this paper, a
three dimensional numerical models is constructed
for a simulation of the friction stir welding process
using a commercial computational fluid dynamics
code FLUENT. Through this simulation, asymmetric
temperature distribution of advancing side and
retreating side is calculated and compared with
experimental results. A case study is performed to
investigate an effective diameter of rotation affected
cell zone in the CFD simulation.
Computational fluid dynamics
Friction welding
Numerical models
897
2013112540
Optimisation of shipyard space allocation and
scheduling using a heuristic algorithm.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 404-417
http://link.springer.com/article/10.1007/s00773-013-
0217-2
Caprace, J.-D., Petcu, C., Et al
English
This article describes the development of a tool that
allows planners to efficiently and effectively plan
space within valuable areas of a shipyard.
Traditionally, space is considered as resource;
however, it is difficult to accurately account for and
plan its consumption with the currently available
planning software’s. The spatial scheduling tool
described in this article can be used by planners to
manually or automatically reserve space within the
shipyard for construction of large blocks over the
entire erection period of the ship. The software is
coupled with a heuristic optimization solver inspired
by an algorithm used for "3D bin-packing problems."
The result is the ability to efficiently generate and
compare multiple space allocation alternatives in a
reduced time with the ultimate goal of maintaining
the critical ship erection schedule. A better solution
than manual or semi-automatic allocation of blocks
can be obtained through the optimisation module.
Optimisation
Scheduling
Shipyards
Space requirements
2013112541
Material centric design: structural joining
techniques for aluminium ship construction that
reduce cost and improve performance.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Crum_Paper.pdf
Crum, K.A., McMichael, J., Et al
English
Aluminium is experiencing a renaissance in
shipbuilding spurred by the development and
production of new high-speed craft such as Joint High
Speed Vessels and the Littoral Combat Ships, as well
as earlier commercial developments including
commercial fast ferries and offshore service craft.
The authors evaluate alternative configurations for
ABSTRACTS
two common joints in aluminium ships, longitudinal
stiffener splicing and longitudinal stiffener to
intercostal joining. Finite element analysis, cost
modelling, and fatigue testing reveal the benefits
associated with eliminating welds and utilizing
industrial fasteners. Specifically, testing shows how
weight neutral joints can reduce hot work, and
survive an order of magnitude increase in fatigue
loading. These results highlight the need to review
common design and construction practices in an
effort to identify opportunities to improve
performance and efficiency.
Aluminium
Joining
Longitudinal members
Stiffeners
2.1 POWER SOURCES AND FUELS
2013112542
Low C for the high seas – Flettner rotor power
contribution on a route Brazil to UK.
LCS 2012, 2nd International Conference on
Technologies, Operations, Logistics and Modelling
for Low Carbon Shipping; 11-12 September 2012;
Newcastle upon Tyne, UK. Organised by University
of Newcastle [7 p, 6 ref, 4 fig]
http://www.sci.manchester.ac.uk/uploads/traut.pdf
Traut, M., Bows, A., Et al
English
Climate change presents shipping with the need to
reduce its dependence on fossil fuels. Low carbon
technology is considered a crucial element in rising to
this challenge, demonstrated at the political level by
regulation on the energy efficiency of new-builds.
This paper analyses wind power as one category of
technology in order to contribute to the body of
knowledge that is needed to ascertain the potential for
decarbonising shipping. Specifically, it combines a
numerical model of a Flettner rotor with wind data
from the UK Met Office’s Unified Model to assess
the potential wind power contribution along a route
from Tubarao (Brazil) to Grimsby (UK). Applying
the results to a typical bulk carrier equipped with
three Flettner rotors making a round voyage on the
route suggests possible fuel savings of 16%. More
generally, the replicable results will allow for a
deeper and, in turn, more realistic examination of
the prospects for wind power. In doing so, the paper
ABSTRACTS
seeks to push the debate forward: by exploring wind
power technology and by building accessible
knowledge that may be key to a global sector meeting
a global challenge.
Emissions
Rotors
Wind power
2013112543
A holistic ship model for variable speed generation
system on a RoRo vessel.
LCS 2012, 2nd International Conference on
Technologies, Operations, Logistics and Modelling
for Low Carbon Shipping; 11-12 September 2012;
Newcastle upon Tyne, UK. Organised by University
of Newcastle [9 p, 10 ref, 4 tab, 8 fig]
http://tefles.eu/wp-content/uploads/2011/05/Paper-A-
holistic-ship-model-for-variable-speed-generation-
system-on-a-RoRo-vessel-LCS2012-UNEW-
VICUS.pdf
Tian, G., Juando, A., Et al
English
This paper presents an approach of a combined model
for a variable speed generation system on a RoRo
vessel in order to study engine operation and
efficiency as part of the European FP7 funded project,
TEFLES. Two numerical models were separately
developed to reflect the performances of a 4-stroke
medium speed diesel engine and a RoRo ship with
controllable pitch propeller respectively. The two
models were calibrated and validated against data
provided by the engine manufacturer and sea trail
data provided by a RoRo ship owner. The engine
model was used as a platform to provide data to the
global RoRo ship model over varies operational
conditions. Validation of the combined holistic model
showed a good agreement with test data for both fuel
economy and emissions. The holistic model was then
used to study different ship’s operation scenarios
including at sea, manoeuvring and in port. The results
will be issued to assess various energy recovery and
emission abatement technologies being studied as
part of the TEFLES project, with emphases on their
impact on fuel consumption and emissions.
Numerical models
Ro/ro ships
Variable speed drives
898
2013112544
Auxiliary drives for emissions reduction.
LCS 2012, 2nd International Conference on
Technologies, Operations, Logistics and Modelling
for Low Carbon Shipping; 11-12 September 2012;
Newcastle upon Tyne, UK. Organised by University
of Newcastle [10 p, 5 ref, 8 tab, 6 fig]
http://tefles.eu/wp-content/uploads/2011/05/Paper-
Auxiliary-drives-for-emissions-reduction-LCS-2012-
UNEW-VICUS.pdf
Sciberras, E., Zahawi, B., Et al
English
Conventional propulsion systems are matched to meet
power demand at designed operating points. Off-
design conditions result in sub-optimal operation of
prime movers since these are sized to cater for the
peak power requirement. Hybridisation of power
sources enables the advantages of separate sources to
be exploited to best match actual operating
conditions. In this work, permanent magnet machines
are considered as auxiliary drives, providing
propulsion at low ship speeds, complementing their
use as shaft generators. Various topologies of
auxiliary drive layout were analysed, considering
different machine torque and speed ratings according
to installation choice. As part of this study, the
examination of auxiliary electrical drives was
performed on a RoRo and tug with a view to assess
reductions in exhaust gas emissions and fuel
consumption. The two vessels were considered under
typical operating scenarios. By means of simulation,
the emissions and fuel consumption under auxiliary
propulsion were quantified and compared to the
contribution from the main engine. Significant
emission savings were observed for the RoRo case
particularly due to the use of cleaner fuel as a source.
In the tug case, emission reductions could not be
observed for this particular setup since the auxiliary
drive system only adds additional inefficiencies in the
propulsion system. Capital costs are significant, and
the use of diesel fuel represents an increased cost. Yet
if emission reductions are incentivised, auxiliary
drives using permanent magnet machines are an
attractive solution.
Auxiliary power
Emissions
Magnetic motors
Variable speed drives
899
2013112545
Limited demand but new technology.
Marine Engineers Review, September 2013, p 27
[4 p, 1 tab, 4 fig]
http://www.imarest.org/GainKnowledge/OurMagazin
es/MarineEngineersReview.aspx
No author given
English
The market for low speed engines is showing a few
signs of recovery while development continues apace.
Engine manufacturers are continuing development of
existing models and introducing new versions and
designs to meet future expectations and requirements.
This article looks at some of the latest developments.
Slow speed engines
2013112546
Feedback on the propulsion dual fuel diesel
electric of LNG.
Association Technique Maritime et Aéronautique,
111th Session; 5-6 June 2013; Paris, France. Paper
No. 2642
http://www.atma.asso.fr/US/publication_detail.php?p
ub=661&page=17
Castel, J.F., Leriche, J.
French
While the use of LNG as fuel is increasingly
considered to meet environmental constraints. For
six years GDF SUEZ and GAZOCEAN have been
operating the first three LNG carriers in the world
fitted with dual fuel diesel electric propulsion
systems. This paper gives some feedback on the
operation on this type of propulsion system. The
DFDE propulsion systems and the fuel gas supply
chain are described and then the paper summarizes
the feedback from operators for the delivery of ships
with a particular focus on the impact of fuel quality
on gas propulsion efficiency. The properties of LNG
and fuel gas are described in detail with particular
aspects of ageing of the product which may induce
roll over phenomena as well as means to control the
boil-off management. The impact of different
compositions of the LNG on the propulsion efficiency
is illustrated by the events recorded during ship
operation. To better understand these phenomena, an
analysis unit and LNG Fuel Gas has been installed
on one of the LNG carriers of the fleet and the first
ABSTRACTS
results of this analysis are presented. In conclusion,
the importance of maintenance is also described as
well as the optimisation means of the propulsion
proposed.
Diesel electric propulsion
LNG carriers
Multifuel engines
2013112547
Transitional fuel or trap?
Shipping World & Shipbuilder, v 213 n 4294,
September 2013, p 20 [3 p, 4 fig]
http://www.imarest.org/GainKnowledge/OurMagazin
es/ShippingWorldShipbuilder.aspx
No author given
English
As LNG use gets more widespread, this article
questions whether the maritime industry is swapping
one fuel dependency for another.
Gas engines
Liquefied natural gas
2013112548
Future ship powering options: exploring
alternative methods of ship propulsion.
Royal Academy of Engineering, July 2013 [51 p,
44 ref, 13 tab, 41 fig]
http://www.imo.org/OurWork/Environment/Pollution
Prevention/AirPollution/Documents/Air%20pollution
/Future_ship_powering_options_report.pdf
No author given
English
International agreements on the need to combat
climate change, the fluctuating but generally rising
costs of marine fuels which account for a large
proportion of the running costs of a ship,
and developments on a number of other fronts have
led many in the industry to question whether the
present methods of ship propulsion are sustainable.
These concerns are enhanced by the introduction of
environmental regulations intended to reduce the
impact of climate change - primarily MARPOL
Annex VI and the Energy Efficiency Design Index
regulations together with the possible introduction
of carbon taxes. This report embraces a number
of conventional propulsion methods and fuels
and also addresses the newer options of biofuels,
ABSTRACTS
liquid natural gas and hydrogen. In the case of other
propulsion options, the subjects of nuclear
propulsion, alternative fuels, batteries, fuel cells,
renewable energy, superconducting electric motors
and hybrid propulsion are considered. Additional
propulsion influences are addressed and include
conventional and non-conventional propulsors,
magnetohydrodynamic propulsion, energy-saving
devices, hull design and coatings.
Alternatives
Propulsion systems
2013112549
Alternative fuel makes an impact.
Marine Propulsion Perspective 2013 in Association
with Marine Engineers Review, p 2 [6 p, 6 fig]
http://www.imarest.org/GainKnowledge/OurMagazin
es/MarineEngineersReview.aspx
No author given
English
This article gives a review of what is becoming the
major technical development of the day – namely the
burning of LNG as a fuel in all types of vessel in
addition to its use of boil off gas in LNG tankers.
Alternative fuels
Liquefied natural gas
2013112550
Diesel directory.
Marine Propulsion Perspective 2013 in Association
with Marine Engineers Review, p 10 [20 p]
http://www.imarest.org/GainKnowledge/OurMagazin
es/MarineEngineersReview.aspx
No author given
English
This directory of marine propulsion provides a guide
to the ranges of machinery manufactured by many of
the world’s leading manufactures. This not only
includes a listing of marine diesel engines but also
information on leading suppliers of marine gas
turbines and such ancillaries as turbochargers,
gearboxes and propellers.
Diesel engines
Directories
Gas turbines
Propellers
Turbochargers
900
2013112551
Influence of pre-injection control parameters on
main-injection fuel quantity for an electronically
controlled double-valve fuel injection system of
diesel engine.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 366-373
http://link.springer.com/article/10.1007/s11804-013-
1199-5
Song, E., Fan, L., Et al
English
A simulation model of an electronically controlled
two solenoid valve fuel injection system for a diesel
engine is established in the AMESim environment.
The accuracy of the model is validated through
comparison with experimental data. The influence of
pre-injection control parameters on main-injection
quantity under different control modes is analysed. In
the spill control valve mode, main-injection fuel
quantity decreases gradually and then reaches a stable
level because of the increase in multi-injection dwell
time. In the needle control valve mode, main-
injection fuel quantity increases with rising multi-
injection dwell time; this effect becomes more
obvious at high-speed revolutions and large main-
injection pulse widths. Pre-injection pulse width has
no obvious influence on main-injection quantity
under the two control modes; the variation in main-
injection quantity is in the range of 1 mm3.
Diesel engines
Fuel injectors
2013112552
Research on the impact of CeO2-based solid
solution metal oxide on combustion performance
of diesel engine and emissions.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 374-379
http://link.springer.com/article/10.1007/s11804-013-
1197-7
Xin, Z., Tang, Y, Et al
English
This paper studies the performance of high-speed
diesel engines and emission reduction when the
engine uses heavy oil mixed with nanometer-sized
additives Ce0.9 Cu0.1 O2 and Ce0.9 Zr0.1 O2. During the
test, Indiset 620 combustion analyser made by AVL,
was used to make a real-time survey on the cylinder
pressure, the fuel ignition moment, and establish a
relation between the change trend of temperature in
cylinder and the crank angle. For the engine burning
heavy oil and heavy oil mixed with additives,
901
combustion analysis software Indicom and Concerto
were used to analyse its combustion process and
emission conditions. Experimental investigation
shows that nano-sized complex oxide can improve the
performance of diesel engine fueled with heavy oil,
and reduce the emission of pollutants like NOx and
CO, comparing it with the pure heavy oil. According
to the consequences of this experiment, the additives
improve the overall performance in the use of heavy
oil.
Combustion efficiency
Diesel engines
Emissions
2013112553
Low-carbon propulsion options for smaller
tankers.
The Motor Ship, v 94 n 1107, September 2013, p 9
[3 p, 4 fig] http://www.motorship.com/
Jacobsen, B.
English
This article looks at how the latest propulsion
technology can reduce carbon emissions, resulting in
a favourable EEDI rating, for tankers in the 7,000dwt
to 10,000dwt size range.
Diesel engines
Small tankers
Two stroke engines
2013112554
Solar energy propulsion for river vessels
IDS 2013, 1st International Conference on Safety and
Energy Efficiency in River Transportation for a
Sustainable Development of the Peruvian Amazon
Region; 17-19 July 2013; Iquitos, Peru. Published by
EUT Edizione Universitá Trieste; ISBN 978-88-8303-
505-0 [11 p, 7 ref, 4 tab, 7 fig]
http://www.openstarts.units.it/dspace/bitstream/1007
7/8803/1/10_Salas_et_al.pdf
Salas, M., Luco, R., Ekdahl, H.
Spanish
This paper shows current available options in
propulsion of small craft using an electric engine
getting energy from a battery bank. Batteries can be
recharged by means of a fixed electric network or
through photovoltaic panels disposed onboard,
normally on a flat roof or deck. An operational
analysis is included, taking into account the
advantages and limitations of this propulsion
arrangement, moreover, referential prices of fixed
ABSTRACTS
grid electricity are quoted and compared to solar 2013112556
panels and the traditional diesel engine option.
Scrubbed clean.
Finally a study case is presented describing the
Marine Engineers Review, September 2013, p 42
operation of small passenger vessels powered with
3 p, 1 fig]
solar energy operating in Valdivia, Chile, as an
http://www.imarest.org/GainKnowledge/OurMagazin
example of the viability of this type of propulsion,
es/MarineEngineersReview.aspx
even in locations with scarce solar radiation, as it is
No author given
the case of southern Chile.
English
Photovoltaic cells This article looks at scrubbers as an option to comply
River vessels with regulations in Emission Control Areas (ECAs).
Solar energy
Emissions
Scrubbers
2.2 EQUIPMENT AND INSTALLATIONS

2.3 MAINTENANCE, REPAIR AND

2013112555
Getting to GRIPs with fuel efficiency.
The Naval Architect, September 2013, p 22 [3 p,
4 fig] http://www.rina.org.uk/tna.html
No author given
English
Energy Saving Devices (ESDs) are designed to
prevent the inevitable energy losses in the ship
propulsion system or to recover some of these losses.
This article looks at the GRIP (Green Retrofitting
though Improved Propulsion) project which has the
objective to obtain an insight into the working
principles of ESDs and validate the potential by full-
scale trials. Furthermore, GRIP focuses on the (retro-
) fitting process including the costs to provide
shipowners with a decision making tool concerning
the payback period of ESDs.
Energy conservation
Fuel conservation
Propulsion devices
Propulsive efficiency
Retrofitting
CONVERSION
2013112557
CSBC Taiwan dances with the market.
The Naval Architect, September 2013, p 46 [3 p,
1 tab, 4 fig] http://www.rina.org.uk/tna.html
Tsui, S.
English
A patent pending product that converts Panamax
container vessels to fit the new Panama Canal
dimensions has been launched by Taiwanese shipyard
CSBC Corporation. TRANBO (TRANsformer
JumBO) converts existing Panamax containerships by
widening its ship breadth through adding sponsons
that extend underneath the waterline to the two sides
of the main ship body. This can enhance the stability
of the ship, reduce the required volume of ballast
water and increase the cargo capacity of the ship; and
ultimately lower the per unit operation cost.
Containerships
Panama Canal
Ship conversion

ABSTRACTS 902
2013112558
Maintenance and repair of marine and offshore
structures.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Ballard_Paper.pdf
Ballard, R.
English
A ship at sea or an offshore complex represents some
of the most complex and integrated large operating
systems in existence today. Planning and construction
may take years and require investments that,
particularly for a large, sophisticated offshore
structure, may run to billions of dollars. Structural
strength and continued integrity are essential to their
success and fundamental to their continuing operation
Lack of attention to this component in the design,
construction and operational maintenance will, in all
likelihood, lead to poor performance, costly repairs
and early retirement. Conversely, disciplined focused
attention throughout the life cycle of the vessel or unit
can result in many years of successful operation,
sometimes well past the design life. The purpose of
this paper is to discuss the key elements of the
inspection, survey, maintenance and repair aspects of
this issue as they relate to the tens of thousands of
commercially operated ships and offshore facilities,
with a particular emphasis on the role of
classification. Brief consideration is given to a
comparison with naval approaches. Finally an
introduction to how lessons learned from commercial
processes are being migrated into naval procedures is
discussed.
Maintenance
Offshore structures
Repair
Ship maintenance
Ship repair
903
2.4 CARGOES AND CARGO HANDLING
2013112559
Spotlight again on unsafe carriage of cargo in bulk
carriers.
The Naval Architect, September 2013, p 78 [2 p]
http://www.rina.org.uk/tna.html
Strafford-Stephenson, B.
English
The spate of recent bulk carrier losses due to cargo
issues has highlighted once again the poor quality of
safety standards and cargo loading. This article
explains ongoing issues of bulk cargoes.
Bulk cargo
Cargo handling
Standards
2.5 PORTS AND WATERWAYS
2013112560
Improving the service operations of container
terminals.
The International Journal of Logistics Management,
v 24 n 1, 2013, pp 101-116
http://www.emeraldinsight.com/journals.htm?issn=0
957-
4093&volume=24&issue=1&articleid=17091987&s
how=abstract
Hsu, W-K.K.
English
In the relevant literature about container terminals
(CTs), most studies focused on the internal
operational management of CT operators. In practice,
for improving the performance of CT operators, the
external customers’ requirements should also be
considered. The purpose of this paper is to discuss the
improvement of service operations of CTs from
users’ requirement perspectives. In this paper, the
customer requirements for container terminal are first
examined. Based on the customer requirements, a
quality function deployment (QFD) model is then
constructed to translate the customer requirements
into service operations of the container terminals, by
which CT operators may make policies to improve
their service operations. As an empirical study, the
container terminal of Yang-Ming Shipping Line
(YML CT) at Kaohsiung Port and its users were
investigated to validate the model. The result
proposes 19 customer requirement attributes from
users’ perspectives and 15 service operations from
CT operators’ perspectives. Further, the top five
ABSTRACTS
customer requirement attributes by importance degree
are: consistency of bill of lading; accuracy of
dynamic information on cargos; accuracy of EDI
information for receiving and releasing of containers;
professional ability of operators to deal with cargo
damage; and cargo safety. The results indicate the
top five service operations in need of improvement
for the YML CT are: storage operation in depot;
outbound container operation; hazardous container
storage; inbound container operation; and T1
arrangement.
Container terminals
Port performance
2.6 COASTAL/OFFSHORE
ENGINEERING AND MARINE
RENEWABLE ENERGY
2013112561
Compliant vertical access riser assessment: DOE
analysis and dynamic response.
Applied Ocean Research, v 41 June 2013, pp 28-40
http://www.sciencedirect.com/science/article/pii/S014
1118713000084
Martins, A.L., Lages, E.N., Silveira, E.S.S.
English
As a contribution to the deepwater oil and gas
industry, this paper addresses the use of optimisation
techniques together with a design of experiments
(DOE) assessment, as a way of automating the design
of compliant vertical access risers (CVARs) while
also leading to an optimal riser configuration based
on some desired efficiency parameters. The CVAR is
a new riser concept that can improve the structural
performance of the production system and also
provide several operational benefits. The DOE is a
statistical technique that provides an objective
measure of how design parameters are correlated and
the effective contribution of each one at the riser
performance. Based on such a study some general
conclusive remarks on the global behaviour of CVAR
will be presented. Such results also play an important
role for the optimization process, as it can highlight
significant design parameters, enabling design
simplifications and efficiency improvement. For
optimization assessment, geometric parameters are
taken as the design variables and the design
constraints consider both structural integrity and
operational criteria. A multi-objective approach is
considered taking into account the structural
performance and geometric criteria. Optimal solution
is obtained by NSGA-II method. Extreme and
ABSTRACTS
operational environmental conditions of a Brazilian
offshore field are used as the base case.
Dynamic response
Optimisation
Risers
2013112562
ANN-based surrogate models for the analysis of
mooring lines and risers.
Applied Ocean Research, v 41 June 2013, pp 76-86
http://www.sciencedirect.com/science/article/pii/S014
1118713000199
Pina, A.C. de, Pina, A.A. de, Et al
English
This work presents a new surrogate model based on
artificial neural networks (ANNs), comprising a rapid
computational tool for the analysis and design of
mooring lines and risers. The goal is to obtain results
nearly as good as those provided by expensive finite
element (FE)-based nonlinear dynamic analyses, with
dramatic reductions in processing time. The
procedure proposed here associates an ANN with a
Nonlinear AutoRegressive model with eXogenous
inputs (NARX). Differently from previous models
based purely on exogenous inputs (i.e. the platform
motions), the NARX model relates the present value
of the desired time series not only to the present and
past values of the exogenous series, but also to the
past values of the desired series itself. Case studies
are presented to determine the best configurations for
the model, and to evaluate its performance in terms of
accuracy and computational time.
Dynamic analysis
Mooring lines
Risers
2013112563
Optimal causal control of a wave energy converter
in a random sea.
Applied Ocean Research, v 42 August 2013, pp 1-15
http://www.sciencedirect.com/science/article/pii/S014
1118713000205
Scruggs, J.T., Lattanzio, A.A., Et al
English
This paper concerns the design of feedback control
systems to maximize power generation of a wave
energy converter (WEC) in a random sea. In the
literature on WEC control, most of the proposed
feedback controllers fall into three categories. Many
are static; i.e., they extract power by imposing an
904
equivalent damping or resistive load on the power
take-off (PTO) devices. Others are dynamic and are
designed to maximize power generation at all
frequencies, which results in an anti-causal feedback
law. Other dynamic control design methods are
causal, and are tuned to achieve the anti-causal
performance at only a single frequency. By contrast,
this paper illustrates that the determination of the true
optimal causal dynamic controller for a WEC can be
found as the solution to a nonstandard linear
quadratic Gaussian (LQG) optimal control problem.
The theory assumes that the control system must
make power generation decisions based only on
present and past measurements of the generator
voltages and/or velocities. It is shown that unlike
optimal anticausal control, optimal causal control
requires knowledge of the stationary spectral
characteristics of the random sea state. Additionally,
it is shown that the efficiency of the generator factors
into the feedback synthesis. The theory is illustrated
on a linear dynamical model for a buoy-type WEC
with significant resonant modes in surge and pitch,
and equipped with three spatially-distributed
generators.
Control
Optimisation
Wave energy conversion
2013112564
Premature refusal of large-diameter, deep-
penetration piles on an offshore platform.
Applied Ocean Research, v 42 August 2013, pp 55-59
http://www.sciencedirect.com/science/article/pii/S014
1118713000333
Li, S., Tian, Y., Et al
English
Open-ended pipe piles are commonly driven into the
seabed to support offshore platforms. This paper
presents a case of practical offshore driven pile
installation experiences associating with premature
refusal. Pile drivability and capacity are analysed
using sufficient driving records. Dynamic loading
tests were performed three months after the driving in
order to determine the pile capacity after refusal. The
test results are detailed in this paper compared with
back analysis of measured pile driving records.
Empirical equations are provided to predict soil
resistance during driving and after setup according to
905
the driving records and dynamic loading tests.
Analysing this practical engineering case is hoped to
lead to a better understanding of pile driving,
especially when premature refusal occurs.
Offshore platforms
Pile driving
Pile structures
2013112565
Wave power extraction by an axisymmetric
oscillating-water column converter supported by a
coaxial tube-sector-shaped structure.
Applied Ocean Research, v 42 August 2013, pp 114-
123
http://www.sciencedirect.com/science/article/pii/S014
1118713000412
Deng, Z., Huang, Z., Law, A.W.K.
English
An analytical theory is developed to study the effects
of a coaxial tube-sector-shaped supporting structure
on the conversion efficiency of a suspended, circular
OWC converter. An eigen-function expansion
method is employed in a cylindrical coordinate
system to study wave interaction with an OWC
converter in finite depth of water. Effects of the
supporting structure, OWC dimensions, wave
direction on energy conversion efficiency, and
optimization of power-take off devices are discussed.
The results show that the coaxial tube-sector-shaped
support with an opening in the range of π/2–5π/4 can
significantly increase the conversion efficiency and
widen the frequency range over which the conversion
efficiency is high.
Wave energy conversion
2013112566
Double trouble?
Offshore Marine Technology, 3rd Quarter 2013, p 32
[2 p, 2 fig] http://www.rina.org.uk/omt.html
No author given
English
The proposed introduction of dual mooring line
failure requirement is set to present a challenge to the
operators of offshore assets. This article looks at
some potential solutions.
Failure
Mooring lines
ABSTRACTS
2013112567
Horizontal installation of TLP tendons.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83013, pp 1-8
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732423
Li, G., Kipp, R., Leverette, S.
English
Tension Leg Platforms (TLPs) are ideal supports for
dry-tree top tension riser systems because their
tendons exhibit high tensile stiffness and significantly
reduce the heave, pitch, and roll motions of the
platforms. Since the first TLP (Hutton) was installed
in the North Sea in 1984, a total of 24 TLPs have
been installed throughout the world with 16 of them
installed in the Gulf of Mexico. Currently there are
new TLP projects proposed in regions off the coast of
Malaysia, West Africa, Brazil and Western Australia.
Heavy-lift vessels were used to install tendons for
most of these TLP’s. Tendon joints were assembled
vertically from bottom part to top part. Using a
heavy-lift vessel introduces significant cost and
schedule challenge to TLP projects, especially ones
located in remote regions. A horizontal tendon
installation methodology is presented in this paper.
This innovative approach involves horizontal
assembly of TLP tendon segments on a construction
barge. The partially assembled tendon is then
incrementally pulled out through a stinger at the
barge stern and secured with a hold back clamp so
that the next tendon joint can be connected. The
process repeats itself until the whole tendon is
assembled and deployed. The tendon is then upended
to a vertical configuration and connected to a TLP or
a foundation pile. This paper examines the alternative
equipment and configuration options in the horizontal
installation methodology. Rationales are outlined to
select the appropriate options and measures to reduce
project cost and risks.
Installing
Tension leg platforms
ABSTRACTS
2013112568
Going on location study for a jack-up rig.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83034, pp 21-34
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732426
Chakrabarti, P.
English
A jack-up rig is in a floating condition in contrast
with its elevated condition when it is on a field tow
and going on or off location. In these conditions it is
floating on its hull and is subjected to sea waves like
any other floating structure. This paper investigates
the behaviour of a jack-up when it is going to a new
location and lowers its legs for an eventual touch
down at the seabed. When a jack-up unit is in a
transit condition either during a field move or during
ocean tow, there is always a probability that it could
be subjected to a storm. At a specific drilling location
it has to lower its legs till touchdown. Although the
operation is supposed to be performed in relatively
calm weather, due to weather uncertainties it may not
be possible to avoid some waves at the location.
When the jack-up rig has to go off the location it has
to extricate its legs while floating on the hull. During
this process also it could be subjected to weather and
consequent strength issues of the leg. This paper
intends to examine the in-between situation when the
jack-up legs are at the point of touch down and being
contacted by the seabed soil. In this condition if there
are waves, bottom impact would occur at the tip of
spud can (TOC) due to the rig motions. The TOC
would have both horizontal and vertical motions due
to the wave. The magnitude of these motions, in
addition to the wave height and period, would depend
on the hull characteristics and the length of leg below
the hull which is dictated by the water depth. When
the TOC impacts the bottom, the resistance force will
depend on the soil stiffness characteristics which vary
with the soil type. The soil load-deformation
behaviour being non-linear makes the problem more
complex. When the leg impacts the soil it sets up
vibrations of the leg which depend on the mass of the
leg and the spudcan and the leg length below the hull.
This paper analyses the problem for a given jack-up
and finally recommends the limiting wave and motion
condition for that unit. The limit depends on the leg
length, wave period and soil properties. In this study,
906
motions analyses of the floating structure are
performed followed by non-linear dynamic analyses
for the impact. This analysis is done for a few water
depths and soil conditions to get an insight into the
complex dynamic behaviour. The limiting condition
is compared with the traditional DNV criteria
(Classification Notes 31.5) usually followed by the
industry.
Jackup platforms
Position (location)
2013112569
How does barge-master compensate for the barge
motions: experimental and numerical study?
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83045, pp 35-46
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732443
Jaouen, F., Berg, J. van den, Et al
English
To increase workability and safety in tough
environmental conditions, and to create a more
economical alternative for jack-up barges, a wave
compensating platform has been developed for
marine and offshore installation barges. To minimize
the motions of the crane positioned on top of it, the
platform is driven by three hydraulic actuators that
compensate for the roll, pitch and heave motions of
the barge. To quantify the performance of the
platform for different environmental conditions and
crane configurations both wave basin model tests and
time-domain simulations on the platform were carried
out. In this paper, the experimental setup is first
described and the model test results are presented.
Then, the theoretical formulation of the time-domain
aNySIM model is described and the numerical results
are reported. It is shown that the model tests and
time-domain results are in good agreement. The
results indicate that the barge motions can be
compensated by the platform for more than 90% in
907
1.2m high sea states. However, it is also shown that
the instrumentation, data acquisition and controller
system need to be fast and tuned to achieve this
optimal compensation.
Barge motions
Control systems
Instrumentation
Motion compensation
2013112570
Wellhead fatigue analysis method: a new
boundary condition modelling of lateral cement
support in local wellhead models.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83049, pp 47-57
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732459
Reinås, L., Sæther, M., Svensson, J.
English
Subsea wells are dynamically loaded during all
drilling operations involving a drilling riser system
which will cause fatigue loading of the subsea
wellhead system and the upper structural components
of a well. Estimation of loads and load resistance
enables analysts to predict expected service life based
on analytical models of well and riser systems.
Analytical wellhead models may be a simplified
representation of the reality but should still capture
the essential physical behaviour of the well. Ensuring
sound boundary conditions for the analytical model is
important and subject to debate amongst analysts.
This paper addresses the importance of the well
cement as a lateral supporting boundary condition of
the wellhead and surface casing in local modelling of
a subsea wellhead system. A modified boundary
condition approach is suggested that differs from the
previously published way of modelling cement in a
wellhead fatigue context. This modified boundary
condition is applied both to a 2D FEM wellhead
model and to a more complex 3D FEM wellhead
model. Analysis results with the new boundary
condition and the previously suggested boundary
condition are compared to understand the effect this
modified cement boundary condition has on the
analytical results. The effective level of cement is
varied to investigate the sensitivity of cement
boundary condition modelling. Results indicate less
ABSTRACTS
conservative analytical results for the modified
boundary condition both for 2D and 3D modelling.
The modified cement boundary condition suggested
herein is believed to be relevant for deepwater and
high latitude subsea basins as it takes into account the
hindered strength development of oil well cement
cured close to seabed under the influence of low
seawater temperatures. We advocate that installation
of BOP before cement has properly cured will
improve fatigue life of surface casing weld.
Boundary value problems
Cements
Fatigue life
Wellheads
2013112571
Shielding effect on the overall hydrodynamic
properties of complex subsea structures.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83063, pp 59-66
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732472
Cinello, A., Pétrié, F., Et al
English
Deepwater field developments are usually associated
with large submarine packages to be installed such as
suction anchors, manifolds and other subsea
equipment. Key data for the lowering operation
engineering are the added mass and drag coefficients
of the package, which is usually a complex structure
made of plates (mudmat, drop object protection…),
piping and miscellaneous equipment. To extract these
hydrodynamics coefficients, it is usual industry
practice to consider the package overall volume or to
sum the individual components coefficients which
may lead to very different results. Experimental
investigations on generic complex structures have
been conducted within the CITEPH project “Offshore
installation of heavy package – phase II”, with the
aim of better understanding the hydrodynamics
coefficients to be used for the design. This paper
presents the work that has been performed during this
joint industry project, in 2010/2011, with the support
of TOTAL, TECHNIP, SAIPEM and DORIS
Engineering, on shielding effect. In particular, model
tests set-up and main results are discussed. The trends
that have been found and the empirical laws that have
ABSTRACTS
been established as functions of dimensionless
numbers are also presented.
Hydrodynamic coefficients
Shielding
Underwater equipment
2013112572
Mating analysis and a typical floatover design.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83102, pp 85-96
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732503
Wang, A.M., Yuan, R., Et al
English
This paper presents a typical floatover design in the
shallow water and benign environment of Bohai Bay,
China and the major floatover installation devices, as
well as the nonlinear time-domain mating analysis.
The nonlinear mating simulations are performed
using SIMO based on the hydrodynamic properties of
the floatover barge, obtained by WADAM, from the
linear diffraction analysis in frequency domain. The
mating analysis yields numerical findings in selecting
and designing floatover devices critical to the success
of the floatover operations, thus minimizing any
potential operation risks and enabling the offshore
operations as smoothly and efficiently as possible.
Installing
Offshore structures
2013112573
Comparison between numerical prediction and
model tests measurements on the centerwell tank
of a radial wellbay spar.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83111, pp 97-105
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732504
Muehiner, E., Murray, J., Et al
English
The radial wellbay (RAW) Spar is, for the most part,
based on conventional Truss Spar technology. The
908
primary difference between the RAW Spar and the
conventional Truss Spar is the wellbay arrangement.
An integral structural component of the RAW Spar is
the ABCD (Adjustable Buoyancy Centrewell Device)
located in the lower portion of the centrewell. The
ABCD is connected to the interior of the hard tank
using a number of shear plates. The ABCD captures
the buoyancy in the open centrewell and contributes
to the total buoyancy of the hard tank. As an option,
the ABCD can be used for in-hull storage. On the
RAW drilling Spar, the ABCD can be used to support
the setback and pipe racking system. Design
applications using the ABCD raise an additional
requirement in the design of the hard tank,
specifically, an accurate estimate of the load in the
structure that connects the ABCD to the hard tank.
Contributions to this load come from the inertia effect
of the Spar motions, hydrostatic responses affected by
ballast conditions in the device, and hydrodynamic
forces affected by pressure in the riser slot gap.
Connection loads are required to design the structure
connecting the ABCD to the interior walls of the hard
tank. An ABAQUS™ based time domain semi-
empirical model was developed to predict the local
and global loads on the ABCD. A series of 1:50 scale
model tests on the RAW Spar were carried out. The
model’s ABCD, mounted on a dynamometer system
inside the hard tank, was used to measure the six-
degree-of-freedom forces between the hard tank and
the ABCD. The paper focuses on a comparison of the
predicted and measured loads.
Loads (forces)
Model tests
Numerical analysis
Offshore platforms
2013112574
Optimised global sizing approach for Gulf of
Mexico production semisubmersible.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83114, pp 107-112
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732412
Williams, N.
English
A deep draft production semisubmersible together
with steel catenary risers (SCRs) provides a cost-
effective wet-tree solution for the deepwater Gulf of
Mexico. The major challenge in determining an
909
appropriate hull configuration for the
semisubmersible is ensuring acceptable performance
of the SCR system, both in terms of strength and
fatigue. This paper presents a hull and mooring
configuration sizing methodology for a production
semisubmersible that results in the system being an
optimised riser support platform. The methodology is
illustrated through an example Gulf of Mexico
deepwater application.
Deepwater
Offshore structures
Semisubmersibles
2013112575
Model tests on a radial wellbay spar in Gulf of
Mexico, Norwegian Sea and offshore Brazil
environments.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83161, pp 125-138
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732414
Murray, J., Muehiner, E., Et al
English
A model test campaign on a 1:50 scale model of a
Radial Wellbay Spar Spar was carried out. The
campaign subjected the model to wind, wave, and
current environments from the Central Gulf of
Mexico, the Norwegian Sea, and offshore Brazil.
Time traces of dynamic wind loads were
predetermined from computations using drag
coefficients and estimated wind load areas of the
topsides. A servo controlled line mechanism was used
to apply the wind load to the model topsides. Current
forces were modelled using static weights connected
at the appropriate elevation on the model. Ten (10)
top-tensioned risers (TTRs) were modelled in terms
of stiffness and top tension using four equivalent
model TTRs. Horizontal restoring forces of the
prototype mooring were modelled using a four-model
line arrangement. The model was instrumented to
measure six-degree-of-freedom rigid body motions,
air gap around the deck, wave run-up, water elevation
in the riser gap in the hard tank, and mooring and
TTR tensions. Global loads on an internal structural
component between the centerwell device and hard
tank were measured in all environments. Data
comparisons were based on selected time traces of
ABSTRACTS
various responses and Weibull distributions to predict
extreme values. In general, good agreement was
found between the measured and predicted values.
Deepwater
Model tests
Offshore platforms
2013112576
Modelling details of fenders in float-over
installation experiments.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83166, pp 151-159
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732416
Cole, J.C., Islam, M., Et al
English
Fenders are a key element of float-over topsides
installations protecting the vessel and jacket legs by
absorbing impact energy. Fender capacity is defined
in accordance with expected vessel motions, vessel
hull strength, and anticipated impact energy.
Translating those dependencies from full-scale float-
over scenarios to model-scale experiments provides
added challenges when devising experimental
approaches. This paper describes the design and
development of model-scale fenders and their
application in float-over topsides installation
experiments. Current model fenders use multi-stage
cantilevered leaf springs to develop the required non-
linear stiffness curve which is calculated from full-
scale fender data. Spring material and geometry,
relative position, and loading location are key
variables used to match the target fender stiffness as
changes in these parameters directly affect the force-
deflection characteristics of the model-scale fenders.
The force-deflection characteristics (stiffness) of the
model-scale fenders were checked before, during, and
after wave experiments, using both isolated bench
tests and in situ verifications. Multiple iterations of
stiffness checks were completed during the stiffness
curve matching process prior to the experimentation.
The achieved load-deflection characteristics of the
fender units were within 2% of the target stiffness
curve. The damping characteristics of the fenders
were not specifically modelled, but were measured
ABSTRACTS
for each of the stiffness stages. The model fenders
have successfully been used in multiple float-over
experimental campaigns.
Fender systems
Installing
Offshore structures
Stiffness
2013112577
The analytical solution of taut-slack mooring line
with Tanh-method.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83179, pp 161-165
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732417
Zhang, S-x., Tang, Y-g., Liu, X-j.
English
In this paper, the continuous model is introduced and
solitary solutions of the nonlinear partial differential
equations of taut-slack mooring line are obtained by
Tanh method, and the plots of results are drawn. The
results show that, with the continuous increasing of
pretension, the tension curve convert from snap
tension to continuous line, until to multi-peaks line.
In the process of increasing the pretension, the
mooring line transfer from slack to taut, until to
breakage, accompanying with tension skip, which is
reduced by the system parameters, and different
combination of parameters may introduce to different
tension in line, and the uncertainty may cause the
breakage of mooring system.
Mooring lines
Tension
2013112578
Time domain model for a two-body heave
converter: model and applications.
Ocean Engineering, v 72, 1 November 2013, pp 116-
123
http://www.sciencedirect.com/science/article/pii/S002
9801813002655
De Andrés, A.D., Guanche, R., Et al
English
This study presents a methodology to obtain the
power performance of a two-body heave converter.
First, the methodology relies on a time domain model
910
which represents the motion of the two bodies
throughout the time. This time model was built
substituting the entire equation system with a state-
space system, thereby avoiding the convolution
integral of the radiation force. This technique is
demonstrated to be a reliable and very efficient
method in terms of speed. Then, based on this model
the instantaneous power of the device can be
obtained. The performance of the device is shown
through the power production matrix and the 60 year
series power production statistics. This long series is
obtained by means of using the MaxDiss selection
technique in order to compute only the power of the
most representative sea states and the Radial Basis
Function (RBF) interpolation technique which
interpolates in order to obtain the complete power
series.
Time domain
Wave energy conversion
2013112579
Transportation of floating structures by using
newly built heavy lifting semi vessel HYSY278.
China Ocean Engineering, v 27 n 3, June 2013,
pp 299-312
http://link.springer.com/article/10.1007/s13344-013-
0026-8
Sun, W-y., Zhang, D-g., Fan, Z-x.
English
Transportation of floating structures for long distance
has always been associated with the use of heavy
semi transport vessel. The requirements of this type
of vessel are always special, and its availability is
limited. To prepare for the future development of the
South China Sea deepwater projects, COOEC has
recently built a heavy lift transport vessel - Hai Yang
Shi You 278 (HYSY278). This semi-submersible
vessel has displacement capacity of 50k DWT, and a
breath of 42 m. Understanding the vessel’s
applicability and preparing its use for future
deepwater projects are becoming imminent need. This
paper reviews the critical issues associated with the
floating structure transportation and performs detailed
analysis of two designed floating structures during
transportation. The newly built COOEC
transportation vessel HYSY278 will be used to dry
transport the floating structures from COOEC
fabrication yard in Qingdao to the oil field in the
South China Sea. The entire process will start with
load-out/float-off the floating structures from the
construction sites, offload the platform from the
vessel if needed, dry transport floating structures
911
through a long distance, and finally offload the
platform. Both hydrodynamic and structural analyses
are performed to evaluate transport vessel and
floating structures. Critical issues associated with the
transportation and offloading of platform from the
vessel will be studied in detail. Detailed study is
performed to evaluate the response of the system
during this phase and additional work needed to make
the vessel feasible for use of this purpose. The results
demonstrate that with proper modifications,
HYSY278 can effectively be used for transporting
structures with proper arrangement and well-prepared
operation. The procedure and details are presented on
the basis of study results. Special attentions
associated with future use will also be discussed
based on the results from analysis.
Floating structures
Heavy lift operations
Heavy lift vessels
Transportation
2013112580
A single mooring system with sag-extensibility and
flexural rigidity applied to offshore platform.
China Ocean Engineering, v 27 n 3, June 2013,
pp 335-350
http://link.springer.com/article/10.1007/s13344-013-
0029-5
Tsai, M.-C., Lee, H.H., Et al
English
Floating platform systems have been extensively used
in ocean exploitation, particularly for tension-leg
platform (TLP) systems in deep water. Most of the
TLPs are multi-mooring systems, where multi-joints
are connected to the tension-legs so that the platform
is not allowed to twist freely and may subject to
enormous force induced by large incident waves in
the weak-direction of the structure. This study aims to
exploit a single moored offshore platform system that
may attract less force and can be operated with less
effort. In our analysis, in addition to mechanical
properties of the tether, two important properties are
also taken into consideration for the single mooring
tether with expanded cross sectional dimension and
utilization of stronger material, namely, the sag-
extensibility and the flexural rigidity. Finally, the
dynamic structural behavior produced by the
mechanical effects on the new system is investigated
and compared with that of traditional design while the
wave-structure interactions of large body are also
accounted for. The study finds that the neglect of sag-
ABSTRACTS
extensibility or the flexural rigidity of large, strong
mooring cable may result in a conservative but not
necessarily safe design.
Mooring systems
Tension leg platforms
2013112581
Experimental study on pendulum wave energy
converter.
China Ocean Engineering, v 27 n 3, June 2013,
pp 359-368
http://link.springer.com/article/10.1007/s13344-013-
0031-y
Qiu, S-q., Ye, J-w., Wang, D-j.
English
Many of the existing wave energy converters (WEC)
are of oscillating water column (OWC) and point
absorber (PA) types. Fewer references have been
published in public on the pendulum type WEC. A
series of experimental tests on a bottom-hinged
pendulum WEC model are carried out and some
results are revealed in the present study. The purpose
of this paper is to present a detailed description of the
tests. It is found that wave energy conversion
efficiency varies with the applied damping and wave
conditions. In addition, special attention is given to
the effect of the water ballast on the efficiency of the
wave energy converter. It is demonstrated that the
ballast plays an important role in energy extraction.
Better understanding on how the performance of the
device is influenced by damping, wave height, wave
period and ballast is shown.
Pendulums
Wave energy conversion
2013112582
New developments on DP systems.
Marine Systems & Ocean Technology, v 8 n 1, June
2013, p 47 [13 p, 42 ref, 6 tab, 21 fig]
http://www.sobena.org.br/msot/downloads/MSOT_V8
N1_30_07_13.pdf
Tannuri, E.A.
English
DP Systems are based on control, filtering and
optimisation solid theoretical background, and the
technology related to sensors, actuation and
computational systems are consolidated and reliable.
Therefore since the 1970s, offshore operations have
been increasingly supported by DP Systems.
However, there is still room for new developments
ABSTRACTS
and innovative solutions to improve DP performance
and to be applied to more complex offshore
operations. This paper presents four research topics
related to the improvement of the DP Systems:
Cooperative control techniques applies to multi-
vessel DP operations: New approach for weathervane
control; Application of non-linear sliding mode
control to DP systems; Thrust allocation algorithm
considering the thruster interference effects.
Control
Dynamic positioning
Offshore engineering
2013112583
Gas explosion analysis for FLNG plant layout
design.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83221, pp 187-194
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732420
Otsubo, K., Masanobu, S., Et al
English
Natural gas is expected to be an environmentally
friendlier energy and alternative to nuclear energy.
Many oil and gas and engineering companies have
studied Front End of Engineering Designs of FLNG
(LNG-FPSO) expected to be a new production system
for offshore natural gas development in the near
future. The FLNG system is not a proven technology
and there is no FLNG in operation, which can make it
difficult to design an FLNG. Furthermore, it is noted
that FLNG designers are unable to get enough
information for the design. Gas explosion is the
technical problem for the topside facilities of FLNGs.
The objective of this paper is to study gas explosion
for the FLNG design.
Gas explosions
Floating production systems
Layout
LNG explosions
912
2013112584
Monitoring campaign on sub-sea installation.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-833249, pp 297-305
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732435
Navarro, J.R., Drunen, J. van, De Bruin, R.
English
The Deepwater Construction Vessel (DCV) Balder
performed a one-and-half year deep water
construction project in west Africa. The project
started in 2010 and consists of multiple oil fields
located in water depths ranging from 1800m to
2100m. A large number of sub-sea structures, flow
lines and risers have been successfully installed.
Installation procedures were optimised, new deck
equipment has been installed and passive heave
compensation was designed. These measures enabled
the crew to achieve an excellent performance in the
swell dominated seas West of Africa. To accurately
capture the experiences with the new equipment and
procedures, an extensive offshore monitoring
campaign was performed. To achieve this three areas
of interest were identified: lowering structures to the
seabed at deepwater; offloading of barges alongside
the DCV Balder; and motion behaviour of DCV
Balder in a swell environment. The objectives of the
monitoring campaign were: validation of the models
and performance of the equipment; verification of the
operability limits for different installation activities;
and transfer of knowledge between engineering and
operations. The paper describes how the contractor
executed the different measurements and how the
results from the measurements were fed back into the
execution of the project. The challenges which were
faced to obtain high quality measurement data will be
dealt with. Finally it shows the benefits of performing
full-scale measurement to engineer safe and efficient
deep water operations.
Deepwater
Monitoring
Installing
Offshore
913
2.7 SAFETY AT SEA
2013112585
An experimental validation of an evacuation
model using data sets generated from two large
passenger ships.
Journal of Ship Research, v 57 n 3, September 2013,
pp 155-170
http://www.ingentaconnect.com/content/sname/jsr/20
13/00000057/00000003/art00003
Galea, E.R., Deere, S., Et al
English
Two evacuation model validation data sets collected
as part of the EU FP7 project SAFEGUARD are
presented. The data were collected from a RO-PAX
ferry operated by Color Line (RP1) and a cruise ship
operated by Royal Caribbean International (CS). The
trials were semi-unannounced assembly trials at sea
and involved some 1349 and 2500 passengers,
respectively. The trials took place at an unspecified
time; however, passengers were aware that on their
voyage, an assembly exercise would take place. The
validation data sets consist of passenger response
times, starting locations, end locations, and arrival
times in the assembly stations. The validation data
were collected using a novel data acquisition system
consisting of ship-mounted beacons, each emitting
unique infrared (IR) signals and IR data logging tags
worn by each passenger. The results from blind
simulations using maritimeEXODUS for these
assembly trials are presented and compared with the
measured data. Three objective measures are
proposed to assess the goodness of fit between the
predicted model data and the measured data.
Evacuation
Passenger ships
Trial data
Validation
2013112586
The importance of BNWAS.
Digital Ship, v 14 n 1, September 2013, p 46 [2 p,
3 fig]
http://c181984.r84.cf1.rackcdn.com/DShipSep13.pdf
No author given
English
As mandatory requirements for bridge navigational
watch alarm systems (BNWAS) begin to be phased in
over the next few years, recent accident reports have
ABSTRACTS
shown how this technology could offer a simple, yet
effective way to prevent many maritime accidents.
Bridge operation
Warning systems
Watchkeeping
2013112587
Accidents at sea.
World Wildlife Fund, Report Summary 2013 [5 p]
http://assets.worldwildlife.org/publications/576/files/
original/Accidents_at_sea_LR.pdf?1370959009
No author given
English
This is a summary report of an independent study
commissioned by the World Wildlife Organization
looking at the collective data associated with shipping
accidents in detail. It presents consolidated evidence
of factors that have contributed to, or been associated
with, shipping accidents over the last 15 years.
During this period a number of maritime disasters
involving huge spills of mineral oil have occurred.
Events like this have subsequently provoked changes
in maritime regulations due to the severe nature of the
associated environmental impact and the obvious
links with poor vessel operation and maintenance.
Areas of concern and contributory factors to shipping
accidents are highlighted along with the implications
these incidents have on the marine environment. It
focuses in particular on the issues surrounding the
role of flag states and the extent of their
responsibilities with respect to vessel safety and the
implementation of international rules and regulations.
Environmental effects
Marine accidents
Regulations
2013112588
Adoption of new advanced computational
techniques to hazards ranking in LNG carrier
operations.
Ocean Engineering, v 72, 1 November 2013, pp 31-44
http://www.sciencedirect.com/science/article/pii/S002
9801813002564
Nwaoha, T.C., Yang, Z., Et al
English
The risks of hazards of liquefied natural gas (LNG)
carrier operations and their fundamental causes are
investigated in this study. A new framework is
developed through the combination of a risk matrix
approach and a fuzzy evidential reasoning (FER)
ABSTRACTS
method. The risk matrix approach is employed to
identify the major hazards associated with the LNG
carrier operations. In the risk matrix methodology,
linguistic terms are used to estimate how likely
hazards may occur in LNG carrier operations at sea,
and the consequences of the hazards. The failures of
an LNG spill from a transfer arm and an LNG
containment system are identified as the hazards of
“very high risk”. The fault tree analysis (FTA)
diagrams of “very high risk” hazards (top events) are
used to identify their causes (basic events) and failure
logics. Due to the unavailability of historical failure
data, the safety/risk level of each cause is investigated
using the FER approach. In the FER approach, the
safety levels of the basic events of the top event are
assessed using three safety parameters (i.e.
occurrence likelihood, consequence severity and
failure consequence probability) and combined using
evidential reasoning (ER) in fuzzy environment in
order to reveal the top events’ safety/risk levels.
Fuzzy sets
LNG carriers
Risk analysis
2013112589
The evolution of the regulatory stability regime for
fishing vessels.
IDS 2013, 1st International Conference on Safety and
Energy Efficiency in River Transportation for a
Sustainable Development of the Peruvian Amazon
Region; 17-19 July 2013; Iquitos, Peru. Published by
EUT Edizione Universitá Trieste; ISBN 978-88-8303-
505-0 [18 p, 39 ref, 5 fig]
http://www.openstarts.units.it/dspace/bitstream/1007
7/8823/1/14_Francescutto.pdf
Francescutto, A.
English
The intact stability standards for fishing vessels are
considered in their historical development, all fairly
recent. Regional differences that result in the average
size of vessels are considerable together with an
extremely poor harmonization of the different
regimes of safety. A decisive effort for improvements
in the safety levels and in general in the living
conditions in the fisheries sector has been undertaken
in the frame of the close cooperation established
between the IMO, ILO and FAO. In this context, at
an advanced stage of development, are regulations,
mostly of voluntary application, which greatly extend
the lower extreme of the interval of ship lengths,
previously considered by the Torremolinos
Convention. With regard to the latter, a major effort is
underway to get to the ratification and entry into force
914
internationally as an IMO instrument of the revised
Torremolinos Protocol as a result of the Diplomatic
Conference held in Capetown in 2012. In this paper
the present situation is critically analysed.
Capsizing
Fishing vessels
Regulations
Stability
2.8 ENVIRONMENTAL PROTECTION
2013112590
Emissions remain top of regulatory agenda.
The Naval Architect, September 2013, p 56 [4 p]
http://www.rina.org.uk/tna.html
Speares, S.
English
Environmental regulations have dominated the
regulatory scene over the last 10-years or more.
However, the increasing complexity of the legislation
and implementation mean that designers and owners
must keep abreast of changes. This article explains
the latest changes to green rules.
Emissions
Environmental protection
Legislation
2013112591
Planning vessel air emission regulations
compliance under uncertainty.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 349-357
http://link.springer.com/article/10.1007/s00773-013-
0212-7
Balland, O., Erikstad, S.O., Et al
English
This paper considers the reduction of air emissions
from vessels when uncertainty is taken into account.
Uncertainty in the reduction effects of the different
existing air emission controls is currently high and
makes their selection for vessel emission regulations
compliance a challenging process. A two-stage
stochastic optimisation model that addresses this
uncertainty is developed. The model’s objective is to
plan the installation of air emission controls over a
specified time horizon for a vessel to comply in the
most cost-efficient way with the air emission
regulations. The uncertain reduction effects of the
controls are modelled by a set of scenarios. The
915
approach is applied to a case study with real data. The
solution exposes the important impact of uncertainty
on this problem, especially on the SOX reduction,
while the CO2 reduction plan seems in this case not
affected by uncertainty.
Emissions
Optimisation
Regulations
Uncertainty
2.9 GENERAL OPERATION
2013112592
Speed optimisation for liquefied natural gas
carriers: a techno-economic model.
LCS 2012, 2nd International Conference on
Technologies, Operations, Logistics and Modelling
for Low Carbon Shipping; 11-12 September 2012;
Newcastle upon Tyne, UK. Organised by University
of Newcastle http://www.lowcarbonshipping.co.uk/
Aldous, L., Smith, T.W.P.
English
The effect of a ship’s speed on its propulsion power
requirements is of importance primarily due to their
well-known cubic relationship. The ship’s speed also
plays a fundamental role in its profitability; higher
speeds are attractive to shipping’s customers but
costly to the owner, both in capex and opex. Revenue
and costs are dynamic and largely influenced by
freight rates and bunker prices which fluctuate
according to market conditions. This is further
complicated in the LNG carrier sector where
chemical and thermodynamic interactions contribute
to the rate of LNG boil-off in the tanks. This affects
revenue either directly at the LNG import terminal, or
indirectly through on board re-liquefaction plant
power requirements. This paper investigates the
‘optimum speed’ problem in the LNG carrier fleet
from a technical perspective that describes boil off,
fuel consumption and CO2 emissions as a function of
vessel speed, and from an economic angle whereby
revenue and costs are evaluated with respect to speed
by means of a profit optimisation and cost
minimisation function.
Emissions
Fuel consumption
LNG carriers
Optimisation
Ship speed
ABSTRACTS
2013112593
Slow steaming in container liner shipping: is there
any impact on fuel surcharge practices?
The International Journal of Logistics Management,
v 24 n 1, 2013, pp 73-86
http://www.emeraldinsight.com/journals.htm?issn=0
957-
4093&volume=24&issue=1&articleid=17091985&s
how=abstract
Notteboom, T., Cariou, P.
English
Slow steaming has been implemented by the main
liner shipping companies since 2008. The reduction
in vessel speed affects fuel consumption and should
be reflected within the fuel surcharges paid by
shippers. The purpose of this paper is to assess if this
was the case for the main outbound European
container trades from the port of Antwerp. Through
an extensive analysis of liner service characteristics,
fuel costs and fuel surcharges this paper provides an
answer to three research questions: how significant
are slow steaming practices in container liner
shipping?; what is the impact of slow steaming on
fuel consumption and liner service characteristics?;
and to what extent has slow steaming changed the
relation between fuel costs and fuel surcharges
imposed on shippers by shipping lines? It is found
that slow steaming practices are not implemented on
all trade routes, but depend on operational aspects
such as distances covered and the characteristics of
the ships deployed. While it could be expected that
the reduction in vessel speed should be reflected
within the fuel surcharges paid by shippers, the
empirical results show that on most trade routes slow
steaming did not fundamentally change the relation
between fuel costs and fuel surcharges imposed on
shippers by shipping lines.
Containerships
Liner shipping
Slow steaming
2013112594
Fifty types of green.
Marine Engineers Review, September 2013, p 12
[5 p, 5 fig]
http://www.imarest.org/GainKnowledge/OurMagazin
es/MarineEngineersReview.aspx
No author given
English
There are a multitude of ways owners can ensure their
fleet’s fuel consumption and therefore emissions are
minimised, with environmental and economic
ABSTRACTS
benefits fortuitously corresponding. This article
looks at some of the options available including
software programs to measure parameters which
affect fuel consumption, wind propulsion, fuel testing
and antifouling coatings.
Antifouling coatings
Fuel conservation
Fuel consumption
Fuel testing
Wind propulsion
2013112595
Reliability estimation of maritime transportation:
a study of two fuzzy reliability models.
Ocean Engineering, v 72, 1 November 2013, pp 1-10
http://www.sciencedirect.com/science/article/pii/S002
9801813002072
Gaonkar, R.S.P., Xie, M., Fu, X.
English
The progressive increase in marine vessel
transportation, in recent years, is often a cause of
congestion at sea and main cause of highly irregular
vessel’s travel time. This greatly affects scheduling of
the facilities at the harbour and also related logistics.
As a result, the reliability value of any marine vessel
becomes a crucial factor in associated decision
making. Modelling the uncertainty in estimation of
marine vessel reliability has been a research interest
for quite some time now. This paper investigates the
problem in a different sense and tries to model the
uncertainties using expert opinions and their
imprecise responses. Marine vessel transportation
reliability is viewed in an entirely different
perspective and framework. This paper initially
proposed a transportation reliability estimation
procedure considering 12 decision variables divided
into three stages. Two realistic models based on fuzzy
sets are subsequently developed; with two scenarios
for the first model. The first model utilizes fuzzy
arithmetic; whereas the second one is based on rule
bases. The paper demonstrates how information based
on experience of the experts on marine vessels could
be used to obtain its reliability value. Both the models
would be helpful where imprecision is an intrinsic
attribute of the accessible data in case of sea going
vessels.
Fuzzy systems
Marine transportation
Reliability
916
2013112596
Strategic life cycle decision-making for the
management of complex systems subject to
uncertain environmental policy.
Ocean Engineering, v 72, 1 November 2013, pp 365-
374
http://www.sciencedirect.com/science/article/pii/S002
9801813003193
Niese, N.D., Singer, D.J.
English
Environmental regulations play a significant role in
ship design, manufacturing, operations, and disposal.
As the life cycle progresses, a ship's environmental
performance can degrade if more stringent policies
are implemented at a port of call or for operations on
the open seas. Tightened constraints over time may
increase life cycle cost due to mandated replacement
and repair costs, larger insurance premiums, or less
operational flexibility. Unless design and
maintenance activities account for uncertainty related
to the environmental policy agenda, regulation
changes can present considerable economic,
operational, and mission-based risks to the life cycle
of a vessel. The optimal design and maintenance
strategy for time-dependent environmental
compliance can be determined via the use of a
sequential decision-making framework known as a
Markov decision process (MDP). The purpose of the
presented research is to demonstrate the application
of a non-stationary MDP to the design and
maintenance decisions of a ship that must consider
ballast water exchange and treatment policy changes.
Research efforts outline the preliminary approach,
outcomes, and conclusions resulting from the use of a
MDP to model life cycle decisions.
Environmental effects
Life cycle costs
Markov processes
Ship design
Ship maintenance
2013112597
Assessing options for deepwater access.
Ship & Boat International, September/October 2013,
p 27 [4 p, 5 ref, 3 tab, 3 fig]
http://www.rina.org.uk/sbi.html
McClement, T.
English
This paper looks at the challenges faced by the
industry as it moved from Round 1 wind farms, built
relatively close to shore and in shallow water, to
Round 3 sites, which will be situated in waters 10
917
times deeper and 10 times further from shore, where
weather conditions are more challenging, turbines are
bigger and more numerous and the manpower
requirement proportionally bigger. The paper
explores a number of current and future options
during O&M for getting technicians, their equipment
and stores safely to the far shore wind farm, arriving
well rested to maximise their efficiency. Beyond
hotel vessels, helicopter and transfer options, the
paper proposes the introduction of larger small
waterplane are twin hull (SWATH) vessels that
combine the ease of transfer displayed by these
vessels with accommodation and leisure provision for
24 technicians reducing the need for transfers
offshore and lowering the threat of ‘single points of
failure’.
Crew boats
Deepwater
Personnel transport
SWATH ships
Wind turbines
2013112598
LNG market outlook: LNG value chain for Yamal
offshore regarding to recent developments in ice-
class tankers design and LNG offloading system.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83259, pp 209-219
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732425
Bulakh, M.
English
A six-fold increase in LNG trade from now until 2030
is expected. Over this longer term it seems likely that
exploitation of the giant natural gas fields of the
Western Arctic regions of Russia will enhance the
development of Arctic LNG shipping. Increasing
energy demand is driving greater interest in the
exploration and production of natural gas in the
Arctic Region. This creates a challenge for shipping
gas in such extreme conditions. This paper mainly
investigates the overall LNG market and explores
available alternative transportation options. Over the
last five years there has been significant research and
development in the areas of LNG ships and ice-class
tankers. In this paper the most promising ship design
and power concepts of Arctic LNG ships/tankers are
reviewed. Recent developments and trends in LNG
ship and ice-strengthening tanker design are
ABSTRACTS
discussed in detail, including the first large double-
acting ice-class tanker design and double acting
pusher puller barge design. Also, offloading systems
for LNG carriers are touched upon in this paper.
Analysis of the mentioned above concepts is carried
out with the Russian Arctic Offshore Yamal region as
an example. A potential solution for the issue of
Arctic-class tankers’ limitations to navigate in thick
ice areas is ship-to-ship LNG transfer, is also
presented. An Arctic tanker could transport its cargo
of LNG to the edge of the ice sheet and transfer the
load to another, faster vessel, or perhaps offload at a
dedicated storage site. The possible offloading
concept from shore to offshore in the harsh ice
conditions of this region and further loading to
tankers seems to be very a feasible issue. Comparison
between two offloading systems like ship-to-ship and
tandem in the Arctic condition is given.
Ice transiting vessels
LNG carriers
Market analysis
Ship design
Tankers
3.1 GENERAL HYDRODYNAMICS,
HYDRAULICS AND
OCEANOGRAPHY
2013112599
Study on far field wave patterns and their
characteristics of Havelock form green function.
China Ocean Engineering, v 27 n 3, June 2013, pp
283-298
http://link.springer.com/article/10.1007/s13344-013-
0025-9
Xu, Y., Dong, W-c., Xiao, W-b.
English
A new mathematical integral representation including
five integrals about the far field wave shape function
of Havelock form translating-pulsating source is
obtained by performing variable substitution.
Constant-phase curves and propagation wave patterns
are investigated by applying stationary phase analysis
method to the new representation. Some findings are
summarized as follows: (1) when 0< τ <0.25 (where τ
is the Strouhal number), three types of stationary
phase curves corresponding to three propagation
wave patterns such as fan wave pattern, inner V and
outer V wave patterns, are found in the integral
representation. (2) When τ>0.25, besides three types
ABSTRACTS
of wave patterns such as a ring-fanning wave pattern,
a fan wave pattern and an inner V wave pattern, a
new one called parallel wave pattern is also found
which not only exists in the integrals about the ring-
fan wave and fan wave, but also in the integrals
whose interval is [0,γ] In addition, Characteristics
about these parallel waves such as mathematical
expressions, existence conditions, propagation
directions and wave lengths are obtained, and
cancellation relationships between these parallel
waves are stated, which certificates the fact that there
are no parallel waves existing in the far field.
Green function
Wave patterns
Wave propagation
2013112600
A study on kinematics characteristics of freak
wave.
China Ocean Engineering, v 27 n 3, June 2013,
pp 391-402
http://link.springer.com/article/10.1007/s13344-013-
0034-8
Cui, C., Zhang, N-c., Zuo, S-h.
English
Based on the 3rd-order Stokes wave theory, the speed
of freak waves is formulated in terms of the period
and the wave height. Finite modified wave steepness
gives rise to a significant enhancement of the
nonlinear contributions to the freak wave speed in
comparison with the 3rd-order Stokes wave theory.
For a fix modified wave steepness, the estimated
amplification of the nonlinear contributions due to the
deviation from the 3rd-order Stokes wave theory is
0.22∼0.99. In addition, the velocity and acceleration
fields are also documented in detail. In the present
simulation, the horizontal velocities are smaller than
the wave speed, and the freak wave exhibits a
maximal horizontal velocity up to 37% of the wave
speed and a maximal vertical acceleration up to about
20% of the gravitational acceleration.
Acceleration
Freak waves
Velocity
918
3.2 RESISTANCE AND PROPULSIVE
PERFORMANCE
2013112601
Numerical propeller rudder interaction studies to
assist fuel efficient shipping.
LCS 2012, 2nd International Conference on
Technologies, Operations, Logistics and Modelling
for Low Carbon Shipping; 11-12 September 2012;
Newcastle upon Tyne, UK. Organised by University
of Newcastle [10 p, 19 ref, 2 tab, 9 fig]
http://eprints.soton.ac.uk/346574/1/Badoe(low%20ca
rbon%20shipping).pdf
Badoe, C., Phillips, A., Turnock, S.R.
English
Reducing the fuel consumption of shipping presents
opportunities for both economic and environmental
gain. From a resistance and propulsion standpoint, a
more holistic propeller/hull/rudder interaction
strategy has the potential to reduce fuel consumption,
and minimise the risk of cavitation. The goal of this
paper is to demonstrate that powering requirements
can be reduced by optimising the interaction between
a ship’s rudder and propeller. In this paper, an
ongoing investigation regarding the design of an
energy efficient rudder by adapting the local rudder
incidence across the span to the effective inflow angle
due to propeller swirl is presented. Numerical
simulations are performed using an open-source
RANS CFD code, Open FOAM, due to its ease with
complex topology. Propeller effects are simulated
using a body force model approach with special
emphasis on ensuring the correct inflow to the rudder.
Emissions
Fuel conservation
Propeller rudder interaction
919
2013112602
The modelling of hub vortex for numerical
analysis of marine propeller using a simple surface
panel method.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 8B.1, p 365 [8 p, 6 ref,
2 tab, 23 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Kanemaru, T., Ryu, T., Et al
English
This paper presents a modelling of hub with hub
vortex for numerical analysis. The original surface
panel method SQCM is used and the previous SQCM
is modified to a new model with hub vortex. In
SQCM, Hess and Smith type source panels are
distributed on the propeller blades and hub surface.
Discretized vortices are distributed on the camber
surfaces according to Lan’s QCM. In this method, the
hub is regarded as part of the blade and extends to the
end of lifting surface from the root of blade to the
centre line of the propeller. The calculation method is
described and reasonable calculated results of hub
surface flow, hub pressure distribution and hub wake
are presented. An open propeller test was conducted
to measure the thrust and torque of the blades and
boss cap separately in order to measure the boss cap
drag. Finally, the comparison between calculated
boss cap drag and experiments is shown and
discussed.
Numerical analysis
Propeller efficiency
Propeller hubs
Vortices
ABSTRACTS
2013112603
Measurements and computations for blade spindle
torque of controllable pitch propellers in open
water.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 8B.3, p 381 [8 p, 9 ref,
3 tab, 18 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Funeno, I., Pouw, C., Bosman, R.
English
For Controllable Pitch Propellers (CPP), it is essential
to accurately predict performance such as propeller
thrust, torque and furthermore propeller blade spindle
torque in all practical operating conditions. As a first
step, a blade spindle torque sensor built in the
propeller hub was developed in order to obtain
fundamental data. The sensor was verified thoroughly
to enable us to extensively measure the blade spindle
torque in open water conditions. The sensor is
devised such that it is only sensitive for measuring the
blade spindle torque and not for interference of the
thrust and torque from the propeller blade acting on
the sensor. While, by versatile CFD simulation
techniques, the authors analysed the flow around the
CPPs blade in open water condition at off-design
pitch settings and for high-propeller loading
conditions, which is normally difficult for potential
theory-based methods to analyse correctly. The blade
spindle torque measurements and the flow simulation
technique by means of CFD were extensively applied
to two CPP blades with different skew distributions.
Comparing the results of the measurements and the
computations, the agreement is very good but there
are still some issues to be addressed further.
Computational fluid dynamics
Controllable pitch propellers
Torque
ABSTRACTS
2013112604
URANS simulations of cavitation and hull
pressure fluctuation for marine propeller with hull
interaction.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 9A.1, p 389 [8 p, 10 ref,
4 tab, 13 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Paik, K-J., Park, H-G., Seo, J.
English
Simulations of cavitation flow and hull pressure
fluctuation for a marine propeller operating behind a
hull using the unsteady Reynolds-Averaged Navier-
Stokes (URANS) are presented. A full hull body
submerged under the free surface is modelled in the
computational domain to simulate directly the wake
field of the ship at the propeller plane. A symmetry
boundary condition is applied on the top of
computational domain instead of the free surface,
which is similar to a cavitation tunnel. To observe the
cavitation pattern during the propeller revolution, the
propeller is rotated with a constant rotation angle of
1.5o using a sliding mesh technique. Simulations are
performed in design and ballast draught conditions to
study the effect of cavitation number. Two propellers
with slightly different geometry are simulated to
validate the detectability of the numerical simulation.
All simulations are performed using a commercial
CFD software FLUENT. Cavitation patterns of the
simulations are compared with the experimental
results carried out in a cavitation Tunnel. Simulation
results for the hull pressure fluctuation induced by a
propeller are also compared with the experimental
results showing good agreement.
Computational fluid dynamics
Hull propeller interaction
Pressure
Propeller cavitation
920
2013112605
Parameter influence analysis in propeller
optimisation.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 9A.2, p 397 [8 p, 5 ref,
4 tab, 15 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Vesting, F., Johansson, R., Bensow, R.E.
English
This paper presents an optimisation of propeller blade
geometry while the propeller is evaluated for different
operating conditions. Sheet cavitation is considered
by selective constraints in the condition of a fixed
wake. The automated optimisation is performed on a
propeller for a contemporary cruise vessel with high
demand for a certain efficiency and pressure pulse
limit; the starting point is an already manually
optimised propeller. The defined geometric
parameters are used to manipulate the original design
by the applied genetic algorithm. These parameters
are investigated in a sensitivity analysis to evaluate
each impact on the objectives and constraints.
Subsequently a second optimisation was
accomplished focusing on the input parameters with
the essential impacts.
Optimisation
Propeller cavitation
Propeller efficiency
2013112606
Study on marine propeller running in bubbly flow.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 9A.3, p 405 [7 p, 8 ref,
5 tab, 14 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Kawakita, C.
English
In recent years, air lubrication systems have been
attracting attention as a method of reducing carbon
dioxide emissions from ships. This method can
reduce the frictional resistance through the injected
air bubbles on the ship bottom, and save energy for
921
propulsion. An air lubrication system covers the ship
hull with bubbles, if the air bubbles flow onto the
propeller, a risk is that propeller efficiency will be
lost and there will be an increase in the pressure
fluctuations due to propeller cavitation. The author
has investigated the propeller performance in bubbly
flow using model tests in order to apply air
lubrication systems to ships. From the experimental
results for a module carrier, the volume of air bubbles
flowed into propeller was small and the increase of
propeller pressure fluctuations was negligible.
Furthermore, the author has reported the experimental
results for several types of model propellers running
in bubbly flow by changing the void fraction, the air
bubbles effect on the propeller efficiency and the
pressure fluctuations. At the normal condition
(without air bubbles), in the case of less cavitation
propeller, the pressure fluctuations of the propeller
tend to be susceptible to the effects of air bubbles
mixing was found.
Air lubrication
Bubbles
Propeller cavitation
2013112607
Theoretical prediction of running attitude of a
semi-displacement round bilge at high speed.
Applied Ocean Research, v 41 June 2013, pp 41-47
http://www.sciencedirect.com/science/article/pii/S014
1118713000151
Kim, D.J., Rhee, K.P., You, Y.J.
English
Running attitudes of semi-displacement vessels are
significantly changed at high speed and thus have an
effect on resistance performance and stability of the
vessel. There have been many theoretical approaches
about the prediction of running attitudes of high-
speed vessels in calm water. Most of them proposed
theoretical formulations for the prismatic hard-chine
planing hull. In this paper, running attitudes of a
semi-displacement round bilge vessel are
theoretically predicted and verified by high-speed
model tests. Previous calculation methods for hard-
chine planing vessels are extended to be applied to
semi-displacement round bilge vessels. Force and
moment components acting on the vessel are
estimated in the present iteration program.
Hydrodynamic forces are calculated by added mass
planing theory, and near-transom correction function
is modified to be suitable to a semi-displacement
vessel. Next, plate pressure distribution method is
proposed as a new hydrodynamic force calculation
method. Theoretical pressure model of the 2-
ABSTRACTS
dimensional flat plate is distributed on the
instantaneous waterplane corresponding to the
attitude of the vessel, and hydrodynamic force and
moment are estimated by integration of those
pressures. Calculations by two methods show good
agreements with experimental results.
Displacement hulls
High speed
Model tests
2013112608
Hydrodynamics of a submerged hydrofoil
advancing in waves.
Applied Ocean Research, v 42 August 2013, pp 70-78
http://www.sciencedirect.com/science/article/pii/S014
1118713000369
Xu, G.D., Wu, G.X.
English
The hydrodynamic problem of a hydrofoil travelling
at constant speed in water waves has been
investigated through velocity potential theory. The
boundary conditions on the free surface have been
linearized, and the effects are accounted for through
the Green function. The overall problem is
decomposed into the steady forward speed problem
and periodic wave radiation and diffraction problems.
Each of these problems is solved using the boundary
integral equation over the hydrofoil surface together
with a vortex sheet behind the trailing edge. The body
surface boundary condition is imposed on its mean
position. As a result the steady potential will
contribute a well-known mj term to the body surface
boundary condition on the radiation problem. The
numerical difficulty in dealing with this term is
effectively resolved through a difference method. The
effects of the thickness on the wave radiation and
diffraction are investigated. The applicability of
various reciprocity relationships in this problem is
discussed.
Boundary element method
Free surfaces
Hydrofoils
Wave diffraction
Wave radiation
ABSTRACTS
2013112609
Numerical simulation of propeller-hull interaction
and determination of the effective wake field using
a hybrid RANS-BEM approach.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 9B.1, p 421 [9 p, 17 ref,
6 tab, 11 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Rijpkema, D., Starke, B., Bosschers, J.
English
In this study propeller-hull interaction is investigated
numerically using a combination of a steady viscous
CFD method (RANS) for the ship flow and an
unsteady potential-flow method (BEM) for the
propeller loading. This approach allows for
interaction between hull and propeller with a
significantly reduced computational effort compared
to a full RANS approach. In addition, the RANS-
BEM coupling provides the propeller designer with
an effective wake field. RANS-BEM results for self-
propulsion are obtained with two different RANS
solvers. The computations show a prediction of
propeller rotation rate and thrust within 2 to 3% of the
experimental values. It is demonstrated that the
effective wake accelerates towards the propeller.
Therefore the essential part of the RANS-BEM
coupling remains how and where to determine the
effective wake field. The influence on the propeller
performance is shown by evaluating effective wake
fields at different planes upstream of the propeller.
Extrapolating the effective wake field to the propeller
plane using multiple planes upstream results in an
increase of about 2 to 3% in predicted rotation rate
compared to using a single plane upstream.
Computational fluid dynamics
Hull propeller interaction
922
2013112610 prediction approach also has severe shortcomings
when it comes to prediction of speed loss due to
Self-propulsion RANS computations with a single-
waves. The use of non-linear time-domain
screw container ship.
simulations shows promising results. Model testing is
SMP 13, 3rd International Symposium on Marine
still considered to be the most accurate method for
Propulsors; 5-8 May 2013; Launceston, Australia.
prediction of speed loss. This paper demonstrates the
Proceedings. Organised and Published by Australian
importance of properly accounting for the friction
Maritime College, University of Tasmania. ISBN
correction in model tests. The importance of
978-0-646-90334-7. Paper 9B.2, p 430 [9 p, 12 ref,
contributions from steering is shown, and a method to
5 tab, 7 fig]
find the speed loss from short model test runs is
https://app.certain.com/system/accounts/register123/l
given.
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Added resistance in waves
Krasilnikov, V.I.
Model tests
English
Speed loss
This paper presents the results of CFD simulations
with the benchmark container ship MOERI KCS,
using the two approaches - a coupled 2013112612
viscous/potential method that involves iterative
solution done with RANS and panel method, and a Uncertainty in bollard pull predictions.
fully unsteady RANS method where the free surface SMP 13, 3rd International Symposium on Marine
effects are accounted approximately. Putting the main Propulsors; 5-8 May 2013; Launceston, Australia.
focus on CFD validation against the experimental Proceedings. Organised and Published by Australian
data and comparison between the methods, this study Maritime College, University of Tasmania. ISBN
addresses model scale conditions. 978-0-646-90334-7. Paper 9B.4, p 447 [7 p, 8 ref,
5 tab, 14 fig]
https://app.certain.com/system/accounts/register123/l
Computational fluid dynamics
eishman/events/smp13/Proceedings_of_SMP_13_sma
Containerships
ll.pdf
Propulsive performance
Vrijdag, A., De Jong, J., Van Nuland, H.
Self propulsion
English
An important aspect for a new-built tug is the
2013112611 contracted bollard pull performance. Not reaching the
contracted bollard pull can lead to penalties for the
Measurement of speed loss due to waves.
shipbuilder and dissatisfaction for the customer while
SMP 13, 3rd International Symposium on Marine
an under predicted bollard pull can lead to non-
Propulsors; 5-8 May 2013; Launceston, Australia.
competitive design and a lower income for the
Proceedings. Organised and Published by Australian
shipbuilder. The bollard pull performance of a new-
Maritime College, University of Tasmania. ISBN
built tug is uncertain due to the uncertainties that are
978-0-646-90334-7. Paper 9B.3, p 439 [7 p, 4ref,
involved in the design and building of the tug and in
11 fig]
its propulsion installation. Furthermore uncertainty is
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introduced during the full scale trial measurements at
eishman/events/smp13/Proceedings_of_SMP_13_sma
which the bollard pull is to be demonstrated. This
ll.pdf
paper aims at the quantification of the uncertainties
Steen, S., Chuang, Z.
that are involved in the bollard pull performance
English
prediction. This is done by systematic analysis of the
Knowledge of the speed loss of ships due to waves is propagation of uncertainty from input (design)
important in ship design and in planning ship variables up to the predicted bollard pull
operations. Added resistance due to waves is an performance.
important contribution, but only a part of the
problem. The thrust and propulsive efficiency is also Bollard pull
changing due to operation in waves, and the changes Predictions
must be included in an accurate manner. The Uncertainty
complexity of the problem means that CFD is at the
moment not suited for practical predictions of speed
loss due to waves. The conventional powering

923 ABSTRACTS
2013112613
Reliability assessment of ship powering
performance extrapolations.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 9B.5, p 454 [7 p, 7 ref,
7 tab, 5 fig]
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eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Kamal, I.M., Binns, J., Et al
English
This paper describes the application of a practical
method for uncertainty analysis, in which the
uncertainties in all error sources are considered
individually and simultaneously in the extrapolation
of ship powering prediction. Such uncertainty has
been investigated by utilising the ITTC1978
performance prediction method and an application of
Monte Carlo simulations. The error sources are: the
torque, thrust, towing force, propeller revolution from
the self-propulsion test; the resistance force and the
model speed from the resistance test; and the torque
and thrust coefficient from the open water test. A case
study was conducted using available sea trials and
towing tank experimental data of the RTV Bluefin, a
research and training vessel owned and operated by
the Australian Maritime College. The levels of
uncertainty in ship powering were obtained by
choosing a random sample from the error sources and
repeating the calculation a large number of times.
Then the distributions of the simulation results were
used to determine the uncertainty in the total result.
Monte Carlo method
Model tests
Power prediction
ABSTRACTS
2013112614
Biomimetric propulsion using twin oscillating
wings.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 10A.1, p 461 [11 p,
17 ref, 19 fig]
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eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Politis, G., Tsarsitalidis, V.
English
The area of biomimetics is very promising as an
alternative method of propulsion; experimental data
and simulations show high efficiencies, outstanding
manoeuvrability and seakeeping qualities. The
problem of a twin oscillating wing configuration
attracted interest many years ago, since it provides a
balance to the significant lateral forces produced by a
single biomimetic wing propulsor. This paper
presents systematic open water results for twin
oscillating wing configurations. The authors have
produced a data generation code for the creation of
the required geometry and motion data of twin
oscillating wings. The data generation code has then
been used to feed the boundary element code UBEM.
The effect of the unsteady trailing vortex sheets
emanating from the twin wing system is taken exactly
into consideration in UBEM by satisfying the
vorticity transport equation in a step by step time
base. With the proper filtering of induced velocities
which introduces artificial viscosity to our model,
beautiful rollup patterns emerge, indicating the main
vortex structures by which the twin wings interact by
themselves and develop forces. The calculated open
water performance of the twin oscillating wings has
then been used to design such a system for a real ship.
Comparisons are presented with the same ship
propelled by a twin wing configuration, a single
biomimetic wing and a conventional propeller. It is
shown that the twin wing propulsor is very efficient
without having the disadvantage of serious transverse
forces of a single biomimetic wing.
Oscillating bodies
Propulsion devices
Wings
924
2013112615
Flexible elliptic oscillating duct. Taking the FOD
one step further.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 10A.2, p 472 [9 p, 4 ref,
2 tab, 12 fig]
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eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Politis, G., Ioannou, T., Tsarsitalidis, V.
English
Inspired by the paradigm of a jellyfish or a torpedo
fish, the authors have extended the Flexible
Oscillating Duct (FOD) concept to the new Flexible
Elliptic Oscillating Duct FOED) concept. The FEOD
is a generalization of the FOD since it can have an
elliptic shape when at rest and can oscillate
differently along the two axis of the ellipse. By
leaving the major axis of the ellipse constant in time,
the FEOD can be supported to the ship’s hull, a
problem which was very difficult to be solved for a
FOD. In this case the oscillation of the FEOD is
limited to the minor axis of the ellipse. Apart from the
obvious advantage of having two points of support,
the FEOD is also capable of better adaptation to the
existing area behind the ship, thus allowing lower
thrust coefficients, and higher efficiencies. To
understand the flow physics of the FEOD system, the
problem of flow around an actively (i.e. controlled by
the user) deforming FEOD, performing unsteady
motion, while travelling with a given velocity in an
infinitely extended fluid, has been simulated using the
Unsteady Boundary Element Modelling code UBEM.
For the needs of the simulation, a special data
generation algorithm has been developed, capable of
producing a number of unsteady motions for the
FEOD, including chord-wise flexibility. Using this
data-generation code, the UBEM is fed with
systematic motion data by varying the pitch angle of
the FEOD sections, as well as the Strouhal number.
Systematic results for the open water thrust, power
and efficiency are calculated and presented. The
problem of designing such a system for a real ship
is also presented. Comparisons with a conventional
925
propeller and a similar FOD prove that the FEOD is a
promising system, more feasible than the FOD, with
propulsive efficiencies comparable to that of a
conventional propeller.
Ducts
Oscillating bodies
Propulsion devices
2013112616
Model and full scale CFD analysis of propeller
boss cap fins (PBCF).
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 10B.1, p 486 [8 p, 13 ref,
4 tab, 20 fig]
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eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Kawamura, T., Ouchi, K., Takeuchi, S.
English
CFD analyses of Propeller Boss Cap Fins (PBCF)
were carried out for two different propellers at model
and full scale Reynolds numbers with two different
inflow conditions. Computations corresponding to the
reverse POT experiment were confirmed to be in a
good agreement with the measurement. The results of
computations at different conditions have shown that
increased Reynolds number and presence of hull
wake both positively influence the effects of PBCF.
Due to the combined effect of the Reynolds number
and the wake, the gain in the propeller efficiency at
the full scale condition was found to be significantly
larger than that at the model test condition. The
detailed investigation of the results suggested that the
fin drag becomes smaller and the reduction of the
boss drag becomes larger at the full scale condition.
However, the predicted gain is still smaller than the
values reported in the sea trial and logbook analysis.
The remaining gap may be attributed to the difference
in the estimated and actual wake distribution or to
other factors such as interactions with hull and
rudder, surface roughness, unsteadiness and hub
vortex cavitation.
Computational fluid dynamics
Propeller hubs
Reynolds number
ABSTRACTS
2013112617
Influence of tip roughness and application area on
tip vortex pressure.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 10B.2, p 454 [7 p, 9 ref,
7 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Krüger, C., Kornev, N., Et al
English
Modern shipbuilding and development shows a
strong demand for highly efficient and powerful
propulsion systems. Moreover, tendencies of
maximizing the cargo hold leads to decreasing space
provided for the propulsion system. On the downside
of this progression are highly tip-loaded propellers.
This can lead to prominent tip vortex structures and
subsequently forwarding to frequent tip vortex
cavitation, hull excitation and rudder erosion. Within
a joint research project of MMG Waren GmbH and
the University of Rostock an innovative approach has
been investigated claiming the possibility of
pertubating propeller tip vortices by a roughened
propeller tip region.
Computational fluid dynamics
Roughness
Tip vortices
ABSTRACTS
2013112618
Full scale thruster performance and load
determination based on numerical simulations.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 10B.3, p 501 [9 p, 8 ref,
3 tab, 14 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Bulten, N., Ruijkerbuijk, R.
English
A method has been developed to determine the full
scale performance of steerable thrusters. The
numerical simulations based on RANS-CFD have
been validated with model scale measurements of
various thruster geometries. Very good agreement
between calculations and measurements has been
found. The Reynolds scaling effect, which makes the
difference between model scale and full scale
calculations, has been analysed and the occurring
phenomena have been explained. Based on this a
generic full scale thruster bollard pull performance
method has been derived. Transient loads on the
propeller shaft have been determined for straight
sailing and for conditions with oblique inflow. The
blade passing amplitudes of propeller thrust and
torque, as well as the thruster steering torque have
been analysed. Amplitudes are below 10% for thrust
and torque. Review of the steering torque has shown
that both thrust eccentricity and a side force on the
nozzle contribute to the final steering torque. These
two phenomena are balancing each other to a certain
extent.
Thrusters
Viscous flow
926
2013112619
On the working principle of energy saving devices.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 11A.1, p 510 [8 p, 7 ref,
1 tab, 10 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Terwisga, T. van
English
The aim of this paper is to explain the principal
mechanisms for the reduction in power demand by so
called Energy Saving Devices (ESDs). This paper
follows a similar approach as taken by Wald (1965)
and Dyne (1995), where the authors use
considerations of the momentum and energy
equations. Different energy saving concepts are
evaluated on their contribution to the abatement of
energy losses. The discussion on hydrodynamic
mechanisms is then focused on Pre- or Upstream
Ducts where four different mechanisms are
hypothesized. The effect of these mechanisms is then
investigated for a systematically varied series of Pre-
Ducts on an axisymmetric body in deeply submerged
conditions. It is concluded that the benefits of this
Pre-Duct configuration do not come from the same
principles as used by ducts around propellers, nor that
they come from an improved propeller-hull
interaction. It is recommended to further study the
remaining hypothesis that a Pre-Duct conditions the
flow into the propeller in a favourable way so that the
propeller operates at a higher efficiency.
Computational fluid dynamics
Energy conservation
Propulsion devices
927
2013112620
The Becker Mewis Duct® – challenges in full-scale
design and new developments for fast ships.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 11.A2, p 519 [9 p, 10 ref,
1 tab, 17 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Guiard, T., Leonard, S., Mewis, F.
English
The main effect of the Becker Mewis Duct® (MD)
energy saving device is the reduction of energy losses
of the propeller. Model tests for the MD have shown
an average power saving of 6.3%. The design of the
MD is largely based on CFD methods with model
tests remaining a core element of the overall process.
The scaling of the model test results and the design of
the MD for full scale operation are sometimes subject
to question or discussion. Part of this paper deals with
the approach used in the design of the MD to handle
this problem. It also describes special difficulties
encountered when using CFD for the prediction of
full scale stern flows for slow full-block vessels. The
intention is to raise questions and to increase the
interest in this subject to enhance potential ways
forward. As a result of customer demand, during the
last two years the MD concept has been extended for
application to faster vessels with lower block
coefficients, such as container ships and reefer
vessels. This has resulted in a new product, called the
Becker Twisted Fins® (BTF). Conceptually the BTF
is similar to the MD, consisting of a radial series of
pre-swirl fins encased by a heavily optimised pre-
duct. In addition there is a series of radial outer pre-
swirl fins fitted with winglet type end plates, and all
fins are twisted for optimal pre-swirl generation.
Faster hull forms present special challenges for the
development of power-saving devices. The paper
describes some of these challenges, the extensive use
of computational fluid dynamics and presents results
of initial propulsion and cavitation model tests.
Computational fluid dynamics
Ducted propellers
Energy conservation
High speed vessels
ABSTRACTS
2013112621
Numerical study of energy-saving mechanism of
duct on a VLCC with real-geometry propeller.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 11A.3, p 528 [8 p, 3 ref,
10 tab, 21 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Yuhai, K.W., Cai, R., Et al
English
Numerical self-propulsion simulation of a VLCC
with a real-geometry propeller was done on the basis
of commercial software. The influence of an energy-
saving duct on the propulsive performance was
studied, and power prediction was carried out
following the ITTC recommended method. CFD
result agreed with the model tests. The mechanism of
the duct’s influence on wake field, ship resistance,
and propulsive performance was researched and
analysed in detail. The influence of the symmetry of
left and right duct was also investigated.
Ducted propellers
Energy conservation
Self propulsion
2013112622
Study on performance of a ship propeller using a
composite material.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 11A.4, p 536 [6 p, 7 ref,
3 tab, 13 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Taketani, T., Kimura, K., Et al
English
Recently, applying composite materials to ship
propellers has been considered. A phenomenon of the
composite material propeller is to deform elastically
while the propeller rotates. Using this phenomenon,
the design of a new concept propeller which has high
efficiency and reduces cavitation by adapting to the
ship wake is studied. This paper describes the
composite propeller performances (propeller
characteristics and cavitation performance) under
ABSTRACTS
elastic deformation. Several model propellers with
different Young’s models are made. In order to
confirm the propeller characteristics and the
cavitation performance of these propellers, model
tests were carried out in a cavitation tunnel. The
thrust and torque of these propellers deforming
elastically were measured and compared with the
propeller characteristics of a propeller made of
aluminium. In order to evaluate the cavitation, the
fluctuating pressure measurement was carried out in a
wake flow simulated by a wire-meshed screen
method. Moreover, the composite propeller was
analysed using Fluid Structure Interaction (FSI)
analysis. The paper presents the comparison between
the results of FSI analysis and the model tests results.
Composite materials
Fluid structure interaction
Propeller efficiency
2013112623
Numerical analysis of cavitating propeller and
pressure fluctuation on ship stern using a simple
surface panel method “SQCM”.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 294-309
http://link.springer.com/article/10.1007/s00773-012-
0208-8
Kanemaru, T., Ando, J.
English
This paper presents a calculation method for the
pressure fluctuation induced by a cavitating propeller.
This method consists of two steps: the first step is the
calculation of propeller sheet cavitation, and the
second step is the calculation of pressure fluctuation
on the ship stern. It is for practicality that we divide
the method into two steps but do not calculate these
steps simultaneously. This method is based on a
simple surface panel method “SQCM” which satisfies
the Kutta condition easily. The SQCM consists of
Hess and Smith type source panels on the propeller or
cavity surface and discrete vortices on the camber
surface according to Lan’s QCM (quasi-continuous
vortex lattice method). In the first step, the cavity
shape is solved by the boundary condition based on
the free streamline theory. In order to get the accurate
cavity shape near the tip of the propeller blade, the
cross flow component is taken into consideration on
the boundary condition. In the second step, we
calculate the cavitating propeller and the hull surface
flow simultaneously so as to calculate the pressure
fluctuation including the interaction between the
propeller and the hull. At that time, the cavity shape
is changed at each time step using the calculated
928
cavity shape gotten by the first step. Qualitative
agreements are obtained between the calculated
results and the experimental data regarding cavity
shape, cavity volume and low order frequency
components of the pressure fluctuation induced by the
cavitating propeller.
Numerical analysis
Pressure distribution
Propeller cavitation
Sheet cavitation
2013112624
Estimation and prediction of effective inflow
velocity to propeller in waves.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 339-357
http://link.springer.com/article/10.1007/s00773-013-
0211-8
Ueno, M., Tsukada, Y., Tanizawa, K.
English
A free running test using a container ship model
clarified properties of effective inflow velocity to
propellers in waves. The analysis assumes that thrust
and torque vary keeping their relation to the effective
inflow velocity as represented by open-water
characteristics of a propeller in a steady calm water
condition. Measurement in regular waves confirmed
the variation of average values of the effective wake
coefficient and ship speed depending on wavelength
and wave encounter angle. Comparison with the
longitudinal flow velocity measured at the sides of
the propeller using an onboard vane-wheel current
meters confirmed that one can estimate the effective
inflow velocity based on thrust or torque data.
Theoretical estimates in regular waves based on a
strip method are provided and compared with the
experimental data. A prediction model of the future
inflow velocity is proposed to cope with a time delay
of a propeller pitch controller for higher propeller
efficiency in waves.
Free running models
Propeller flow
Thrust
Torque
929
2013112625
Numerical analysis of ducted propeller
performance under open water condition.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 381-394
http://link.springer.com/article/10.1007/s00773-013-
0215-4
Yu, L., Greve, M., Et al
English
This paper investigates the open water performance
of the Ka-series propellers at various pitch and
expanded area ratios in combination with the 19A
duct by employing the panel method panMARE and
the RANSE code ANSYS-CFX. An efficient method,
Caly, is developed in order to generate the 3D-
geometry and the surface numerical grid of the ducted
propellers. Caly can be coupled with ANSYS-
TurboGrid to automatically produce 3D-grids for the
RANSE solver. The numerical results are compared
with published experimental data and the flow details
are concluded and compared. The influences that the
grid resolution, the panel arrangements of duct and
blade, and the flow in gap between inside wall of the
duct and blade tip on the numerical results are
studied. Grids verification, turbulence model
dependency analysis and Reynolds number scantling
are also discussed.
Ducted propellers
Propeller efficiency
2013112626
Model tests for the hydrodynamic behaviour of a
semi-planing hull form in calm and rough seas.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 127 [17 p, 11 ref, 3 tab, 17 fig]
http://www.uni-ue.de/IST/index_en.shtml
Grigoropoulos, G.J., Gerogiannaki, A.A.
English
The paper presents experimental results of the
hydrodynamic performance of a hull form with
L/B=3.25, extending NTUA series to lower L/B
ratios. A model of the hull form was tested in a
towing tank in calm water and in regular and random
head waves. The dynamic responses encompass
heave, pitch, vertical accelerations along the hull
form and added resistance in waves in terms of RAO
curves and RMS values. In a previous paper,
Gerogiannaki (2011) demonstrated the suitability of
ABSTRACTS
the investigated hull form for vessels with length 15-
30 and its superiority over competitive commercial
yachts of similar size.
Calm seas
Model tests
Planing hulls
Rough seas
Ship performance
2013112627
Fast ship hydrodynamics on shallow water.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 166 [8 p, 2 ref, 5 tab, 7 fig]
http://www.uni-due.de/IST/index_en.shtml
Lübke, L.
English
Numerical investigations were conducted with a
small fast vessel in shallow water. In the course of
the investigations the ship resistance and the dynamic
sinkage and trim were determined for three ship
speeds (Fr=0.8-1.2) and eight water depths. The
results show the impact of shallow water on ship
performance. The hull resistance was found to
increase or decrease in shallow water in dependency
of the speed. The latter was not expected. As an
explanation for this finding the “wing in ground”
effect is considered to be a possible reason. The
results have to be further validated and verified. The
calculations were conducted for model scale with the
scale ratio being λ=16. For the numerical
calculations the RANSE solver ANSYS-Fluent and
CFX were employed.
High speed vessels
Hull resistance
Numerical analysis
Shallow water
ABSTRACTS
2013112628
Resistance analysis of unsymmetrical trimaran
model with outboard side hulls configuration.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 293-297
http://link.springer.com/article/10.1007/s11804-013-
1193-y
Gunawan, Y., Talahatu, M.A., Et al
English
Trimaran vessels are currently of interest for many
new high speed ship projects due to the high levels of
hydrodynamic efficiency that can be achieved,
compared to monohull and catamaran hull forms. The
purpose of this study is to identify the possible effects
of using an unsymmetrical trimaran ship model with
configuration (S/L) 0.1–0.3 and R/L=0.1–0.2 and
with main dimensions: L=2000mm, B=200 mm and
T=45 mm. Experimental methods were performed in
the study using speed variations at Froude number
0.1–0.6. The ship model was pulled by an electric
motor whose speed could be varied and adjusted. The
ship model resistance was measured precisely by
using a load cell transducer. The comparison of ship
resistance for each configuration with mono-hull was
shown on the graph as a function of the total
resistance coefficient and Froude number. The test
results found that effective drag reduction could be
achieved up to 17% at Fr=0.35 with configuration
S/L=0.1.
Drag reduction
Model tests
Resistance
Trimarans
2013112629
Hydrodynamic performance of flapping wings for
augmenting ship propulsion in waves.
Ocean Engineering, v 72, 1 November 2013, pp 227-
240
http://www.sciencedirect.com/science/article/pii/S002
9801813002746
Belibassakis, K.A., Politis, G.K.
English
This work deals with the hydrodynamic analysis of
flapping wings located beneath the hull of the ship
and operating in random waves, while travelling at
constant forward speed. The system is investigated as
an unsteady thrust production mechanism,
augmenting the overall ship propulsion. The main
arrangement consists of a horizontal wing in vertical
motion induced by ship heave and pitch, while
930
pitching about its own pivot axis that is actively set.
A vertical oscillating wing-keel is also considered in
transverse oscillatory motion, which is induced by
ship rolling and swaying. Ship flow hydrodynamics
are modelled in the framework of linear theory and
ship responses are calculated taking into account the
additional forces and moments due to the above
unsteady propulsion systems. Subsequently, a non-
linear 3D panel method including free wake analysis
is applied to obtain the detailed characteristics of the
unsteady flow around the flapping wing. Results
presented illustrate significant thrust production,
reduction of ship responses and generation of anti-
rolling moment for ship stabilization, over a range of
motion parameters. The method can serve as a useful
tool for assessment, preliminary design and control of
the examined thrust-augmenting devices, enhancing
the overall performance of a ship in waves.
Propulsive performance
Wave energy
Wings
2013112630
Initial wash profiles from a ship propeller using
CFD method.
Ocean Engineering, v 72, 1 November 2013, pp 257-
266
http://www.sciencedirect.com/science/article/pii/S002
9801813002989
Lam, W.H., Hamill, G.A., Robinson, D.J.
English
This paper presents the time-averaged velocity and
turbulence intensity at the initial plane from a ship′s
propeller using a Computational Fluid Dynamics
(CFD) approach. Previous experimental studies found
that the maximum velocity occurred at the initial
plane within a jet, but no agreement was found with
regards to the position of this maximum velocity and
the velocity distribution across the initial plane. All
work to date has been empirical in nature and new
approaches are required to provide a better
understanding of the flow field. The current
investigation was conducted using a Computational
Fluid Dynamics (CFD) approach, and found the
position of the maximum velocity occurred at a
distance of 0.585 Rp from the rotation axis. The CFD
prediction showed that the axial component of
velocity is the main contributor to the velocity
magnitude, followed by the tangential and radial
velocities which are 78% and 3% of the maximum
931
axial velocity respectively. The axial velocity
distribution across the section showed a two-peaked-
ridge profile with a low velocity core at the rotation
axis.
Computational fluid dynamics
Propeller flow
Turbulence
Velocity
2013112631
Time domain method for the prediction of
pressure fluctuation induced by propeller sheet
cavitation: numerical simulations and
experimental validation.
Ocean Engineering, v 72, 1 November 2013, pp 287-
296
http://www.sciencedirect.com/science/article/pii/S002
980181300276X
Seol, H.
English
This paper addresses the pressure fluctuation induced
by a propeller sheet cavitation. This study applies the
acoustic theory proposed by Ffowcs Williams and
Hawkings to the prediction of the pressure fluctuation
caused by the volume variations of the propeller
cavitation. There are two objectives of this study. The
first objective is to clarify and analyse the mechanism
of the pressure fluctuation induced by the propeller
sheet cavitation. The second objective is the
evaluation of the developed numerical prediction
method. Various factors that affect the pressure
fluctuation are numerically simulated and analysed
based on the developed governing equation. The
developed time domain prediction method is
combined with the vortex lattice method, which
solves for the unsteady sheet cavitation on the
propeller blades. The numerical prediction results of
the newly developed method are compared with the
results of a potential-based numerical prediction
method and the experimental results from the MOERI
medium size cavitation tunnel tests for various
operation conditions and propellers. As a result of this
study, the pressure fluctuation induced by a propeller
sheet cavitation is not simply proportional to the
second derivative of the cavitation volume variation
and inversely proportional to the distance. The
fluctuation is represented by the combined result of
the far-field term and the near-field term.
Furthermore, various simulation results show that an
elaborate prediction requires the overall consideration
ABSTRACTS
of the near-field term, the effect of the relative motion
of the sources and the retarded time for the
measurement position. The developed time domain
prediction method provides reasonable results, and
these results are in good agreement with the
experimental results. In some cases, this method will
provide much better results than the potential-based
prediction method, especially for the prediction of the
location where the maximum amplitude blade rate
and the pressure amplitude of higher harmonics.
Pressure distribution
Propeller cavitation
Sheet cavitation
2013112632
Effect of turbulence models on RANS computation
of propeller vortex flow.
Ocean Engineering, v 72, 1 November 2013, pp 304-
317
http://www.sciencedirect.com/science/article/pii/S002
9801813002977
Peng, H., Qiu, W., Ni, S.
English
The steady-state tip vortex flow of a David Taylor
Model Basin (DTMB) propeller model has been
computed using a RANS solver on a spiral-like
structured grid with grid concentration aligned with
the vortex core. Sensitivity of the numerical solutions
to grid resolutions and distributions was studied. To
investigate the effect of turbulence models on the
predicted tip vortex flow and the open-water
performance, a number of eddy viscosity turbulence
models and Reynolds-stress models were used in
combination with various grids. The computed
velocities across the tip vortex core and their
fluctuations at near field, the circumferentially
averaged velocities outside the tip vortex region, and
the thrust and torque coefficients were compared with
experimental data. The results of error analysis are
presented. It was found that the eddy viscosity
turbulence models are slightly better in predicting the
near field tip vortex flow and the thrust/torque
coefficients than the Reynolds stress models. The
effect of the grid resolution and distribution and
turbulence models on the circumferentially averaged
velocities outside the tip vortex region is minimal.
Propeller flow
Tip vortices
Turbulence
ABSTRACTS
2013112633
Numerical investigation of the components of
calm-water resistance of a surface-effect ship.
Ocean Engineering, v 72, 1 November 2013, pp 375-
385
http://www.sciencedirect.com/science/article/pii/S002
9801813003211
Maki, K.J., Broglia, R., Et al
English
The elements of the calm-water resistance of a
surface-effect ship are studied with two different
numerical methods. A potential-flow-based method
that satisfies linearized free-surface boundary
conditions is used to predict the wave resistance of
the side hulls and air cushion. A RANS-based
program that employs a single-phase level set method
is used to simulate the flow around an SES of a
nonlinear viscous fluid. Detailed comparison of the
dynamic wetted surface, the free-surface elevation,
and the wave, cushion and frictional drag is made for
a geometry that has experimental resistance data. It is
shown that the linear free-surface boundary
conditions of an inviscid fluid are accurate for
prediction of wave drag. Disagreement is present
between the two methods for the free-surface
elevation behind the vessel, which might possibly be
due to the transom-stern model that is used in the
potential-flow method. The small difference between
the numerically predicted resistance and the
experimental measurement is attributed to the error in
the seal and air drag models that are used in this
study.
Calm seas
Numerical analysis
Resistance
Surface effect ships
3.3 MOTION, SEAKEEPING AND
MANOEUVRING
2013112634
A quasi-three-dimensional finite-volume shallow
water model for green water on deck.
Journal of Ship Research, v 57 n 3, September 2013,
pp 125-140
http://www.ingentaconnect.com/content/sname/jsr/20
13/00000057/00000003/art00001
Liut, D.A., Weems, K.M., Yen, T-G.
English
A quasi-three-dimensional hydrodynamic model is
presented to simulate shallow water phenomena. The
932
method is based on a finite-volume approach
designed to solve shallow water equations in the time
domain. The nonlinearities of the governing equations
are considered. The methodology can be used to
compute green water effects on a variety of platforms
with six-degrees-of-freedom motions. Different
boundary and initial conditions can be applied for
multiple types of moving platforms, like a ship's
deck, tanks, etc. Comparisons with experimental data
are discussed. The shallow water model has been
integrated with the Large Amplitude Motions
Program to compute the effects of green water flow
over decks within a time-domain simulation of ship
motions in waves. Results associated to this
implementation are presented.
Deck wetness
Finite volume method
Shallow water
2013112635
Investigation on a damaged ship model sinking
into water based on three dimensional SPH.
Applied Ocean Research, v 42 August 2013, pp 24-31
http://www.sciencedirect.com/science/article/pii/S014
1118713000229
Zhang, A-m., Cao, X-y., Et al
English
A damaged ship at sea will be a direct threat to lives
and property, and it is of great significance to study a
ship's remaining buoyancy, stability, sinking time and
other important parameters. The process of a
damaged ship sinking into water is a complex motion
involving ship hull, inner and outer fluid coupled with
waves and many other factors. It features high
nonlinearity and it is difficult to establish a precise
theoretical model for its study. The SPH (smoothed
particle hydrodynamics) as a mesh free method has a
great advantage in solving such problems because of
the nature of self-adaptive and Lagrangian. Firstly,
experiments of two scaled ship models with different
openings sinking into water were carried out, through
the sinking processes of broadside opening and
bottom opening models, the conclusion is drawn that
although the serious loss of stability of broadside
opening model, the sinking time and other parameters
are more conducive to rescue after maritime distress.
Secondly, the parallel program of three dimensional
SPH is developed to simulate the above more
933
complex model, broadside opening model. The
coupled process of sloshing is compared with that of
experiment, and the results show good agreement
with each other which verify the accuracy and
feasibility of three dimensional parallel program.
Coupled motion
Model tests
Sinking
2013112636
Ant colony fuzzy neural network controller for
cruising vessel on river.
Applied Ocean Research, v 42 August 2013, pp 43-54
http://www.sciencedirect.com/science/article/pii/S014
1118713000357
Lu, H-C., Liu, H-K.
English
This paper proposes an ant colony fuzzy neural
network (ACFNN) controller for a cruising vessel on
a river. The proposed controller comprises an ant
colony (AC) algorithm, a fuzzy neural network
(FNN) controller, and a switching law. The
approximate optimal sailing line and short sailing
time are obtained using the AC algorithm. First, the
searching pattern of the AC algorithm is constructed
using the data of the tidal current, river current, vessel
velocity, and position of the coordinate. From a
tracking error viewpoint, the switching law
determines that the approximately optimal sailing line
and the shorter sailing time are obtained using the AC
algorithm, and that uncertain nonlinear factors are
compensated by the FNN controller. The controller
consists of an FNN identifier and a robust controller.
The identifier is used to estimate the vessel velocity,
and its parameters are tuned online by the adaptive
law derived from the Lyapunov function. The robust
controller is used to compensate for uncertainties of
the tidal current and river current through the
estimated law. The output of the ACFNN controller is
the sum of the FNN identifier, the robust controller,
and an auxiliary function. Finally, a simulation and a
practical cruising vessel on a river are performed to
verify the effectiveness of the presented controller.
Neural networks
River navigation
River vessels
Stream flow
ABSTRACTS
2013112637
Hydrodynamic analysis techniques for high-speed
planing hulls.
Applied Ocean Research, v 42 August 2013, pp 105-
113
http://www.sciencedirect.com/science/article/pii/S014
1118713000394
Yousefi, R., Shafaghat, R., Shakeri, M.
English
A planing hull is a marine vessel whose weight is
mostly supported by hydrodynamic pressures at high-
speed forward motion. The design and analysis
procedure for high-speed planing hulls, due to their
performance and speed requirements, is very
important. Access to a fast, accurate technique for
predicting the motion of these hulls plays a
significant role in improvement in this field. Over the
past several decades, numerous investigations have
been done on hydrodynamic analysis of high-speed
planing hulls. In this study, the existing techniques
for analysis of these hulls are reviewed.
Understanding the strengths and limitations of these
techniques will help researchers and engineers select
the most appropriate method for optimal design and
analysis of a hull. To present a comprehensive study
on the existing techniques, they are classified into two
major categories: analytical–experimental and
numerical techniques. The numerical techniques are
further divided into methods for boundary value
problems and domain-dependent problems. Each
technique is applicable only for a limited range of
cases.
Experimentation
High speed vessels
Numerical analysis
Planing hulls
2013112638
The effect of a fixed foil on ship propulsion and
motions.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 9B.5, p 542 [9 p, 22 ref,
3 tab, 6 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Bøckmann, E., Steen, S.
English
This paper studies a ship employing a fixed
ABSTRACTS
horizontal foil for motion reduction and thrust
generation in waves. Although simple, such a foil
may substantially reduce the ship motions and
resistance in waves. Model tests of a 1:16 scale model
of a 90 m long offshore vessel with a fixed foil of 29
m span in the bow were performed. For a ship speed
of 12 knots, the fixed foil resulted in a resistance
reduction of 60% in regular head sea waves with
height 3.7 m and period 8.6 s. For the same wave and
ship speed, the vessel’s heave and pitch motions were
reduced by 42% and 45%, respectively. The effect of
the foil was implemented in the MARINTEK Vessel
Simulator (VeSim), which solves the equations of
motion for a ship in the time domain. Simulations are
compared with the model tests. The ship resistance
was under-predicted in the simulations for most wave
periods, but this was found to be due to the foil not
being entirely fixed in the model tests. The effects of
longitudinal position of the foil and wave direction on
the foil thrust are also studied theoretically.
Foil propellers
Ship motions
2013112639
3D unsteady simulation of a planing hull propelled
by a waterjet pump system.
FEDSM 2012, ASME Fluids Engineering Division
Summer Meeting; 8-12 July 2012; Rio Grande,
Puerto Rico. Volume 1: Symposia, Parts A and B;
19th Symposium on Industrial and Environmental
Applications of Fluid Mechanics. Paper No.
FEDSM2012-72089, pp 179-189
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1720049
Forest, S., Moreau, S., Desrochers, A.
English
A comprehensive modelling of the physics and
dynamics of a realistic planing boat has been
simulated. This study considers a two degree-of-
freedom (DOF) unsteady model to investigate the
equilibrium of the boat at steady speed and mimic the
system dynamics properly. The numerical model
consists of a planing hull with a waterjet pump inlet
duct and a mathematical representation of the main
forces and mass flow to model the pump. Indeed, it
includes the interaction of the hull and the waterjet
propulsion system, which has never been done before.
The mathematical model of the pump is based on a
full 3D unsteady simulation of a reduced control
volume of the propulsion system. The numerical
robustness and accuracy have been confirmed after
being compared to other studies and to a prototype
boat. Finally, the results provide a novel 3D unsteady
934
numerical model of the equilibrium of a planing hull
at a steady speed, including the effect of the waterjet
pump.
Numerical models
Planing hulls
Stability
Waterjets
2013112640
Computational fluid dynamics (CFD) prediction of
bank effects including verification and validation.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 310-323
http://link.springer.com/article/10.1007/s00773-012-
0209-7
Zou, L., Larsson, L.
English
Restricted waters impose significant effects on ship
navigation. In particular, with the presence of a side
bank in the vicinity of the hull, the flow is greatly
complicated. Additional hydrodynamic forces and
moments act on the hull, thus changing the ship's
maneuverability. In this paper, computational fluid
dynamics methods are utilized for investigating the
bank effects on a tanker hull. The tanker moves
straight ahead at a low speed in two canals,
characterized by surface piercing and sloping banks.
For varying water depth and ship-to-bank distance,
the sinkage and trim, as well as the viscous
hydrodynamic forces on the hull, are predicted by a
steady state Reynolds averaged Navier–Stokes solver
with the double model approximation to simulate the
flat free surface. A potential flow method is also
applied to evaluate the effect of waves and viscosity
on the solutions. The focus is placed on verification
and validation based on a grid convergence study and
comparisons with experimental data. There is also an
exploration of the modelling errors in the numerical
method.
Computational fluid dynamics
Hydrodynamic forces
Sinkage
Trim
Wall effects
935
2013112641
Parametric roll mitigation using rudder control.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 395-403
http://link.springer.com/article/10.1007/s00773-013-
0216-3
Söder, C-J., Rosén, A., Et al
English
Severe roll angles can be developed by parametric
excitation in relatively moderate weather without any
apparent pre-warning for the crew onboard. In this
study the prospect of using rudder control to mitigate
parametric roll was investigated using multi-degree of
freedom simulations. A typical modern Pure Car and
Truck Carrier was considered and modelled by
coupling a roll model with a planar motion
manoeuvring model. The combined model was
calibrated using in-service, full-scale trials and model
tests. Irregular variations of the metacentric height
were applied to simulate recorded, full-scale events of
parametric roll that have occurred with the considered
design. These simulations with rudder roll control
showed promising results and demonstrate that the
approach could be very efficient for mitigation of
parametric roll.
Control
Rolling
Rudders
2013112642
Manoeuvring simulation of high speed fast rescue
craft.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 216 [10 p, 9 ref, 4 tab, 6 fig]
http://www.uni-due.de/IST/index_en.shtml
Bhawsinka, K., Peng, H., Veitch, B.
English
When small marine craft are launched from platforms
in rough seas or used for search and
rescue or law enforcement, proper training is required
to ensure crews can execute these
operations successfully and safely. Simulation has
been used for decades to enhance personnel training.
However the quantity and distribution of crews
combined with variations in vessel design and
equipment have limited the use of simulation for high
speed craft (HSC) training. To overcome these
limitations and address HSC training requirements, a
ABSTRACTS
manoeuvring simulation model for high speed
planing hull craft was developed to simplify fast
rescue craft (FRG) manoeuvring simulation. A PG
based manoeuvring simulation program was
developed by using 6 OOF mathematical models. In
this paper, a simulation of a 7. 5m rigid hull
inflatable boat is presented. The manoeuvres were
visualized in real-time by plugging the pro-
gram into a commercial FRG simulator and
satisfactory results were found.
High speed vessels
Manoeuvring
Mathematical models
Rescue vessels
2013112643
Dynamic interaction of parallel moving ships in
close proximity.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 261-271
http://link.springer.com/article/10.1007/s11804-013-
1205-y
Islam, M.R., Murai, M.
English
Nowadays, there are many studies conducted in the
field of marine hydrodynamics which focus on two
vessels traveling and floating in sufficiently close
proximity to experience significant interactions. A
numerical investigation has been carried out for the
prediction of wave exciting forces and motion
responses of parallel moving ships in regular waves.
The numerical solution was based on 3D distribution
technique and using the linear wave theory to
determine the exciting forces and ship’s motion. The
speed effects have been considered in the Green
function for more realistic results. The numerical
computations of wave exciting forces and motion
responses were carried out for a Mariner and Series
60 for the purpose of discovering different Froude
numbers and different separation distances in head
sea conditions. Based on the numerical computations,
it was revealed that the sway, roll and yaw have a
significant effect due to hydrodynamic interaction.
Interactions
Passing vessels
Ship motions
ABSTRACTS
2013112644
On prediction of longitudinal attitude of planing
craft based on controllable hydrofoils.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 272-278
http://link.springer.com/article/10.1007/s11804-013-
1201-2
Ling, H., Wang, Z., Wu, N.
English
The purpose of this research study was to examine the
attitude response of a planing craft under the
controllable hydrofoils. Firstly, a non-linear
longitudinal attitude model was established. In the
mathematical model, effects of wind loads were
considered. Both the wetted length and windward
area varied in different navigation conditions.
Secondly, control strategies for hydrofoils were
specified. Using the above strategies, the heave and
trim of the planing craft was adjusted by controllable
hydrofoils. Finally, a simulation program was
developed to predict the longitudinal attitudes of the
planing craft with wind loads. A series of simulations
were performed and effects of control strategies on
longitudinal attitudes were analysed. The results show
that under effects of wind loads, heave of fixed
hydrofoils planing craft decreased by 6.3%, and pitch
increased by 8.6% when the main engine power was
constant. Heave decreased by less than 1% and trim
angle decreased by 1.7% as a result of using variable
attack angle hydrofoils; however, amplitude changes
of heave and pitch were less than 1% under the
control of changeable attack angle hydrofoils and
longitudinal attitude.
Hydrofoils
Planing hulls
Ship motions
Wind loads on ships
2013112645
Mathematical model of small water-plane area
twin-hull and application in marine simulator.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 286-292
http://link.springer.com/article/10.1007/s11804-013-
1203-0
Zhang, X., Lyu, Z., Et al
English
The small water-plane area twin-hull (SWATH) has
drawn the attention of many researchers due to its
good seakeeping ability. In this paper, MMG’s idea
of separation was used to perform SWATH
movement modelling and simulation; respectively the
936
forces and moment of a SWATH were divided into
bare hull, propeller, rudder at the fluid
hydrodynamics, etc. Wake coefficient at the
propellers which reduces thrust coefficient, and
rudder mutual interference forces among the hull and
propeller, for the calculation of a SWATH, were all
considered. The fourth-order Runge-Kutta method of
integration was used by solving differential equations,
in order to get SWATH movement states. As an
example, a turning test at full speed and full starboard
rudder of ‘Seagull’ craft is shown. The simulation
results show the SWATHs regular pattern and trend
of motion. It verifies the correctness of the
mathematical model of the turning movement. The
SWATHs mathematical model is applied to a marine
simulator in order to train pilots or seamen, or safety
assessment for an ocean engineering project. Finally,
the full mission navigation simulating system was
determined to be a successful virtual reality
technology application sample in the field of
navigation simulation.
Manoeuvrability
Mathematical models
Ship motions
SWATH ships
2013112646
An experimental study on ship-bank
hydrodynamic interaction forces.
Journal of Navigation and Port Research, v 37 n 3,
June 2013, p 251 [6 p, 6 ref, 9 fig, 2 tab]
http://www.koreascience.or.kr/search/articlepdf_ocea
n.jsp?url=http://ocean.kisti.re.kr/downfile/volume/kin
/GHMHD9/2013/v37n3/GHMHD9_2013_v37n3_251.
pdf
Lee, C-K.
English
This paper is mainly concerned with the ship-bank
interaction by model test. The experiments for the
characteristics of hydrodynamic interaction forces
and moments between vessel and bank with a mound
were carried out in the seakeeping and manoeuvring
basin. A series of tests were carried out with ship
model in parallel course along a vertical sidewall with
a mound with varying lateral spacing between model
ship and sidewall, length of sidewall and water depth.
From the experimental results, it indicated that the
hydrodynamic interaction effects increase as length of
sidewall with a mound increases. Furthermore, for
lateral spacing less than about 0.2L between vessel
937
and bank, it can be concluded that the bank effects
increase largely as the lateral spacing between vessel
and bank decreases. However, for spacing between
vessel and bank more than about 0.3L, the interaction
effects increase slowly as lateral spacing decreases.
Also, for the water depth to draft ratio (h/d) less than
about 1.5, the hydrodynamic interaction effects
increase dramatically as h/d decreases.
Interactions
Model tests
Wall effects
Water depth
2013112647
A study to improve the performance of a fixed
type fin stabilizer with Coanda effect.
Journal of Navigation and Port Research, v 37 n 3,
June 2013, p 257 [6 p, 10 ref, 2 tab, 8 fig]
http://www.koreascience.or.kr/search/articlepdf_ocea
n.jsp?url=http://ocean.kisti.re.kr/downfile/volume/kin
/GHMHD9/2013/v37n3/GHMHD9_2013_v37n3_257.
pdf
Seo, D-W., Lee, S-J., Lee, S-H.
Korean
A ship operating in rough sea may suffer from an
undesirable motion which may severely degrade the
performance of equipment onboard and give a person
an uncomfortable feeling. Hence, roll stabilization
received a considerable attention and various devices
including bilge keels, stabilizing fins, gyroscopic,
anti-rolling tanks, rudders and flaps have been
conceived and utilized for the purpose. The Coanda
effect is evident when a jet stream is applied
tangential to a curved surface of a hydrofoil since
then the jet increases the circulation around the foil
and consequently the lift. Model tests and numerical
simulation have been conducted to examine the
practicality of a fixed type fin stabilizer augmented
by the Coanda jet. The results show that the lift
coefficient of the modified Coanda fin at the zero
angle of attack identically coincides with that of the
original fin at α = 26° when Coanda jet is supplied at
the rate of Cj = 0.25. It is also shown that fixed type
fin stabilizers for active control of the motions of
ships and the other mobile units without rotation can
be put to practical use if the Coanda effect is applied.
Coanda effect
Control
Fin stabilizers
Ship motions
ABSTRACTS
2013112648
Validation of HVS semisubmersible VIM
performance by model test and CFD.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83207, pp 175-185
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732419
Xu, Q., Kim, J., Et al
English
This paper describes the validation of the HVS
(Heave and VIM Suppressed) semisubmersible’s
VIM response by model test and Computational Fluid
Dynamics (CFD). The HVS semisubmersible is
designed to achieve significantly improved motion
characteristics for supporting steel catenary risers in
hurricane and Loop Current environment of the Gulf
of Mexico. In the development of the HVS design, a
simplified and efficient CFD analysis in which the
rotational motions are ignored was first used as a
high-level screening tool. A towing tank model test
was then performed to validate the VIM performance
of the HVS design. Both the model test and CFD
analysis demonstrated that the HVS design has
superior VIM response compared to an equivalent
conventional semisubmersible design.
Computational fluid dynamics
Offshore structures
Platform motions
Semisubmersibles
2013112649
Extended radiated energy method and its
application to a ship roll stabilisation control
system.
Ocean Engineering, v 72, 1 November 2013, pp 25-30
http://www.sciencedirect.com/science/article/pii/S002
9801813002552
Liu, Z., Jin, H.
English
Large roll motions induced by sea waves can severely
affect the ability of surface ships to perform their
missions. The additional resistance caused by ship
motions reduces ship speed, especially in moderate to
high sea states. In addition, with increasing needs for
energy savings and emissions reduction, the effect of
added resistance on surface ship performance and
control quality must be considered when a ship roll
stabilisation control system is designed. As an
ABSTRACTS
application, a fin stabiliser system is developed with
an advanced proportional-integral-derivative (PID)
controller base using a genetic algorithm. A navy
vessel is considered for demonstration purposes.
Linear roll motions are controlled using active fins.
Added resistance in waves
Control systems
Fin stabilizers
Rolling
2013112650
Trajectories for ONR Tumblehome manoeuvring
in calm water and waves.
Ocean Engineering, v 72, 1 November 2013, pp 45-65
http://www.sciencedirect.com/science/article/pii/S002
9801813002400
Sanada, Y., Tanimoto, K., Et al
English
The new Iowa Institute of Hydraulic Research wave
basin facility is described, which was specifically
designed for global and local flow measurements
around free running models for benchmark CFD
validation data, including six plunger-type wave
makers, x carriage and y, θ sub-carriage/turntable
with the model tracking system, the model release
system, and semi-captive mount. Trajectories are
presented for the ONR Tumblehome manoeuvring in
calm water and head and following waves.
Free running models
Manoeuvring
Model tests
2013112651
Experimental assessment of intact and damaged
ship motions in head, beam and quartering seas.
Ocean Engineering, v 72, 1 November 2013, pp 209-
226
http://www.sciencedirect.com/science/article/pii/S002
9801813002709
Begovic, E., Mortola, G., Et al
English
This paper presents an extensive study on the
experimental prediction of motions for the well-
known 5415 frigate hull in intact and damaged
conditions. The experimental campaign is conducted
for two geosim models, 1/100 and 1/51 scales, at zero
speed in head, beam and quartering seas. All
experimental results for 1/51 model are presented as
1st and 2nd order RAO, commenting on physical
reasons for second order response occurrences. The
938
results show the changes in motion responses when a
ship hull is in damaged condition, they highlight the
model scale effects and demonstrate the comparisons
between the tests in which the model may freely drift
and those in which the mean position of the model is
restrained. For damaged ship in free drift tests the
damage opening orientation is varied and its effect on
RAO and free drift velocity is commented.
Damage
Model tests
Ship motions
2013112652
Experimental investigation of a fast catamaran in
head waves.
Ocean Engineering, v 72, 1 November 2013, pp 318-
330
http://www.sciencedirect.com/science/article/pii/S002
9801813003004
Bouscasse, B., Broglia, R., Stern, F.
English
This work is about the seakeeping behaviour of a fast
catamaran advancing in head sea. To this aim
seakeeping tests with transient, regular and irregular
waves were performed in a rectilinear water tank.
Seakeeping transient tests are used to provide the
response amplitude operator for a wide range of wave
lengths and several speeds of advancement. These
tests allow identifying the Froude number at which
the maximum vertical response occurs and an
analysis of natural heave and pitch frequencies. A
comparison with theoretical predictions is provided.
Regular wave tests are used to assess nonlinear
effects on the hull motions, as well as the added
resistance generated by the increasing steepness and
dependency on both the Froude number and wave
lengths: therefore several ship speeds, several
steepness and wave lengths of the incident wave
system are considered. For a similar Froude number
range, irregular wave tests are also pursued to
investigate the seakeeping properties of the vessel in
real scenarios. The estimation of added resistance in
wave, its dependency on the Froude number, the
investigation of nonlinear effects and the analysis of
increased resistance in a real scenario are addressed
as well. To make sure the present experimental
campaign is valid, it is checked with repeatability
analysis and matched with ad hoc experimental data
939
collected at TU Delft. The whole set of measurements
is a valuable database for both hydrodynamic studies
of high speed catamarans and CFD validation.
Catamarans
High speed vessels
Model tests
Seakeeping
2013112653
Comparative numerical study of repulsive drift
forces and gap resonances between two vessels
floating side-by-side in proximity in head seas
using a discontinuous HOBEM and a constant
BEM with boundary matching formulation.
Ocean Engineering, v 72, 1 November 2013, pp 331-
343
http://www.sciencedirect.com/science/article/pii/S002
9801813003168
Hong, D.C., Hong, B.W., Et al
English
The hydrodynamic interaction between two bodies
floating side-by-side in close proximity was studied
using a nine-node discontinuous higher order
boundary element method based on the conventional
two-body formulation (9dHOBEM) and a constant
boundary element method based on the boundary
matching formulation (BM-CBEM). It has been
shown that unrealistic peaks on the first-order
hydrodynamic coefficients at the first resonant
frequency can be attenuated by both BM-CBEM
combined with the free surface damping and
9dHOBEM combined with the wetted surface
damping. It has also been shown that both the free
surface damping and the wetted surface damping
have apparent attenuation effects on the amplitude of
radiation and scattering waves respectively at the first
gap resonant frequency known as the Helmholtz
resonant frequency. Almost perfect cancellations
between the radiation and scattering waves in the gap
between freely floating twin caissons in head seas
have been found at the first two resonant frequencies.
The significant peaks on the drift forces were found at
the frequencies higher than the Helmholtz resonant
frequency. Using 9dHOBEM and tuning the wetted
surface damping parameter with experimental results,
the unrealistically large numerical values of repulsive
drift forces in head seas can be reduced reasonably.
Boundary element method
Drift forces
Floating bodies
Interactions
ABSTRACTS
2013112654
Frequency domain identification of the Nomoto
model to facilitate Kalman filter estimation and
PID heading control of a patrol vessel.
Ocean Engineering, v 72, 1 November 2013, pp 344-
355
http://www.sciencedirect.com/science/article/pii/S002
9801813002916
Banazadeh, A., Ghorbani, M.T.
English
This paper presents a detailed frequency-domain
system identification method applied to identify
steering dynamics of a coastal patrol vessel using a
data analysis software called CIFER. Advanced
features such as the Chirp-Z transform and composite
window optimisation are used to extract high quality
frequency responses. An accurate, robust and linear
transfer function model is derived for yaw and roll
dynamics of the vessel. To evaluate the accuracy of
the identified model, time domain responses from a
45–45 zig-zag test are compared with the responses
predicted by the identified model. The identified
model shows excellent predictive capability and is
well suited for simulation and controller design.
Consequently, based on the identified linear model, a
PID heading controller and a Kalman filter observer
are constructed for estimating vessel motion-related
parameters and filtering disturbances. The results
show excellent tracking of pilot inputs in the presence
of wave induced motions and forces.
Frequency domain method
Kalman filters
Patrol craft
Ship motions
System identification
2013112655
Numerical predictions of ship-to-ship interaction
in shallow water.
Ocean Engineering, v 72, 1 November 2013, pp 386-
402
http://www.sciencedirect.com/science/article/pii/S002
9801813002618
Zou, L., Larsson, L.
English
Using a steady state Reynolds Averaged Navier–
Stokes solver, a numerical study of the ship-to-ship
interaction during a lightering operation is presented.
Since the Froude number is very low, the double
model approximation is adopted and sinkage and trim
neglected. At the first stage, five different
combinations of water depth, speed, and ship-to-ship
ABSTRACTS
distance in the transverse and longitudinal directions
are used as benchmark test cases. The wave pattern,
pressure distribution and forces and moments acting
on the two hulls are predicted. A good
correspondence between the measured and computed
waves is noted, indicating that the pressure on the
free surface is well predicted. Assuming that the
pressure is accurate also on the hull, the variation in
forces and moments between the cases is explained.
Comparisons with measured data and with similar
computations carried out elsewhere are made. It is
seen that the present results correspond better with
other computations than with the data. In the second
stage, a set of systematic computations is carried out
to study the ship-to-ship interaction in shallow water.
The forces and moments, as well as the sinkage and
trim on the hulls with varying relative longitudinal or
transverse position are predicted and explained.
Interactions
Lightering
Shallow water
Tankers
2013112656
Prediction of parametric rolling in waves with a
time domain non-linear strip theory model.
Ocean Engineering, v 72, 1 November 2013, pp 453-
469
http://www.sciencedirect.com/science/article/pii/S002
9801813002990
Ribeiro e Silva, S., Guedes Soares, C.
English
A time-domain non-linear strip theory model of ship
motions in six degrees-of-freedom is described and is
validated by comparing numerical predictions with
experimental results of parametric rolling of a
containership. The calculation of the time variations
of the restoring force is made using a pressure
integration technique over the instantaneous
submerged hull. Hydrodynamic effects are based on a
potential flow strip theory using Frank’s Close fit
method. A semi-empirical formulation is adopted for
the surge motion. Different models for roll damping
have been introduced so far in the governing
equations but in the present case roll damping is
determined directly from experimental data that
includes roll decay tests with different forward speed,
which allows the assessment of the effect of ship
940
speed on roll damping. Comparisons between
numerical and experimental results demonstrate the
usefulness and accuracy of the method proposed.
Model tests
Rolling
Seakeeping
Ship motions
2013112657
Rolling of a transport barge in irregular seas, a
comparison of motion analyses and model tests.
Marine Systems & Ocean Technology, v 8 n 1, June
2013, p 5 [15 p, 27 ref, 11 tab, 13 fig]
http://www.sobena.org.br/msot/downloads/MSOT_V8
N1_30_07_13.pdf
Natskår, A., Steen, S.
English
With sea transport of heavy objects in focus, model
tests of a barge in irregular waves have been
performed. Securing the transported object to the
deck of the barge is of vital importance, and an
optimum load level to be used in the structural design
is desirable. The aim is to investigate methods for
predictions of barge roll motion and related sea
fastening forces. Response from linear and non-linear
numerical analyses is compared with results of model
tests. It is found that the numerical analyses give
slightly conservative results, and that the non-linear
time-domain analyses gives only marginally more
accurate results than the linear frequency domain
method.
Barge motions
Irregular waves
Model tests
2013112658
Stability of European inland vessels: deterministic
regulations vs. probabilistic approach.
IDS 2013, 1st International Conference on Safety and
Energy Efficiency in River Transportation for a
Sustainable Development of the Peruvian Amazon
Region; 17-19 July 2013; Iquitos, Peru. Published by
EUT Edizione Universitá Trieste; ISBN 978-88-8303-
505-0 [19 p, 21 ref, 3 tab, 9 fig]
http://www.openstarts.units.it/dspace/bitstream/1007
7/8794/1/01_Backalov.pdf
Bačklov, I.
English
This paper presents an overview of stability
requirements contained in various safety regulations
941
for inland vessels that coexist in Europe. A range of
national, regional and international rules that are
presently in force, comprise diverse criteria and use
different stability assessment methods. Using typical
European inland vessels, the differences between
regulations are emphasized through numerical
examples, with specific focus on inland container
vessels and river cruisers. It is demonstrated that
existing deterministic regulations fail to provide
sufficient level of safety in a number of relevant
cases. Therefore, a probabilistic alternative to present
regulations is proposed and discussed. Particular
attention is paid to appropriate modelling of ship
motions and weather conditions (gusting wind).
Inland waterways vessels
Regulations
Rolling
Stability
Wind conditions
2013112659
A study on the application of artificial neural
networks on the prediction at sea of intense ship
roll amplifications
IDS 2013, 1st International Conference on Safety and
Energy Efficiency in River Transportation for a
Sustainable Development of the Peruvian Amazon
Region; 17-19 July 2013; Iquitos, Peru. Published by
EUT Edizione Universitá Trieste; ISBN 978-88-8303-
505-0 [12 p, 12 ref, 2 tab, 14 fig]
http://www.openstarts.units.it/dspace/bitstream/1007
7/8795/1/02_Vivanco_et_al.pdf
Vivanco, J.E.M., Almeida Santos Neves, M. de, Et
al
Spanish
For a vessel which is in longitudinal waves, the wave
passage, together with the vertical motions (heave
and pitch), makes that the submerged geometry varies
periodically with time, generating a variation of the
ship’s restoring properties and from a small
perturbation, it can be developed a rapidly growing
movement of progressive roll. To this end, we
develop a system for predicting parametric resonance,
starting from the analysis of the motion of the vessel,
capable of detecting short-term appearance of it. The
human being is endowed with complex brain neural
circuitry. Thus, the idea of computationally modelling
these neural connections to bring forth intelligent
behaviour also in machines. In this context emerge
artificial neural networks (ANNs), inspired by the
very nature of neural networks and biological
synapse. In this work, we are trying to take advantage
of ANNs to predict the behaviour of ships, platforms
ABSTRACTS
and other floating devices, with emphasis on
detection of dynamic amplification of ship’s roll in
parametric resonance conditions.
Neural networks
Rolling
2013112660
A nonlinear dynamics perspective on some aspects
of towing operations relevant to safety and energy
efficiency.
IDS 2013, 1st International Conference on Safety and
Energy Efficiency in River Transportation for a
Sustainable Development of the Peruvian Amazon
Region; 17-19 July 2013; Iquitos, Peru. Published by
EUT Edizione Universitá Trieste; ISBN 978-88-8303-
505-0 [16 p, 35 ref, 1 tab, 11 fig]
http://www.openstarts.units.it/dspace/bitstream/1007
7/8798/1/05_Sinibaldi_et_al.pdf
Sinibaldi, M., Bulian, G., Francescutto, A.
English
Scheduled and emergency towing operations are
carried out daily, both at sea and in restricted waters,
as a means of transporting goods, aiding ships during
berthing and casting-off or rescuing units in distress.
Even in mild weather conditions, such activities can
pose serious threats to the safety of the personnel and
units involved and to the environment. This study
investigates the dynamics of a tug-tow system, where
towing is carried out by means of a single elastic
towing line. A simplified model is used, in which the
tug is modelled as a point-particle with a prescribed
motion, while the dynamics of the towed object is
modelled as a 3-DOF (surge/sway/yaw) nonlinear
dynamical system. Equilibria of the system are
analysed through a bifurcation analysis technique,
supplemented by time-domain simulations, if/when
necessary. An example application is reported for the
case of towing of a barge-like hull, showing the
effects of several parameters: ship speed, towline
length, water depth and wind. The performed
calculations confirm that, depending on the
configuration parameters, multiple stable/unstable
steady-state towing positions may exist. It is also
clarified in this study that, in the absence of stable
equilibria, the potentially dangerous oscillating
phenomenon called fishtailing takes place.
Manoeuvring
Towing
Tugs
ABSTRACTS
2013112661
Shallow water manoeuvrability of a riverine vessel
with a high beam-draft ratio.
IDS 2013, 1st International Conference on Safety and
Energy Efficiency in River Transportation for a
Sustainable Development of the Peruvian Amazon
Region; 17-19 July 2013; Iquitos, Peru. Published by
EUT Edizione Universitá Trieste; ISBN 978-88-8303-
505-0 [16 p, 19 ref, 4 tab, 13 fig]
http://www.openstarts.units.it/dspace/bitstream/1007
7/8821/1/12_Mora_Paz_et_al.pdf
Mora Paz, J.D., Carreño Moreno, J.E., Et al
Spanish
By means of several analysis processes, it is proven
that a Riverine Support Patrol Vessel (RSPV), owned
by the Colombian Navy, has good manoeuvrability
characteristics. The design of the RSPV comprises,
among other particulars, a high beam/draft ratio (9.5)
and an azimuthal propulsion system of Pump-Jet
type. Having the proper experimental results as well
as the simulations attained through a mathematical
model, it was possible to focus on this method’s
validation and the comparison of the results to the
existing manoeuvrability standards. Such validation,
which has been performed following the procedures
recommended by IMO and ITTC, helps getting the
certainty that the computational tool developed here
works appropriately with the modelled non-
conventional propulsion, and that the implemented
shallow water effects are consistent. As to the
manoeuvrability criteria, the resulting data under
certain conditions were compared to the
recommended minimum values, proving that the
RSPV design fulfils such requirements and also its
turning ability enhances when the ship is being
operated in shallow water. This result corroborates
some previously published works that reported the
appearance of this phenomenon on high beam-draft
ratio vessels.
Manoeuvrability
River vessels
Shallow water
Turning circles
942
2013112662
Fundamental analysis for the SWING motion of
single moored FPSO in South China Sea.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83237, pp 195-200
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732421
Ma, Y., Hu, Z., Qu, Y.
English
FPSOs moored by STP mooring systems play a
dominate role in oil and gas production in the South
China Sea. To study its hydrodynamic characters, a
joint industry project on full scale measurement for
the Fenjin FPSO was initiated in October 2007.
During the project, a special phenomenon, named as
SWING, was observed. When SWING occurs, the
FPSOs heading angle would change greatly within a
relatively short period, beyond the normal range of
the weather-vane effect. Due to the large low-
frequency motion, the tension forces of the mooring
system would increase greatly. Also, it may lead to
positioning failure during tandem offloading
operations. A preliminary prediction for its cause as
well as a fundamental analysis of its hydrodynamic
mechanism is completed in this paper. According to
the statistical results of the SWING based on the
Fenjin motion data during the full scale measurement
as well as the corresponding wind wave and current
data in the same period, a plausible prediction for its
cause is provided. It is pointed out that the change of
direction and velocity of the current within a short
time might be the cause of SWING. The research for
the mechanism of SWING is carried out through
analytical analysis and model tests. A hydrodynamic
model is built to simulate the low-frequency motions
of an FPSO in time domain. An in-house MATLAB
program was written on the basis of the
hydrodynamic model, to do the calculation. Analysis
results are compared with the full-scale measured
data, to prove the cause prediction. To validate the
program, a model test was conducted. Several
different current velocities were chosen in the test.
The program results show a good agreement with
both the full scale measurement data and the model
test results, which indicates that the hydrodynamic
model and the code are both credible.
FPSOs
Motion
Mooring systems
943
3.4 FLUID STRUCTURE INTERACTION
2013112663
Hydroacoustic and hydrodynamic analysis of a
propeller-rudder configuration by pressure signal
wavelet decomposition and optical techniques.
SMP 13, 3rd International Symposium on Marine
Propulsors; 5-8 May 2013; Launceston, Australia.
Proceedings. Organised and Published by Australian
Maritime College, University of Tasmania. ISBN
978-0-646-90334-7. Paper 8B.2, p 373 [8 p, 20 ref, 2
tab, 7 fig]
https://app.certain.com/system/accounts/register123/l
eishman/events/smp13/Proceedings_of_SMP_13_sma
ll.pdf
Felli, M., Grizzi, S., Falchi, M.
English
The main scope of this work is to investigate the
mechanisms governing the hydroacoustic field and
the hydrodynamic perturbation in a rudder operating
in the wake of a marine propeller. The study was
based upon detailed velocity and pressure fluctuation
measurements on the rudder surface and advanced
signal reduction and conditional tools. In particular, a
novel methodology was developed and applied to
separate out the hydrodynamic and the acoustic
contributions in the pressure fluctuation signals. This
approach was proven effective to isolate the different
fluid dynamic phenomena which are responsible for
the noise generation and the structural stresses on the
rudder.
Hydrodynamics
Propellers
Rudders
Underwater acoustics
2013112664
Wave scattering of spheroidal bodies below a free
surface.
Journal of Ship Research, v 57 n 3, September 2013,
pp 141-154
http://www.ingentaconnect.com/content/sname/jsr/20
13/00000057/00000003/art00002
Chatjigeorgiou, I.K., Miloh, T.
English
A new multipole expansion method based on
Havelock's theorem is proposed for solving the
hydrodynamic problem of a submerged spheroid
moving below a (linearized) free surface. In
particular, the Green's function thus derived can be
used to determine the forces and moments exerted on
ABSTRACTS
an oscillating spheroid with forward motion
(radiation and wave resistance) or a fixed spheroid in
the presence of a monochromatic time-harmonic
incident wave (diffraction). A solution for the
diffraction problem is presented, including some
numerical simulations for the heave, sway, and surge
forces as well as yaw moments acting on a prolate
rigid spheroid (depending on its eccentricity) in the
case of an oblique incident wave field.
Green function
Spheres
Wave diffraction
Wave radiation
Wave resistance
2013112665
Analytical solution of mean top tension of long
flexible riser in modelling vortex-induced
vibrations.
Applied Ocean Research, v 41 June 2013, pp 1-8
http://www.sciencedirect.com/science/article/pii/S014
1118713000059
Gu, J., Wang, Y., Et al
English
The vortex-induced vibration (VIV) of a flexible long
riser with combined in-line and cross-flow motion has
been studied using a wake oscillator in this paper.
The analytical solution of mean top tension of long
flexible riser is evaluated and compared with
experimental results, and good agreement is observed
to verify its validity. Then the nonlinear coupled
dynamics of the in-line and cross-flow VIV of a long
tension-dominated riser were analysed through wake
oscillator model with the consideration of variation of
the mean top tension. The in-line and cross-flow
resonant frequencies, lift and drag coefficients,
dominant mode numbers, amplitudes and
instantaneous deflections are reported and compared
with experimental results, and excellent agreements
are observed. The comparison of mode numbers
between the calculation with and without
consideration of variation of mean top tension shows
that the proposed analytical solution of the mean top
tension can produce a better prediction of multi-mode
VIV.
Dynamic response
Risers
Vortex induced vibration
ABSTRACTS
2013112666
Third-order interactions, wave run-up and
hydrodynamic loading on a vertical plate in an
infinite wave field.
Applied Ocean Research, v 41 June 2013, pp 57-64
http://www.sciencedirect.com/science/article/pii/S014
1118713000175
Chatjigeorgiou, I.K., Molin, B.
English
The nonlinear wave interaction problem with a
vertical plate of finite length is considered. Reference
is made to previous experimental and numerical
studies reported in Molin et al., where it was shown
that the observed run-up phenomena are due to third-
order (or tertiary) interactions between the incoming
and reflected wave systems. In this paper a new
numerical model is proposed where the presence of
lateral walls is relaxed. Run-up computations, with
and without confinement effects, are compared. It is
found that, in the model tests reported in Molin et al.,
the effect of confinement was relatively small. The
time-varying and steady wave loads which are
exerted on the plate are also investigated. The
dedicated numerical predictions show that as the
wave steepness is increased the response amplitude
operators of the time-varying loads first increase,
reach a maximum and then decrease dramatically,
due to phasing effects.
Hydrodynamic loads
Interactions
Plates
Wave runup
2013112667
Experimental investigation of bubble dynamics
near the bilge with a circular opening.
Applied Ocean Research, v 41 June 2013, pp 65-75
http://www.sciencedirect.com/science/article/pii/S014
1118713000187
Cui, P., Zhang, A-m., Et al
English
Highly dependent on boundary conditions, the
behaviours of underwater explosion (UNDEX)
bubbles would be quite unusual near boundaries that
are discontinuous with abrupt changes in shape, e.g.
ship structures that have already been deformed by
previous attacks. The oscillation features of the
UNDEX bubble near the bilge with a circular opening
representing previous deformation are studied
experimentally with electric-spark-generated bubbles
and high-speed photographing. The bubble
behaviours are found highly dependent on two non-
944
dimensional variables, D and Φ, representing the
opening-bubble distance and the opening diameter,
respectively. Seven distinctive oscillation scenarios
are summarized from 180 experiments, namely the
rim-constrained oscillation, the inward jet, the
outward jet, the bump and dimple, the quasi-spherical
oscillation, the spherical oscillation with jet and the
spherical oscillation without jet. The occurrence
domains of the scenarios are identified as functions of
D and Φ. Significantly affected by the opening, the
bubble behaviours are quite different from that near a
non-opening bilge; the bubble jet might not be
formed, or even develop from inside the bilge, which
indicates that the bubble load on the bilge should be
re-evaluated. Finally the speeds, initiation time and
displacements of the jets in different scenarios are
measured and noticeable variation trends are found.
Bilges
Bubbles
Experimentation
2013112668
Stream-wise and cross-flow vortex induced
vibrations of single tapered circular cylinders: an
experimental study.
Applied Ocean Research, v 42 August 2013, pp 124-
135
http://www.sciencedirect.com/science/article/pii/S014
1118713000400
Zeinoddini, M., Tamimi, V., Seif, M.S.
English
Tapered circular cylinders are employed in a variety
of ocean engineering applications. While being
geometrically simple, this configuration creates a
complex flow pattern in the near wake of the
structure. Most previous experimental studies on
tapered circular cylinders were dealing with
stationary cylinders to explore the wake flow field
and vortex shedding patterns past the cylinder. Few
studies paid attentions to the vortex induced vibration
of the tapered cylinders. This paper reports some
results from in-water towing-tank experiments on the
vortex-excited vibrations of tapered circular cylinders
in a uniform flow. Cylinders with different mean
diameters (28 and 78 mm), mass ratios (6.1 and 2.27)
and tapers (5–20), along with their equivalent
uniform cylinders, have been examined. The single
degree of freedom vibrating system has a low
mass-damping parameter (m*ξ=0.0084–0.0279). The
945
Reynolds number, based on mean diameter of the
cylinders, ranges from 1400 to 70,200. The reduced
velocities vary from 1.5 to 22. Effects of variations in
the taper and mass ratios on the lock-in range, the
reduced response amplitude, the reduced velocity for
the peak vibration response and other stream-wise
and cross-flow VIV parameters are reported and
discussed.
Cylindrical bodies
Vortex induced vibration
2013112669
Time-domain simulation of wave-structure
interaction based on multi-transmitting formula
coupled with damping zone method for radiation
boundary condition.
Applied Ocean Research, v 42 August 2013, pp 136-
143
http://www.sciencedirect.com/science/article/pii/S014
1118712000946
Xu, G., Duan, W-Y.
English
Based on the Rankine source, this paper proposed a
time-domain method for analysing the three-
dimensional wave–structure interaction problem in
irregular wave. A stable integral form of the free-
surface boundary condition is employed to update the
velocity potential on the free surface. A multi-
transmitting formula, with an artificial wave speed, is
used to eliminate the wave reflection for radiation
condition on the artificial boundary. An effective
multi-transmitting formula, coupled with damping
zone method, is further used to analyse the irregular
wave diffraction at the artificial boundary. The
authors investigate hydrodynamic forces on floating
structure and compare our solution to the frequency-
domain solution. It is shown that long time simulation
can be done with high stability and the numerical
results agree well with the solution obtained under the
frequency domain. The efficiency of the proposed
multi-transmitting formula and the coupled methods
for radiation boundary make them promising
candidates in studying the irregular water wave
problem in time domain.
Irregular waves
Time domain
Wave forces on structures
ABSTRACTS
2013112670
Investigation of depth effects on the wave exciting
low frequency drift forces by different
approximation methods.
Applied Ocean Research, v 42 August 2013, pp 182-
199
http://www.sciencedirect.com/science/article/pii/S014
1118713000461
Pessoa, J., Fonseca, N.
English
The paper presents an experimental and numerical
investigation on the slowly varying wave exciting
drift forces acting on a body of simple geometry
subjected to bichromatic waves and long crested
irregular seas. The body is axisymmetric about the
vertical axis, like a vertical cylinder with a rounded
bottom and it is restrained from moving. Three
different water depths representing shallow,
intermediate and deep waters are considered. The
objective is, firstly, to investigate the relation between
the water depth, the incident wavelength and the
resulting slowly varying drift force. The other
objective is to assess the accuracy of different
approximations to the solution of the second order
problem. With this aim in mind, the quadratic transfer
functions are calculated with a boundary element
method using several different levels of
approximation for the second order forces, as
described in the following sentences. The most
complete approximation solves the boundary value
problem completely up to the second order. The first-
order approximation is similar to the former;
however, the second order boundary value problem is
simplified by neglecting the free surface forcing. The
simpler method is of zeroth-order with respect to the
difference frequency and it is commonly known as
Newman's approximation. A fourth approximation is
evaluated, which combines Newman's approximation
with a contribution from the second order incident
wave potential. A fifth approximation is applied to
the vertical second order forces only and it consists
on, first, calculate the steady vertical second order
force in monochromatic waves corrected by an
additional set down, and second, apply Newman's
approximation together with the corrected second
order steady vertical forces. The additional set down
is derived from the second order incident bichromatic
wave potential as the difference frequency tends to
zero. Second order WAMIT code is used for the
frequency domain hydrodynamic calculations. The
numerical results are compared with experimental
data in bichromatic waves and in irregular waves.
This study shows that the contribution from the
second order velocity potential must be considered
for shallow waters calculations to achieve accurate
ABSTRACTS
results. For small difference frequencies, second
order scattering potential effects are small; therefore,
in this case, a good practical approximation consists
on considering the second order potential is
contributed by the incident waves only.
Drift forces
Experimentation
Irregular waves
Numerical analysis
2013112671
Application of semi-empirical probability
distributions in wave-structure problems.
FEDSM 2012, ASME Fluids Engineering Division
Summer Meeting; 8-12 July 2012; Rio Grande,
Puerto Rico. Volume 1: Symposia, Parts A and B;
13th Symposium on Fluid-Structure Interaction and
Flow-Induced Noise in Industrial Applications.
Paper No. FEDSM2012-72477, pp 1541-1549
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1720036
Izadparast, A.H., Niedzwecki, J.M.
English
Ocean engineers are routinely faced with design
problems for coastal and deepwater structures that
must survive a wide range of environmental
conditions. One of the most challenging problems in
the field of ocean engineering is the accurate
characterization and modelling of the interaction of
ocean waves with these offshore structures. The
random characteristic of ocean environment requires
engineers to consider the effects of random variability
of the pertinent variables in their predictive models
and design processes. Thus, for ocean engineering
purposes, one needs to have accurate estimates of the
probability distribution of the key random variables
that will be used in sensitivity studies, reliability
analysis, and risk assessment in the design process.
In this study, a family of semi-empirical probability
distribution is developed based on the quadratic
transformation of linear random variable assuming
that the linear random variable follows a Rayleigh
distribution law. The estimates of model parameters
are obtained from two moment based parameter
estimation methods, i.e. method of moments and
method of linear moments. The studied semi-
empirical distribution can be applied to estimate the
probability distribution of a wide range of non-linear
random variables in the fields of ocean wave
mechanics and wave-structure interaction. As
examples, the application of the semi-empirical
model in estimation of probability distribution of: a)
ocean wave power, b) ocean wave crests interacting
946
with an offshore structure is illustrated. For this
purpose, numerically generated time series and
experimentally measured data sets are utilized.
Fluid structure interaction
Offshore structures
Probability distribution functions
2013112672
Simulation of multiregional wave-structure impact
on damping elements on offshore structures.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 276-293
http://link.springer.com/article/10.1007/s00773-012-
0206-x
Fuchs, V., Gundlach, J., Wünsch, O.
English
Hydrodynamic impacts of free surface waves are a
widely known issue in coastal and ship engineering.
They can result in severe damage to important
industry facilities (e.g. offshore wind turbines) or
means of transport (e.g. oil tankers). This kind of
damage gives rise to different difficulties due to
economic losses and environmental pollution. On that
account, the present paper deals with a special feature
of a protective mechanism for offshore structures. We
develop a numerical multiregional wave-structure
impact model of a damping element prototype. The
investigated prototype consists essentially of an
elastic cover that is attached to the cylindrical mono-
pile foundation at wave level. The chamber between
the flexible structure and the mono-pile is filled with
a liquid. A prototype of the damping element has
been constructed as a mono-pile structure test object.
In order to measure the hydrodynamic loads on the
test object, we placed piezoelectric sensors on the
stagnation points of the mono-pile. The multiregional
simulation model created is able to imitate the wave
impact and its consequences. These implications
include the deformation and oscillation of the elastic
shell, the resultant force affecting the pile and the
dissipation power of the damping fluid. The
dissipation power can be understood as the crucial
factor preventing the shell from oscillating over long
periods of time. It enables us to state the mechanical
energy that is transferred due to the wave’s impact on
the damping fluid region.
Damping
Fluid structure interaction
Wave loads on structures
947
2013112673
An experimental investigation by towing tank on
VIV of a long flexible cylinder for deepwater riser
application.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 358-369
http://link.springer.com/article/10.1007/s00773-013-
0213-6
Gu, J., Vitola, M., Et al
English
In this study, the dynamic response of a vertical
flexible cylinder vibrating at low mode numbers with
combined x−y motion was investigated in a towing
tank. The uniform flow was simulated by towing the
flexible cylinder along the tank in still water;
therefore, the turbulence intensity of the free flow
was negligible in obtaining more reliable results. A
lower branch of dominant frequencies with micro
vibration amplitude was found in both cross-flow and
in-line directions. This justifiable discrepancy was
likely caused by an initial lock-in. The maximum
attainable amplitude, modal analysis and x−y
trajectory in cross-flow and in-line directions are
reported here and compared with previous literature,
along with some good agreements and different
observations that were obtained from the study. Drag
and lift coefficients are also evaluated by making use
of a generalized integral transform technique
approach, yielding an alternative method to study
fluid force acting upon a flexible cylinder.
Cylindrical bodies
Dynamic response
Model tests
Transformations (mathematics)
Vortex induced vibration
2013112674
Numerical prediction of the modal response of
flexible cylinders in cross-flow with a current
dependent form of damping.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 370-380
http://link.springer.com/article/10.1007/s00773-013-
0214-5
Huera-Huarte, F.J., Gonźalez, L.M.
English
A quadratic eigenvalue problem (QEP) was posed in
order to study the dynamics of flexible cylinders in
cross-flow, simulating slender offshore structures
such as risers, catenaries or tendons. The Euler–
Bernoulli equation was used to model the structure
assuming a fluid loading model, and yielding a
ABSTRACTS
quadratic eigenvalue problem that included a form of
damping dependent not only on the structural
damping itself, but also on the free stream velocity
and the fluid force coefficients. The QEP was solved
using the finite element method. A simplified
analytical solution was derived for comparison with
the QEP; however this solution does not consider
changes in tension along the length of the cylinder as
the QEP does. In the study, the QEP solutions were
first validated against the simplified analytical
solution, and also against a well-known experimental
dataset obtained in 2003, in which a flexible circular
cylinder model was used to model the dynamics of a
riser undergoing multi-mode vortex-induced
vibrations.
Cylindrical bodies
Numerical analysis
Vortex induced vibration
2013112675
Hydrodynamic inline force prediction on vertical
cylinders: a comparative study of neural network
and its adaptive wavelets (wavenets).
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 418-434
http://link.springer.com/article/10.1007/s00773-013-
0218-1
Pourtaghi, A., Lotfollahi-Yaghin, M.A.
English
The design of the neural network model and its
adaptive wavelets (wavelet networks and wavenets)
was used to estimate the wave-induced hydrodynamic
inline force acting on a vertical cylinder. The data
used to calibrate and validate the models were
obtained from an experiment. In the brain, wavelet
neural networks (WNNs) use wavelets to activate
their hidden layers of neurons. In WNNs, both the
position and dilation of the wavelets are optimised
along with the weights. In one special approach to
this kind of network construction, the position and
dilation of the wavelets are fixed and only the weights
of the network are optimised. In the present study, the
neural network procedure and the above mentioned
approach were employed to design a WNN, a so-
called wavenet, using feed-forward neural network
topology and its training method. Then, a comparison
of these two methods was made. Numerical results
demonstrate that both networks are capable of
predicting hydrodynamic inline force. Furthermore,
the combination of the neural network concept and
the wavelet theory i.e. wavenet provides a more
robust tool rather than standard feed-forward neural
network, considering its more appropriate ability to
ABSTRACTS
predict any other data which the network had not
experienced before. The results of this study can
contribute to reducing the errors in future efforts to
predict hydrodynamic inline force using WNNs, and
thus improve the reliability of that prediction in
comparison to the ANN and other methods.
Therefore, this method can be applied to relevant
engineering projects with satisfactory results.
Cylindrical bodies
Hydrodynamic forces
Neural networks
2013112676
Transient wave loads on large high-speed
catamarans.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 113 [14 p, 23 ref, 2 tab, 9 fig]
http://www.uni-due.de/IST/index_en.shtml
Amin, W., Davis, M.R., Et al
English
In severe sea conditions, wave piercing catamarans
experience a unique transient loading,
known as slamming, when incoming waves impact
the centre bow and the wet deck. Mathematical
models have failed to predict the impact loads
accurately as most codes are based on two
dimensional simulations which have predicted up to
five times the actual loads. Three dimensional codes
are still under verification which is difficult due to the
lack of published trials data. Incat Tasmania
monitored the performance of most of their vessels in
terms of motion and structural behaviour. A 98m
Incat platform, HSV2-SWIFT, that was configured
for military operations underwent an extensive sea
trials program by the US Navy to define the vessel's
operational envelop. Data measured during sea trials
of motion and structural response has been analysed
using the wavelet transform. Also, experimental
pressure mapping of slam loads on a towing tank
model and finite element analysis of the full scale
ship are used to predict slamming loads at full scale
by both quasi-static and dynamic analyses. Normal
modes were investigated using FEA simulations and
the slam load time history was predicted by a direct
transient dynamic analysis. The study shows that
quasi-static analysis of slamming loads can be used to
predict slamming loads to an acceptable
accuracy with some caution in the prediction
procedures. A characteristic slamming load time
948
history is introduced and the investigation shows that
the vessel experienced and withstood
slamming loads in excess of two thousand tonnes.
Catamarans
High speed vessels
Seakeeping
Slamming
Wave loads on ships
2013112677
3D numerical modelling of wave forces on tandem
fixed cylinders using the BEM.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 279-285
http://link.springer.com/article/10.1007/s11804-013-
1202-1
Ketabdari, M.J., Abaiee, M.M., Ahmedi, A.
English
In this paper a 3D numerical model was developed to
study the complicated interaction between waves and
a set of tandem fixed cylinders. The fluid was
considered to be inviscid and irrotational. Therefore,
the Helmholtz equation was used as a governing
equation. The boundary element method was adopted
to discretize the relevant equations. Open boundaries
were used in far fields of the study domain. Linear
waves were generated and propagated towards
tandem fixed cylinders to estimate the forces applied
on them. Special attention was paid to consideration
of the effect on varying non-dimensional cylinder
radius and distance between cylinders, ka and kd on
forces and trapped modes. The middle cylinder wave
forces and trapped modes in a set of nine tandem
cylinders were validated utilizing analytical data. The
comparisons confirm the accuracy of the model. The
results of the inline wave force estimation on n
tandem cylinders show that the critical cylinder in the
row is the middle one for odd numbers of cylinders.
Furthermore the results show that the critical trapped
mode effect occurs for normalized cylinder radiuses
close to 0.5 and 1.0. Finally the force estimation for n
tandem cylinders confirms that force amplitude of the
middle cylinder versus normalized separation
distance fluctuates about that of a single cylinder.
Cylindrical bodies
Numerical models
Tandem arrangement
Wave forces on structures
949
2013112678
Numerical simulation of 2D and 3D sloshing waves
in a regularly and randomly excited container.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 298-314
http://link.springer.com/article/10.1007/s11804-013-
1194-x
Eswaran, M., Virk, A.S., Saha, U.K.
English
In this paper, various aspects of the 2D and 3D
nonlinear liquid sloshing problems in vertically
excited containers have been studied numerically
along with the help of a modified σ-transformation.
Based on this new numerical algorithm, a numerical
study on a regularly and randomly excited container
in vertical direction was conducted utilizing four
different cases: The first case was performed utilizing
a 2D container with regular excitations. The next case
examined a regularly excited 3D container with two
different initial conditions for the liquid free surface,
and finally, 3D container with random excitation in
the vertical direction. A grid independence study was
performed along with a series of validation tests. An
iteration error estimation method was used to stop the
iterative solver (used for solving the discretized
governing equations in the computational domain)
upon reaching steady state of results at each time
step. In the present case, this method was found to
produce quite accurate results and to be more time
efficient as compared to other conventional stopping
procedures for iterative solvers. The results were
validated with benchmark results. The wave elevation
time history, phase plane diagram and surface plots
represent the wave nonlinearity during its motion.
Containers
Finite difference theory
Free surfaces
Sloshing
2013112679
Exciting forces for a wave energy device consisting
of a pair of coaxial cylinder in water of finite
depth.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 315-324
http://link.springer.com/article/10.1007/s11804-013-
1207-9
Hassan, M., Bora, S.N.
English
Two coaxial vertical cylinders - one is a riding hollow
cylinder and the other a solid cylinder of greater
radius at some distance above an impermeable
ABSTRACTS
horizontal bottom, were considered. This problem of
diffraction by these two cylinders, which were
considered as idealization of a buoy and a circular
plate, can be considered as a wave energy device. The
wave energy that is created and transferred by this
device can be appropriately used in many applications
in lieu of conventional energy. Method of separation
of variables was used to obtain the analytical
expressions for the diffracted potentials in four
clearly identified regions. By applying the appropriate
matching conditions along the three virtual
boundaries between the regions, a system of linear
equations was obtained, which was solved for the
unknown coefficients. The potentials allowed the
exciting forces acting on both cylinders to be
obtained. Sets of exciting forces were obtained for
different radii of the cylinders and for different gaps
between the cylinders. It was observed that changes
in radius and the gap had significant effect on the
forces. It was found that mostly the exciting forces
were significant only at lower frequencies. The
exciting forces almost vanished at higher frequencies.
The problem was also investigated for the base case
of no plate arrangement, i.e., the case having only the
floating cylinder tethered to the sea-bed. Comparison
of forces for both arrangements was carried out. In
order to take care of the radiation of the cylinders due
to surge motion, the corresponding added mass and
the damping coefficients for both cylinders were also
computed. All the results were depicted graphically
and compared with available results.
Cylindrical bodies
Wave diffraction
Wave energy conversion
2013112680
Scattering of surface water waves involving semi-
infinite elastic plates on water of finite depth.
Journal of Marine Science and Application, v 12 n 3,
September 2013, pp 325-333
http://link.springer.com/article/10.1007/s11804-013-
1204-z
Chakrabarti, A., Mohapatra, S.
English
Two problems of scattering of surface water waves
involving a semi-infinite elastic plate and a pair of
semi-infinite elastic plates, separated by a gap of
finite width, floating horizontally on water of finite
depth, are investigated in the present work for a two-
dimensional time-harmonic case. Within the frame of
linear water wave theory, the solutions of the two
boundary value problems under consideration have
been represented in the forms of Eigen function
ABSTRACTS
expansions. Approximate values of the reflection and
transmission coefficients are obtained by solving an
over-determined system of linear algebraic equations
in each problem. In both the problems, the least
squares method as well as the singular value
decomposition have been employed and tables of
numerical values of the reflection and transmission
coefficients are presented for specific choices of the
parameters for modelling the elastic plates. The main
aim is to check the energy balance relation in each
problem which plays a very important role in the
present approach of solutions of mixed boundary
value problems involving Laplace equations. The
main advantage of the present approach of solutions
is that the results for the values of reflection and
transmission coefficients obtained by using both the
methods are found to satisfy the energy-balance
relations associated with the respective scattering
problems under consideration. The absolute values of
the reflection and transmission coefficients are
presented graphically against different values of the
wave numbers.
Elastic plates
Scattering
Surface waves
2013112681
Sloshing: from theory to offshore operations.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83013, pp 9-20
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732505
Clauss, G.F., Sprenger, F., Et al
English
The current demand in liquefied natural gas (LNG)
from remote marine locations drives the design of
floating LNG (FLNG) liquefaction or regasification
facilities, where LNG is transferred to shuttle carriers
(LNGC). During the loading procedure, which takes
about 18–24 hours for a standard sized LNGC, free
fluid surfaces and varying filling levels occur inside
the internal cargo tanks. This condition is critical
since the seakeeping behaviour of the LNGC -
especially the roll motion - is strongly influenced and
varying. In order to estimate and forecast the LNGC
motions, numerical methods based on potential theory
are the most efficient and appropriate method. The
selected approach is validated by model tests at 30%
water filling height inside four prismatic tanks. In-
950
depth analyses, including force and moment
measurements between tanks and hull, revealed a
discrepancy between the analytical natural modes of a
prismatic tank and the resonance frequencies for four
prismatic tanks mounted to a LNGC hull. This effect
is caused by the ratio of rigid to added mass of the
system as well as the fact that the tanks are mounted
to a standard hull shape featuring a longitudinal bow-
stern asymmetry. In order to investigate this
phenomenon systematically, surface elevations inside
the tanks and natural modes for a symmetric cuboid
hull are compared to results for a standard LNGC
hull, both with the same main dimensions. The
influence of the tank positions is also considered by
comparing the original (longitudinally asymmetric)
LNGC tank positions on the cuboid hull to an exactly
symmetric arrangement.
LNG carriers
LNG tanks
Numerical analysis
Sloshing
2013112682
Experimental study on the impact loads acting on
a horizontal rigid cylinder during vertical water
entry.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83084, pp 67-76
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732482
Nuffel, D. van, Vepa, S., Et al
English
This paper experimentally studies the local and global
loads acting on a rigid cylinder subjected to water
wave slamming. Local loads are hereby expressed in
terms of pressure on the cylindrical surface while
global loads are investigated in terms of force acting
on the complete cylinder. Global impact loads may be
better suited for use in design processes. An
experimental setup to perform vertical drop
experiments to approximate wave slamming is
presented and the necessary measuring equipment is
described. The experimental results are firstly
discussed in the time domain to understand what
exactly is happening during the water entry and
in what stage the maximum loads occur. The
951
measurements learn that the time scale of the pressure
and the force histories is considerably different.
Secondly, the attention is focused on the peak values
of the time plots. These impact pressures and impact
forces are represented as function of the impact
velocity. The pressure is hereby given for different
positions along the circumference of the cylindrical
surface. The experiments show that the impact
pressure and force increase very fast with growing
impact velocity, indicating that large loads
accompany waves with large velocities. Wave
slamming is thus an important design criterion for all
kind of cylindrical structures when exposed to harsh
sea conditions.
Cylindrical bodies
Impact loads
Slamming
Water entry
2013112683
Simulation of two-dimensional internal waves
generated by a translating and pitching foil.
Ocean Engineering, v 72, 1 November 2013, pp 77-86
http://www.sciencedirect.com/science/article/pii/S002
9801813002576
Shin, S.
English
A code developed on the basis of the flux-difference
splitting scheme and the hybrid Cartesian/immersed
boundary method is applied for two-dimensional
simulation of internal waves generated by a foil that
is translating and pitching simultaneously near a
material interface. The interface is captured as a
moving contact discontinuity without any additional
treatment along the interface. An approximate
Riemann solver is used to estimate numerical fluxes
across the discontinuity. Immersed boundary nodes
are distributed within an instantaneous fluid domain
on the basis of edges crossing a boundary. Dependent
variables are reconstructed at the immersed boundary
nodes along local normal lines to the boundary. The
present results on the propagation of internal solitary
waves generated by the collapse mechanism are
compared with other computational results and good
agreement is found. The code is validated through
comparisons with recent experimental results on the
waveform inversion from depression type to elevation
type during the interaction between an internal
solitary wave and a trapezoidal obstacle. Internal
waves generated by a translating and pitching foil are
ABSTRACTS
simulated. Grid independence tests of the computed
results are carried out. Pairs of traveling vortices are
correlated to local sinking or rising at the interface.
Internal waves
Oscillating bodies
Solitary waves
2013112684
How safe is ‘safe’? Ship dynamics in critical sea
states.
Ocean Engineering, v 72, 1 November 2013, pp 87-97
http://www.sciencedirect.com/science/article/pii/S002
9801813002679
Clauss, G.F., Klein, M.
English
How safe is ‘safe’? During the design phase of
floating structures, specifications such as range of
application, warranty of economic efficiency and
reliability are integral parts of the evaluation process.
The key decision is the choice of environmental
design conditions to be considered for operation and
survival: this issue cannot be solved globally, i.e.
different operating conditions (transit, operation,
survival) and criteria (body motions, local and global
loads) will lead to individual results. In this paper a
procedure for the systematic identification of critical
(design) wave sequences for offshore structures is
presented - a response based identification tool for
critical wave sequence detection. The basic principle
of this procedure is characterized by tailoring of short
wave sequences to obtain a certain maximum
response. The fully automated procedure combines
wave/structure interaction analysis programs with an
optimization algorithm. The objective is to find a
critical wave sequence with respect to the predefined
maximum responses. By means of this procedure, the
identification and evaluation of critical design
conditions can be conducted more systematically,
accurately and thus efficiently. To demonstrate the
broad scope of this procedure, a typical example is
presented. The results obtained are reviewed against
classical design methods. The investigations comprise
numerical calculations as well as model test
validations.
Fluid structure interaction
Frequency domain method
Time domain
ABSTRACTS
2013112685
Dynamic response of floating substructure of spar-
type offshore wind turbine with catenary mooring
cables.
Ocean Engineering, v 72, 1 November 2013, pp 356-
364
http://www.sciencedirect.com/science/article/pii/S002
9801813003144
Jeon, S.H., Cho, Y.U., Et al
English
The station keeping and the rotational oscillation
control are important to secure the dynamic stability
of spar-type floating offshore wind turbine subject to
irregular wind and wave excitations. Those are
usually evaluated in terms of rigid body dynamic
response of floating substructure which supports
whole offshore wind turbine. In this context, this
paper addresses the numerical investigation of
dynamic response of a spar-type hollow cylindrical
floating substructure moored by three catenary cables
to irregular wave excitation. The upper part of wind
turbine above wind tower is simplified as a lumped
mass and the incompressible irregular potential wave
flow is generated according to the Pierson–
Moskowitz spectrum. The wave-floating substructure
and wave-mooring cable interactions are simulated by
coupling BEM and FEM in the staggered iterative
manner. Through the numerical experiments, the
time- and frequency-responses of a rigid spar-type
hollow cylindrical floating substructure and the
tension of mooring cables are investigated with
respect to the total length and the connection position
of mooring cables.
Dynamic response
Mooring lines
Wind turbines
2013112686
Enhancement of flow-induced motion of rigid
circular cylinder on springs by localized surface
roughness at 3×104≤Re≤1.2×105.
Ocean Engineering, v 72, 1 November 2013, pp 403-
415
http://www.sciencedirect.com/science/article/pii/S002
9801813002722
Park, H., Kumar, A., Bernitsas, M.M.
English
Passive turbulence control (PTC) in the form of
selectively distributed surface roughness is applied on
a rigid circular cylinder on two end-springs. The
cylinder is placed perpendicular to a uniform steady
flow and the cylinder response is measured
952
experimentally for 3×104≤Re≤1.2×105 and broad
ranges of the main PTC parameters. PTC consists of
two roughness strips placed parallel to the cylinder
axis and symmetrically to the flow with thickness on
the order of the boundary layer thickness. Different
flow-induced motion (FIM) is observed depending
primarily on the circumferential location of the two
strips. FIM enhancement is studied in this paper in
the soft galloping and the two hard galloping zones
identified in the PTC-to-FIM Map. In galloping,
amplitudes of oscillation reach 2.9 times the cylinder
diameter limited only by the free-surface and bottom-
boundary effects of the experimental facility. The
galloping range follows the VIV range thus
expanding dramatically the FIM range. Enhancement
of FIM is needed to convert more hydrokinetic
energy to mechanical and subsequently to electrical
energy over broad velocity range. Use of laser broad
field-of-view visualization reveals very different
vortex structures between VIV and galloping
confirming the fundamentally different driving
mechanism of these two FIM kinds.
Cylindrical bodies
Surface roughness
Turbulence
Vortex induced vibration
2013112687
2-D URANS vs. experiments of flow induced
motions of two circular cylinders in tandem with
passive turbulence control for 30,000<Re<105,000.
Ocean Engineering, v 72, 1 November 2013, pp 429-
440
http://www.sciencedirect.com/science/article/pii/S002
9801813002448
Ding, L., Bernitsas, M.M., Kim, E.S.
English
The flow induced motions (FIM) of two rigid circular
cylinders, on end linear-springs, in tandem are studied
using two-dimensional Unsteady Reynolds-Averaged
Navier-Stokes (2-D URANS) simulations verified by
experimental data. Passive turbulence control (PTC)
is being used in the Marine Renewable Energy
Laboratory (MRELab) of the University of Michigan
to enhance FIM of cylinders in the VIVACE (Vortex
Induced Vibration for Aquatic Clean Energy)
Converter to increase its efficiency and power density
in harnessing marine hydrokinetic energy. Simulation
is performed using a solver based on the open
source CFD tool OpenFOAM, which solves
continum mechanics problems with a finite-volume
953
discretization method. The simulated Reynolds
number range for which experiments were conducted
in the MRELab is 30,000<Re<105,000, which falls in
the TrSL3 regime (Transition in Shear Layer), where
the shear layers are fully saturated and consequently
lift is high. The amplitude and frequency results are
in excellent agreement with experimental data
showing the initial and upper branches in VIV,
transition from VIV to galloping, and galloping.
Vortex structures are studied using high-resolution
imaging from the CFD results showing typical 2S
structure in the initial branch and both 2P+2S and 2P
in the upper branch of VIV. In the galloping branch,
amplitudes of 3.5 diameters are reached before the
channel stops are hit.
Cylindrical bodies
Tandem arrangement
Turbulence
Vortex induced vibration
2013112688
Numerical solution of the asymmetric water
impact of a wedge in three degrees of freedom.
China Ocean Engineering, v 27 n 3, June 2013, pp
313-322
http://link.springer.com/article/10.1007/s13344-013-
0027-7
Ghazizade-Ahsaee, H., Nikseresht, A.H.
English
Impact problems associated with water entry have
important applications in various aspects of naval
architecture and ocean engineering. Estimation of
hydrodynamic impact forces especially during the
first instances after the impact is very important and
is of interest. Since the estimation of hydrodynamic
impact load plays an important role in safe design and
also in evaluation of structural weight and costs, it is
better to use a reliable and accurate prediction method
instead of a simple estimation resulted by analyzing
methods. In landing of flying boats, some phenomena
such as weather conditions and strong winds can
cause asymmetric instead of symmetric descent. In
this paper, a numerical simulation of the asymmetric
impact of a wedge, as the step of a flying boat,
considering dynamic equations in two-phase flow is
taken into account. The dynamic motion of the wedge
in two-phase flow is solved based on finite volume
method with volume of fluid scheme considering
dynamic equations. Then the effects of different
angles of impact and water depth on the velocity
change and slamming forces in an asymmetric impact
ABSTRACTS
are investigated. The comparison between the
simulation results and experimental data verifies the
accuracy of the method applied in the present study.
Dynamic response
Impact loads
Water entry
Wedges
2013112689
Slamming on ships and marine structures.
Marine Systems & Ocean Technology, v 8 n 1, June
2013, p 21 [17 p, 58 ref, 9 fig]
http://www.sobena.org.br/msot/downloads/MSOT_V8
N1_30_07_13.pdf
Faltinsen, O.M.
English
External- and internal-ship (due to sloshing and water
on deck) slamming phenomena as well as slamming
on marine structures have been systematically and
comprehensively described. Main scenarios were
identified. Quantitative and qualitative influence of
physical parameters on slamming was critically
examined and the relevant factors identified.
Theoretical, numerical and experimental tools have
been complementarily or alternatively used to carry
on the analysis.
Deck wetness
Hydroelasticity
Sloshing
Whipping
2013112690
Experimental evaluation of VIM on MPSO in
combined environmental conditions for waves and
current.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83283, pp 231-238
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732429
Saito, M., Masanobu, S., Et al
English
The mono-column hull type FPSO (MPSO) is
attracting interest as a floating production system
which has high performance for motion and large
tank capacity. The authors performed a mooring
system safety evaluation of a MPSO named
ABSTRACTS
‘MONOBR’ which was assumed to be installed in the
Gulf of Mexico, under the international collaborative
research and development project between
PETROBRAS and JOGMEC. There exists a strong
current called the Loop current in the Gulf of Mexico.
It is known that cylindrical floaters like SPARs or
MPSOs sway with long period and large amplitude in
the transverse direction of the current. The motion is
called Vortex Induced Motion (VIM), and is caused
by vortex shedding from the sidewall of the floater.
VIM is one of the important issues in the safety
evaluation of an MPSO mooring system. Generally,
the combined environmental conditions in which
wind, waves and current exist are of concern for the
safety evaluation of mooring systems. Therefore,
VIM in waves and current needs to be estimated. The
authors have performed VIM measurement tests in
order to investigate the estimation method of VIM in
waves and current. The results of the VIM
measurement test in waves and current and the results
of the mooring safety evaluation method using the
estimation method of VIM in waves and current are
described in this paper.
FPSOs
Motion
Ocean currents
Vortex shedding
Waves
3.5 AERODYNAMICS AND MARINE
RENEWABLE ENERGY
2013112691
Study of WIG dynamics under different
perturbations.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 191 [16 p, 16 ref, 1 tab, 7 fig]
http://www.uni-due.de/IST/index_en.shtml
Kornev, N., Groß, A., Et al
English
The paper presents the motion time domain
simulation of a WIG craft of the Lippish type under
wind and wave perturbations The aerodynamic
characteristics were obtained using the vortex lattice
method. The motion is considered in the longitudinal
plane. A novel approach is proposed to generate
artificial wind turbulence with prescribed kinetic
energy and spectra. The wave surface is modelled by
954
the plane performing linear and angular oscillations.
The motion simulation was performed to show the
limitations of flight safety analysis based on the
classical stability theory. Simulation of the take-off
motion was carried out to determine the conditions
for safe transition from the skimming mode to the
flare one. It was shown that the application of the
flight control is necessary for safe flight near the
ground.
Aerodynamics
Perturbation
Stability
Wing in ground effect craft
4.1 STRUCTURAL RESPONSE
2013112692
An analytical model to predict the bending
behaviour of unbounded flexible pipes.
Journal of Ship Research, v 57 n 3, September 2013,
pp 171-177
http://www.ingentaconnect.com/content/sname/jsr/20
13/00000057/00000003/art00004
Dong, L., Huang, Y., Et al
English
Analytical formulations are presented to determine
the bending moment-curvature relationship of a
helical layer in unbonded flexible pipes. Explicit
expressions describing the variation of both bending
stiffness and moment as a function of the applied
curvature are given. The approach takes into account
the nonlinearity of the response caused by the
interlayer slip. The contribution of local bending and
torsion of individual helical elements to the bending
behavior of helical layers is included. Theoretical
results for a typical unbonded flexible pipe using the
nonlinear formulation for helical layers are compared
with experimental data from the available literature.
Encouraging correlations are found and the
importance of the initial interlayer pressures is seen.
The influence of local bending and torsion of
individual helical elements on the bending behaviour
of the entire pipe is also evaluated. The results show
that the inclusion of this local behavior significantly
influences the full-slip bending stiffness.
Bending
Flexible pipes
Torsion
955
2013112693
Fatigue and meteo on large containerships.
Association Technique Maritime et Aéronautique,
111th Session; 5-6 June 2013; Paris, France. Paper
No. 2634
http://www.atma.asso.fr/US/publication_detail.php?p
ub=653&page=17
Renaud, M., De Lorgeril, E., Et al
French
The growth of global container shipping has seen the
emergence of larger and larger vessels that are
currently able to load 16000 TEUs and measure
almost 400 meters long. The structures of such ships
have low natural frequencies that are close to wave
frequencies of some sea states. Thus, the dynamic
response cannot be ignored in the calculation of hull
fatigue. In 2006, the CMA CGM Rigoletto,
containership of 9400 EVP, was instrumented with
accelerometers, strain gauges and sea state sensors in
order to better understand the dynamic behaviour of
large containerships. As a result of this measurement
campaign, the cumulated fatigue since the ship was
delivered from the shipyard has been calculated and
the sea state met during this exploitation has been
estimated. The goal of this study is to establish the
link between the fatigue of the ship and the weather
met during operational conditions. An experimental
method has been developed to calculate the fatigue of
the ship based on the history of sea states met. The
fatigue damage is mainly caused by some special
events. Linking Asia to Europe, the cumulated fatigue
damage of the CMA CGM Rigoletto seems to not be
a structural problem contrary to a ship on a
transpacific line.
Containerships
Fatigue (materials)
Sea state
2013112694
Conversion matrix: how to post-treat local
measurements to evaluate the global loads.
Association Technique Maritime et Aéronautique,
111th Session; 5-6 June 2013; Paris, France. Paper
No. 2638
http://www.atma.asso.fr/US/publication_detail.php?p
ub=657&page=17
Bigot, F., Derbanne, Q., Baudin, E.
French
In full scale measurements as in model tests it is
impossible to measure the hull girder loads directly.
A conversion matrix usually combines the different
strain or motion measurements and yields the
ABSTRACTS
different internal load values, at one or several
locations. This paper shows that all the different
possible procedures to obtain the internal loads from
strain measurements can be seen as variations of a
single general procedure. First, a base of distortion
modes is built using a structural model. Then a
conversion matrix is used to project the measured
values on the distortion modes base, and the internal
loads are obtained by recombination of their modal
values. These last two steps are often merged in a
single conversion matrix. The case of an ultra large
container ship instrumented with strain gauges is
used. Several types of distortion mode bases are
considered, and compared.
Distortion
Hull girders
Loads (forces)
Strain measurement
2013112695
Calculation of the ultimate strength of a FPSO
transverse rig and of the induced residual stresses
by repairs.
Association Technique Maritime et Aéronautique,
111th Session; 5-6 June 2013; Paris, France. Paper
No. 2641
http://www.atma.asso.fr/US/publication_detail.php?p
ub=660&page=17
Cambos, P., Bran, C. , Andreau, C.
French
The use of used tankers as FPSOs can lead to failures
or defects, and consequently repairs will have to be
carried out during service, i.e., at sea, which have to
be designed in conformity with classification rules.
This paper presents the structural analysis carried out
using the finite element method, in nonlinear
conditions, in order to assess the ultimate strength of
the transverse structure of an FPSO, and the built in
stress, generated by the reinforcement of a transverse
web frame at sea.
FPSOs
Structural analysis
Transverse bulkheads
Ultimate strength
ABSTRACTS
2013112696
Numerical study of stress concentration factors in
damaged FPSO side panels under in-plane
compression loads.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 29, pp 263-271
http://www.crcpress.com/product/isbn/978113800045
2
Pinheiro, B.C., Pasqualino, I.P., Ferreira, C.F.C.
English
Side panels of FPSO units can be subjected to
collisions by supply vessels and the resulting damage
may lead to fatigue failure, considering the long in-
service period and the action of dynamic loads. The
aim of this work is to evaluate Stress Concentration
Factors (SCFs) in damaged panels and their effect on
the fatigue life through a theoretical study. A finite
element model is developed to reproduce a supply
vessel collision and evaluate resulting SCFs under in-
plane compression load. A parametric study is
carried out considering different damage magnitudes
and the results obtained are used to develop an
analytical expression to provide SCFs as a function of
dimensions of damage and panel. These SCFs could
be used in a theoretical fatigue life study, which can
help to forewarn a fatigue failure under an accidental
collision event.
Compression
FPSOs
Ship sides
Stress concentration
2013112697
A FE based numerical tool for crack assessment in
ship structures employing the CSR loading
scheme.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 31, pp 281-288
http://www.crcpress.com/product/isbn/978113800045
2
Zilakos, I.K., Karatzas, V.A., Et al
English
Among the most common defects found in ship
structures, which potentially could lead to critical loss
of structural integrity, are cracks. A methodology is
proposed that combines the Common Structural Rules
(CSR) fatigue loadings with the Finite Element
Method (FEM) for the study of cracks on actual
956
marine structures subjected to high-cycle low-stress
fatigue. The aim is to establish a common base for
evaluating different crack arrest technologies. To this
end a three-compartment model of an Aframax tanker
was created using the FEM and following the
guidelines proposed by the CSR. The structure was
subjected to fatigue loads and different crack
scenarios were investigated for two loading
conditions. The stress intensity factors were
calculated and by using the well-known Paris law
formula an estimation of the crack growth rate was
derived. The proposed method is simple and based
on rules and regulations widely accepted in the
shipbuilding industry.
Fatigue cracks
Finite element method
Loads (forces)
Ship structures
2013112698
Design of Y stiffened panels in double hull tanker
under axial compressive loads.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 32, pp 291-300
http://www.crcpress.com/product/isbn/978113800045
2
El-Hanafi, A.S., Badran, S.F., Leheta, H.W.
English
In typical tanker ship structures, deck and bottom
panels are reinforced by longitudinals (stiffeners) in
the longitudinal direction and transversely supported
by widely spaced transverse structures (such as
transverse bulkheads, deck beams and bottom floors).
The conventional longitudinals are usually Tee,
angle, bulb or flat bar profiles, while the transverses
are typically T-beam sections. The objective of this
paper is to replace the longitudinal conventional
stiffener profiles with new longitudinal Y
(Hat+Tee/Angle) stiffener profiles in order to obtain
more strength/safety margin to weight ratio based on
the advantage of suing Hat section (closed section) to
give more effective plate allowing an increase of the
stiffener spacing, hence a reduction of the number of
stiffeners. The weight of the stiffened deck and
bottom panels and the unstiffened panel width using
the new y stiffener profiles are less than those panels
with the as-built conventional stiffener profiles. The
section modulus of the new y stiffener profiles with
the effective plate and the safety margin (ultimate
strength minus applied compression stress) of deck
and bottom panels with the new Y stiffener profiles
957
are larger than for panels with the as-built
conventional stiffener profiles.
Axial loads
Compression
Double hulls
Stiffeners
Tankers
2013112699
Nonlinear buckling behaviour of stiffened ship
panels.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 33, pp 301-308
http://www.crcpress.com/product/isbn/978113800045
2
Ozdemir, M., Ergin, A.
English
Correct buckling strength calculation of stiffened
panels leads to effective ultimate strength analysis.
Under this point of view, the nonlinear buckling
behaviour of different stiffened panels is examined.
Firstly, a series of finite element eigenvalue analysis
has been carried out to determine the buckling model
shapes of stiffened panels. Then, a nonlinear finite
element analysis was carried out by considering
initial imperfections in order to investigate the effects
of stiffener type and several geometric parameters on
the buckling behaviour of the stiffened panels were
also investigated. It is observed that the stiffener type
has a great effect on the nonlinear buckling behaviour
of the stiffened ship panels. Tee bar stiffeners
increase the stiffness of panels more than angle bar
and flat bar stiffeners.
Buckling
Stiffened plates
2013112700
Ultimate strength of river-sea container ships.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 36, pp 329-334
http://www.crcpress.com/product/isbn/978113800045
2
Zhang, W., Luo, X., Wu, W.
English
In this paper the authors investigated the ultimate
strength of some river-sea container ships using
ABSTRACTS
Smith’s method, analysed the effects of the floor
spaces, the scantlings of the deck longitudinal, the
thicknesses of the deck plating and the shear strakes
on the ultimate loading capacity, and evaluated the
ultimate strength of ships. The results indicated that
for the river-sea container ships: a) the ultimate
hogging bending moment was greater that the
ultimate sagging bending moment, and the failure
mode of the hull girder was mainly the buckling of
deck plating under the sagging condition; b) the floor
space had slight influence on the ultimate bending
moment Mu; c) the depth of ship D had a significant
effect on Mu, and the ultimate loading capacity was
generally proportional to C2; d) increasing the
scantlings of the deck longitudinal, the deck plating
and the sheer strakes increased Mu by approximately
10%; e) B/D had better not exceed 3.0.
Containerships
Oceangoing river vessels
Ultimate strength
2013112701
Experiments on three mild steel box girders of
different spans under pure bending moment.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 37, pp 337-346
http://www.crcpress.com/product/isbn/978113800045
2
Gordo, J.M., Guedes Soares, C.
English
An experimental study is presented of three box
girders made of mild steel subjected to pure bending
moment with different spacing between frames. The
moment curvature curves are presented, allowing for
the analysis of elastic-plastic behaviour until collapse
and the evaluation of the ultimate bending moment
and post collapse behaviour for each experiment. The
residual stress relief during loading and unloading
path is also analysed. The effect of the span between
transverse frames on the ultimate bending moment of
the box girder is studies, thus its dependence on the
column slenderness of the panel under compression
can be established. The results are compared with
tests on similar box girders made of very high tensile
ABSTRACTS
steel. The effects of residual stresses on the
behaviour of the box girder are analysed using a
progressive collapse method for structures under
longitudinal bending moment.
Bending moments
Box shapes
Girders
Residual stress
2013112702
Scale model tests for the post-ultimate strength
collapse behaviour of a ship’s hull girder under
whipping loads.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 38, pp 347-354
http://www.crcpress.com/product/isbn/978113800045
2
Iijima, K., Suzaki, Y., Fujikubo, M.
English
In this paper, experimental investigations into the
post-ultimate strength collapse behaviour of a ship’s
hull girder under whipping loads are presented
following the author’s previous works based on
numerical simulations. One of the important
conclusions of the previous works is that given the
same magnitude of the loads, the collapse extent is
much smaller for the loads with the shorter duration.
For the validation, a scale model with a scale ratio of
1/100 which follows a law of similitude in the
ultimate bending strength as well as geometry is
employed in tank tests. The whipping loads are
produced by dropping a mass object and the time
history of the whipping loads are pre-adjusted by
tuning the object mass, cushion material and dropping
height. The hull girder bending moment with the
same magnitude and with a time duration ranging
0.5s-1.5s in real scale is applied to the hull girder. It
was observed that the collapse extent was smaller for
the loads with the shorter duration.
Collapse
Hull girders
Model tests
Whipping
958
2013112703 and transverse direction. Usually, the initial
deformation mode appears in the form of the
Solutions to improve accuracy in experimental
fundamental mode of the buckling or vibration.
measurement of the dynamic response of resilient
Maximum initial deformation magnitude is
mountings for marine diesel engines.
considered as a rate from the thickness. The
MARSTRUCT 2013, 4th International Conference on
boundary conditions are considered as the usual
Marine Structures; 25-27 March 2013 Espoo,
condition of the structural composite ship panels. On
Finland. Published by CRC Press; ISBN 978-1-138-
the plate sides the loading is considered as a uniform
00045-2. Chapter 39, pp 355-363
pressure. The parametric numerical calculations were
http://www.crcpress.com/product/isbn/978113800045
done for various values of loading rate. Variation of
2
the maximum transverse displacement versus the
Moro, L., Biot, M., Et al
inplane load (displacement controlled after nonlinear
English
buckling analysis) for three cases, obtained in
In the paper, after an introduction to the standards by numerical analysis are performed.
which tests are performed and a presentation of the
test rig used at the Ship Noise and Vibration Buckling
Laboratory of the University of Trieste, the outcome Composite materials
of a series of experiments is discussed, carried out on Loads (forces)
a resilient mounting specifically designed for medium Plates
speed marine diesel engines. The aim of the
experimental campaign is to design laboratory tests
leading to a measurement of the dynamic transfer 2013112705
stiffness comprehensive of some interaction effects
due to the coupling between engine foot and resilient Damage detection in offshore platform structures.
Applied Ocean Research, v 41 June 2013, pp 48-56
element. The research is explained by the need of
better understanding how the boundary conditions at http://www.sciencedirect.com/science/article/pii/S014
the top casting of the resilient mounting influence the 1118713000163
dynamic transmissibility to the foundation. Results Wang, S.
English
are widely discussed, giving also suggestions for
further improvement of the laboratory tests. Development of efficient global damage detection
techniques for offshore structures is of great
Dynamic response importance. This paper applies the iterative modal
Experimentation strain energy (IMSE) method to locate and quantify
Resilient mountings the damage for three dimensional frame structures,
when limited, spatially incomplete modal data are
available. One theoretical development is a new
2013112704 procedure to directly incorporate the spatially-
incomplete mode shapes in the algorithm, where
Buckling studies on ship hull imperfect composite
slave degrees of freedom iterative updating procedure
plates.
(SDUP) is developed for evaluating the damage
MARSTRUCT 2013, 4th International Conference on
indicator and damage severity. The merits of this new
Marine Structures; 25-27 March 2013 Espoo,
method are that both the modal frequencies and
Finland. Published by CRC Press; ISBN 978-1-138-
spatially incomplete mode shapes can be used. Also,
00045-2. Chapter 42, pp 383-388
the modal frequencies do not need to pair the mode
http://www.crcpress.com/product/isbn/978113800045
shapes one by one. To demonstrate the feasibility and
2
effectiveness of the developed algorithm, numerical
Beznea, E.F., Chirica, I.
studies are conducted for a 3D offshore platform
English
based on data generated from finite element models.
This paper focuses on the buckling behaviour analysis Numerical results demonstrate that the present
of a clamped, composite laminated quadratic plate method is effective for the damage assessment
under a uniaxial and shear in-plane loading. The of a 3D frame structures when limited, spatially
applied methods have been developed in the
European Project MARSTRUCT and improved in a
further work. The imperfection is considered as the
initial deformation due to the manufacturing
operations: cosine shape in both of the longitudinal

959 ABSTRACTS
incomplete modal data are available. After
considering more practical factors, it is expected to be
more applicable in structural damage assessment.
Damage
Modal analysis
Offshore platforms
Strains
2013112706
Fatigue damage of ship hulls due to local ice-
induced stresses.
Applied Ocean Research, v 42 August 2013, pp 87-
104
http://www.sciencedirect.com/science/article/pii/S014
1118713000382
Suyuthi, A., Leira, B.J., Riska, K.
English
Fatigue damage in a ship hull could lead to leakage of
ballast or cargo, water intrusion, degradation of hull
strength, or even worse, i.e. catastrophic structural
failure. For ships navigating in ice-covered waters,
fatigue damage due to ice actions can be of
importance. This paper proposes a systematic
procedure for fatigue damage assessment in relation
to ships navigating in ice-covered waters. Closed
form expressions for the fatigue damage based on the
Palmgren–Miner’s rule are derived for several
different statistical models of the stress amplitudes,
i.e. the exponential, the Weibull’s, and the three-
parameter exponential distributions. Additional
expressions are also provided when stress
concentration factor and/or a lower threshold of the
stress amplitude are taken into account. The proposed
procedure for fatigue damage assessment reflects the
variation in ice conditions, vessel’s speed, and
operational modes. Some practical concerns related to
application of the proposed procedure are also
discussed. A particular example of fatigue damage
calculation is presented, where data obtained from
full scale measurement performed on board of the
vessel KV Svalbard in the winter 2007 are utilized.
Fatigue (materials)
Hull damage
Ice forces
ABSTRACTS
2013112707
Simulation of the weld overlay procedure for
corrosion repair of pressure vessels.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 47, pp 423-431
http://www.crcpress.com/product/isbn/978113800045
2
Gannon, L.
English
The use of pressure vessels in a salt water
environment may result in damage due to corrosion,
which in severe cases can cause a reduction in the
collapse pressure and limit operational capabilities.
The weld overlay procedure may be used to restore
material damaged by corrosion, where the damaged
material is removed by grinding and replaced by
multiple passes of weld metal. As a first step in
understanding the potential benefits of weld overlay
repair of pressure vessels, finite element analysis is
used to simulate the weld overlay procedure and the
resulting residual stresses and distortions are
compared with experimental measurements. Because
welding simulations are complex and computationally
expensive, different modelling approaches are
investigated in order to simplify the welding
simulation. The study demonstrates that a general
purpose finite element software can be used to
accurately predict welding-induced residual stress and
distortion using relatively modest computational
resources. Results indicate that the mesh density in
the vicinity of the weld and modelling of weld metal
protruding above the surface of the plate have the
greatest influence on weld toe overlay simulation
accuracy.
Corrosion
Distortion
Pressure vessels
Residual stress
960
2013112708
Experimental investigation of welding
deformations of hybrid structural joint.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 49, pp 441-446
http://www.crcpress.com/product/isbn/978113800045
2
Urbański, T., Taczala, M.
English
The results of an experimental investigation of the
hybrid joint are presented in the paper. The hybrid
joint being a part of the large-size steel structure is
formed as a result of joining I-core panel with
conventional steel plate by the process of welding.
Welding deformations are among the most severe
problems in prefabrication of the large-size blocks of
composed sections. The welding deformations due to
complexity of their arising should be analysed
experimentally including the influence of
technological and structural parameters.
Deformation
Welded joints
2013112709
Welding residual stress and its effect on fatigue
crack propagation after overloading.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 50, pp 447-455
http://www.crcpress.com/product/isbn/978113800045
2
Yuan, K., Sumi, Y.
English
Numerical simulation is used to investigate the effect
of welding residual stress on fatigue crack growth
lives of fillet weld with and without preloads. T-joint
fillet weld and boxing fillet weld are chosen as
analysis models. The as-welded residual stress
distribution and that after shakedown are both
predicted by three-dimensional uncoupled thermo-
mechanical finite element analysis. Considering the
predicted residual stress, a crack propagation life of
toe crack located at fillet welded joint is predicted
based on a crack opening and closure simulation
method. From the simulation results, it is found that
when tensile residual stress nearby the weld
toe is severe, the crack growth lives do not exhibit
961
considerable change except for the extremely high
tensile preloads.
Crack propagation
Fatigue cracks
Residual stress
Welded joints
2013112710
Shear response of prismatic passenger ship hull-
girders.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 53, pp 477-483
http://www.crcpress.com/product/isbn/978113800045
2
Melk, K., Romanoff, J., Et al
English
This paper investigates the shear-induced secondary
normal stresses in the balcony openings of a modern
passenger vessel with narrow superstructure. The
investigation is carried out using the finite element
method. Two loading schemes are considered, i.e.
cosine shape loading simulating realistic loading
caused by waves and four-point bending load
enabling deeper analysis on the shear-induced
responses. The investigation shows that the shear-
induced normal stresses have considerable effect to
the overall stress state around balcony openings. It
also shows that the passenger ship hull girder shear
response is an extremely complicated phenomenon
and therefore the entire ship length needs to be
modelled when assessing the bending response of the
ship.
Hull girders
Passenger ships
Shear stress
2013112711
Linear and nonlinear FE analyses of a container
vessel in harsh sea state.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 54, pp 485-493
http://www.crcpress.com/product/isbn/978113800045
2
Ringsberg, J.W., Li, Z., Et al
English
The objective of this study is to present a
ABSTRACTS
methodology which combines the software SESAM
and ABAQUS to enable realistic hydrodynamic,
structure and fatigue analyses of a container vessel in
a harsh sea state. Both software systems are needed
in order to be able to choose a solver in the structure
analysis to be either linear, or nonlinear, depending
on the cyclic elastic or plastic material response.
Analyses of a case study of a 4,400 TEU container
vessel on the North Atlantic route are presented. A
long-term fatigue analysis is performed in order to
search for the fatigue-critical locations in the ship. A
part of the side-shell structure was chosen for detailed
study comparing results from a linear and nonlinear
finite element analysis for two significant wave
heights: 6.0 and 7.5m. The results show that for both
of these wave heights cyclic plasticity occurs locally,
but at a very low accumulation rate and continued
cyclic loading will most likely result in elastic
shakedown of the material response. Hence, the
overall conclusion is that, in the studied location, a
strain-based approach to fatigue is not necessary.
Containerships
Fatigue (materials)
Finite element method
Hydrodynamics
Structural analysis
2013112712
Free and forced vibration analyses of ship
structures using the finite element method.
Journal of Marine Science and Technology, v 18 n 3,
September 2013, pp 324-338
http://link.springer.com/article/10.1007/s00773-012-
0210-1
Yucel, A., Arpaci, A.
English
With increases in ship size and speed, shipboard
vibration becomes a significant concern in the design
and construction of vessels. Excessive ship vibration
is to be avoided for passenger comfort and crew
habitability. In addition to the undesired effects on
humans, excessive ship vibration may result in the
fatigue failure of local structural members or
malfunctioning of machinery and equipment. The
propeller induces fluctuating pressure on the surface
of the hull, which induces vibration in the hull
structure. These pressure pulses acting on the ship
hull surface above the propeller are the predominant
factor for vibrations of ship structures are taken as
excitation forces for forced vibration analysis. Ship
structures are complex and may be analysed after
idealization of the structure. Several simplifying
assumptions are made in the finite element
ABSTRACTS
idealization of the hull structure. In this study, a
three-dimensional finite element model representing
the entire ship hull, including the deckhouse and
machinery propulsion system, has been developed
using solid modelling software for local and global
vibration analyses. Vibration analyses have been
conducted under two conditions: free–free (dry) and
in-water (wet). The wet analysis has been
implemented using acoustic elements. The total
damping associated with overall ship hull structure
vibration has been considered as a combination of the
several damping components. As a result of the
global ship free vibration analysis, global natural
frequencies and mode shapes have been determined.
Moreover, the responses of local ship structures have
been determined as a result of the propeller-induced
forced vibration analysis.
Finite element method
Hull vibration
Vibration analysis
2013112713
Wellhead fatigue analysis method: benefits of a
structural reliability analysis approach.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83141, pp 113-124
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732413
Hørte, T., Reinås, L., Mathisen, J.
English
The current Structural Reliability Analysis (SRA)
methods suggested for service life estimation of
subsea wells are deterministic, and these analyses are
associated with high sensitivity to variations in input
parameters. Thus sensitivity screening is often
recommended for certain input parameters, and the
worst case is then typically used as a basis for the
analysis. The associated level of conservatism
embedded in results from a deterministic analysis is
not quantified, and it is therefore difficult to know
and to justify if unnecessary conservatism can be
removed from the calculations. By applying SRA to
a wellhead fatigue analysis, the input parameters are
accounted for with their associated uncertainty given
by probability distributions. Analysis results can be
generated by use of Monte-Carlo simulations or
FORM/SORM (first/second order reliability
methods), accounting for the full scatter of system
relations and input variations. The level of
962
conservatism can then be quantified and evaluated
versus an acceptable probability of failure. This
paper presents results from a SRA of a fictitious but
still realistic well model, including the main
assumptions that were made, and discusses how SRA
can be applied to a wellhead fatigue analysis. Global
load analyses and local stress calculations were
carried out prior to the SRA, and a response surface
technique was used to interpolate on these results.
This analysis has been limited to two hotspots located
in each of the two main load bearing members of the
wellhead system. The SRA provides a probability of
failure estimate that may be used to give better
decision support in the event of life extension of
existing subsea wells. In addition, a relative
uncertainty ranking of input variables provides
insight into the problem and knowledge about where
risk reducing efforts should be made to reduce the
uncertainty. It should be noted that most attention
has been given to the method development, and that
more comprehensive analysis work and assessment of
specific input is needed in a real case.
Fatigue life
Structural analysis
Structural reliability
Wellheads
2013112714
Fatigue assessment of subsea wells for future and
historical operations based on measured riser
loads.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83162, pp 139-150
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732415
Russo, M., Holden, H., Et al
English
Operators in the North Sea have recently strengthened
their efforts in documenting the integrity of subsea
wellhead systems. As a part of this effort, fatigue
damage estimation of subsea wells in service has
been performed. Fatigue damage estimation on
subsea wells due to drilling riser dynamic loads was
carried out by the use of analytical model results. The
applied analytical methodology is based on a
decoupled approach, where global load analyses and
local stress calculations are carried out prior to a SN
based fatigue accumulation. Applying such
methodology on safety critical systems the analytical
963
philosophy should ensure conservative fatigue
damage. For cases where the fatigue calculations
returned unfavourable estimates, one corrective
action has been to measure the actual riser response
and to monitor the development of fatigue damage
closely. For this purpose a methodology for fatigue
estimation based on measured riser response was
needed. In this approach of estimating the fatigue
damage, the global load analysis results are replaced
by measured dynamic load time series. By combining
direct riser response measurements with local stress
calculations, a revised SN based fatigue accumulation
can be performed. The fatigue damage derived from
measured riser response is compared to the fatigue
damage based only on analytical results. From this
comparison the conservatism in the analysis
methodology for the global riser response is shown to
be significant. As this method relays on
measurements, it will only yield historical fatigue
damage and at best it can return updated fatigue
capacity usage on the fly. Forecasting fatigue damage
still have to be established based on global riser
analyses results, resulting in a conservative forecast.
This paper suggests an updated methodology using
actual measured response to both asses fatigue
damages of historical operations and forecast fatigue
damages based on historic operations. By cycle
counts of measured response time series (one hour
response) a link between this cycle count and the
coexistent significant wave height and spectral peak
period can be established. This relationship between
observed weather and measured response is
representative for the rig and riser system on which
the measurements were performed. Then forecast and
measurements of the weather conditions can be used
to estimate the historical damage and the future
fatigue damage respectively. The paper presents
results from the suggested approach by use of
examples from a real North Sea well in shallow
water.
Fatigue life
Risers
Stresses
Wellheads
ABSTRACTS
2013112715
Current trends in fatigue and fracture assessment
in commercial ships.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Basu_Paper.pdf
Basu, R.I.
English
Commercial ship structure designs are normally
checked using rules developed and maintained by
Classification Societies. Fatigue is one of several
structural failure modes addressed in the rules. The
rules are continually evolving as new information
becomes available. Other broader trends also
influence the rules. The most important of these are
the current initiatives to harmonize the rules and
introduce the International Maritime Organization
Goal Based Standards. A new set of harmonized rules
have been proposed including a set for fatigue
assessment. A number of modifications and additions
have been made. Some are in response to field
experience and other are due to changes in design and
operational practice. The influence of corrosion is
more explicitly acknowledged. Other topics which
also received added attention are the treatment on
mean stress in fatigue assessment and the use of
fatigue life improvement techniques. These topics are
described in the paper. The paper also includes a
discussion of uncertainties in fatigue assessment and
what might be done to more directly address them in
a systematic way.
Fatigue life
Fracture
Ship structures
Trends
ABSTRACTS
2013112716
Effect of high-frequency response of TLP tendon
fatigue.
OMAE 2012, 31st International Conference on
Ocean, Offshore and Arctic Engineering; 1-6 July
2012; Rio de Janeiro, Brazil. Proceedings.
Published by ASME, New York, US; ISBN 978-0-
7918-4488-5. Volume 1: Offshore Technology, Paper
OMAE2012-83264, pp 221-230
http://proceedings.asmedigitalcollection.asme.org/pr
oceeding.aspx?articleid=1732427
Muehiner, E., Banumurthy, S., Murray, J.
English
High-frequency vibrations of Tension Leg Platforms
(TLPs), commonly known as ringing and springing,
have challenged TLP designers since the first full-
scale TLP was installed in the North Sea in 1984.
Although current design codes recognize the
significance of the ringing and springing response for
tendon design, no widely accepted modelling
approach for their calculation has yet emerged. This
paper presents a nonlinear time-domain model of a
TLP that exhibits the ringing and springing response
of the vessel. The analysis model uses large
displacement theory for the vessel and tendons and a
semi-empirical wave model based on a modified
linear wave theory. Predictions of vessel motions and
tendon loads made with the analysis model were
compared to model tests and were found in good
agreement with the measurements. The analysis
model was also was used to investigate the fatigue
damage in the tendons caused by the vessel’s high-
frequency response. Tendon stress time histories were
computed for nine different unidirectional sea-states.
These sea-states represent a condensed wave scatter
diagram for the Gulf of Mexico. The tendon fatigue
was calculated from the stress histories by rainflow
counting. Fatigue contributions from different
frequency ranges were identified by Fourier analysis.
The analysis showed that high-frequency response
was present in all sea-states even though ringing
occurred only in sea-states with significant wave
heights above 10 ft. Tendon fatigue damage
contribution from high-frequency loads were found to
be significant in every sea-state. For all sea-states
combined 73% of the up-wave tendon fatigue damage
was due to high-frequency response. For the down-
wave and the cross-wave tendons, the high-frequency
contributions were 57% and 34%, respectively. This
paper demonstrates the importance of considering
high-frequency response for the fatigue design of
964
TLP tendons. Another finding of the study is that the
analysis model using a modified linear wave theory
can describe the ringing and springing behaviour of a
TLP provided other significant nonlinearities of the
system are considered.
Fatigue (materials)
Springing
Tension leg platforms
4.2 PROPERTIES OF MATERIALS
2013112717
Methodology of quick estimation of cyclic fatigue
behaviour in a confined plastic zone: application
to welded joints for shipbuilding.
Association Technique Maritime et Aéronautique,
111th Session; 5-6 June 2013; Paris, France. Paper
No. 2636
http://www.atma.asso.fr/US/publication_detail.php?p
ub=655&page=17
Plessis, S., Thevenet, D., Et al
French
Welded assemblies commonly used in the
shipbuilding industry provide many possibilities for
the design of complex structures from simple
geometric elements. These key elements contribute to
the integrity of the structure and are subjected to
complex and intense cyclic loading. Welded
assemblies contain geometrical discontinuities, which
generate local stress and strain concentrations, and
more particularly along the welding seam and due to
confined plasticity, nucleation of fatigue cracks can
occur in these highly stressed regions. Shipbuilding
engineering and design departments therefore need to
have efficient methods to predict the fatigue
behaviour of welded assemblies. Elastic-plastic finite
element analyses could be performed but since the
computational cost is prohibitive, other quick
estimation methods were developed. The local
elastic-plastic behaviour can be estimated using, for
instance the Neuber’s rule but, the lack of accuracy in
these methods led to a new approach based on
homogenization models which is used in this study.
Predictions from this approach will be compared to
finite element computations and to experimental
results on shipbuilding welded assemblies
Elastoplasticity
Fatigue (materials)
Welded joints
965
2013112718
Multifunctional composite materials for military
naval applications.
Association Technique Maritime et Aéronautique,
111th Session; 5-6 June 2013; Paris, France. Paper
No. 2637
http://www.atma.asso.fr/US/publication_detail.php?p
ub=656&page=17
Parneix, P., Priser, M.
French
Composite materials are naturally multifunctional
materials which besides the possibility of realizing
structures, offer a technical advantage (weight
reduction, corrosion resistance, heat insulation) with
regard to a product realized with more traditional,
metallic structural materials in particular. Over time,
we have passed from a "natural" multi-functionality
to an “elaborated” multi-functionality leading to
complex structures constituting themselves integrated
systems. This paper details this evolution of
composite materials leaning on numerous examples,
in particular in the military naval domain.
Composite materials
Naval vessels
2013112719
Realistic fatigue life prediction of weld toe and
weld root failure in load-carrying cruciform joints
by crack propagation analysis.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 26, pp 241-248
http://www.crcpress.com/product/isbn/978113800045
2
Fischer, C., Fricke, W.
English
At load-carrying cruciform joints weld fracture due to
cyclic loading occurs either at the weld toe or weld
root, mainly depending on the ratio between late and
weld throat thickness. For a weld shape optimisation
a reliable prediction of the critical fatigue crack is of
interest and can be assured by limit curves derived
from experiments or, alternatively, by different
approaches of fatigue assessment. In this paper three
common approaches are applied to a selected
geometry aiming to benchmark their quality with
respect to the fatigue assessment and the prediction of
the failure critical notch. Here, disagreement with
tests occurs when a two-dimensional crack with a
constant depth along the weld seam is assumed.
Therefore, different possibilities reaching a more
ABSTRACTS
realistic fatigue life assessment are analysed and it is
shown how a semi-elliptical crack front at the weld
toe can be included in the crack propagation analysis.
Moreover, several solutions are presented in order to
estimate a proper aspect ratio together with their
influence on the stress intensity factors and life
cycles. For the improved crack propagation analysis
a solid model is generated by finite elements and
different crack sizes at the weld toe are investigated.
It was found that creating the crack front and its
direct connection to the weld seam as well as the
estimation of stress intensity at the plate surface are
the challenging tasks. The three-dimensional crack
propagation analyses prove that the total remaining
lifetime is more realistic if a semi-elliptical crack is
taken into account. This finally leads to identify the
critical location of crack initiation correctly and
confirms the results of experimental evaluation and
stress-based approaches.
Crack propagation
Cruciform joints
Fatigue life
2013112720
Fatigue strength of laser-welded thin plate ship
structures based on nominal and structural hot-
spot stress approach.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 27, pp 249-254
http://www.crcpress.com/product/isbn/978113800045
2
Fricke, W., Remes, H., Et al
English
This paper investigates the fatigue strength of thin
plated ship structures. In the European research
project BESST (Breakthrough in European Ship and
Ship Building Technologies), an extensive fatigue test
programme was carried out for butt and fillet welded
specimens, which were manufactured by arc, laser
and laser-hybrid methods. The test programme also
covered the different production quality and thus, a
large variation of misalignments was included.
Fatigue test results were analysed using the nominal
as well as the structural stress approach, where the
actual geometry of the specimens was taken into
account.
Fatigue strength
Thin plates
Weldments
ABSTRACTS
2013112721
Influence of surface integrity on the fatigue
strength of high strength steel in balcony openings
of cruise ship structures.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 28, pp 255-261
http://www.crcpress.com/product/isbn/978113800045
2
Korhonen, E., Remes, H., Et al
English
This paper investigates experimentally the influence
of surface integrity to the fatigue strength of high
strength steel used in balcony openings of cruise ship
structures. The fatigue test specimens, having a dog-
bone shape and yield strength of 355 MPa, 460 MPa
or 690 MPa, were cut by plasma. After the cutting,
the specimens were treated by grinding or by grinding
followed by sandblasting, i.e. using post-cutting
treatments suitable for shipyard conditions. The
resulting surface roughness and hardness profile were
measured. Fatigue tests with load ratio R=0.1 were
carried out until failure of the specimens. The
investigation shows that post-cutting treatments
suitable for shipyard conditions can considerably
increase the fatigue strength of high strength steel
used in balcony openings.
Fatigue strength
Fatigue tests
High strength steel
2013112722
Finite element modelling of the ultimate strength
of stiffened plates with residual stresses.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 34, pp 309-317
http://www.crcpress.com/product/isbn/978113800045
2
Tekgoz, M., Garbatov, Y., Guedes Soares, C.
English
The objective of this work is to analyse the effect of
residual stress on the ultimate strength assessment of
a stiffened panel. The analysis is performed by a
nonlinear finite element method. The ultimate
strength is evaluated for 3 finite element models
accounting for different levels of residual stresses and
boundary conditions in order to develop modified
966
stress strain curves that can be used directly for
nonlinear finite element analyses of ultimate strength
of stiffened panels.
Finite element method
Residual stress
Stiffened plates
Ultimate strength
2013112723
Elastic buckling and elasto-plastic collapse
behaviours with torsion of a longtitudinal stiffener
under axial compression.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 35, pp 319-328
http://www.crcpress.com/product/isbn/978113800045
2 manhole of a hopper tank transverse web frame were
Yanagihara, D., Fujikubo, M.
English
In this study, FE analyses are performed for stiffened
plates with a flat-bar or deep tee-bar under axial
compression, the characteristics of the torsional
deformation of the stiffener is clarified. The
analytical solutions based on elastic large deflection
analysis are derived to simulate the elastic behaviour
of an isolated stiffener under axial compression. It is
confirmed that the elastic behaviour has a sufficient
accuracy. The method for the stiffened plate is also
proposed. The elastic behaviour in the case with the
flat-bar is simulated with sufficient accuracy, while
the accuracy in the case with deep tee-bar is not
sufficient. However, it is acceptable to estimate the
ultimate strength. The ultimate strength of the
stiffened plate with the deep tee-bar is estimated
using the analytical solutions. The estimated strength
has a good correlation with that obtained by FEA, and
it is found that the proposed method is beneficial.
Buckling
Elastoplasticity
Finite element method
Stiffened plates
967
2013112724
Numerical analysis of cracked marine structures
repaired with composite patches.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 40, pp 367-375
http://www.crcpress.com/product/isbn/978113800045
2
Avgoulas, E.I., Karatzas, V.A., Et al
English
The vast majority of ships and marine structures are
inevitably facing typical defects such as corrosion and
cracks. A new and quite promising repair method is
using composite material patches. This work consists
of a numerical simulation of such repairs in a cracked
structural component of an Aframax tanker.
Following IACSs Common Structural Rules, cracks
of different lengths and in two locations around the
modelled. Different composite patch configurations
were applied and studies for each crack case. The
stress field in the area around the crack was
calculated, along with the stress intensity factors,
prior and after composite patch repairing. Results
showed that stresses are significantly reduced and that
the reduction of the stress intensity factor after the
repair ranges between 51% and 93% compared to the
unpatched case, thus significantly slowing down, or
in some cases even practically arresting, the crack
growth.
Composite materials
Numerical analysis
Patching
Stress intensity factors
2013112725
Hybrid composite and metallic hulls, the best of
both worlds.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 41, pp 377-381
http://www.crcpress.com/product/isbn/978113800045
2
Barsoum, R.G.S.
English
Hybrid composite and metallic structures may
provide cost-effective solutions for future ship hulls.
This paper discusses the advantages of the hybrid hull
from the “Total Ship Engineering” approach. They
offer the potential to reduce the manufacturing costs
ABSTRACTS
associated with complex shaped bow and stern
sections while simultaneously providing a lower
weight and non-magnetic structural design. The
paper discusses the research and development effort
on lightweight, low-cost, improved survivability
hybrid hull concepts and composite-to-steel joining
technology for future hybrid hull structures. It also
discusses the use of the hybrid concept for hull
modification to increase payload and improve fuel
efficiency. It addresses analytical assessment and the
influence of design parameters on joint performance,
tests of several hybrid joint components involving the
in-plane attachment of a composite bow/stern
component to a metallic mid-body ship hull,
investigations of material and geometric design
parameters for hybrid composite-to-steel joints for
bonded, fastened, and bonded/fastened configurations
and their performance under static, dynamic loading.
Composite materials
Hull materials
Metals
2013112726
Calibration of a finite element composite
delamination model by experiments.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 43, pp 389-396
http://www.crcpress.com/product/isbn/978113800045
2
Gaiotti, M., Rizzo, C.M., Et al
English
This paper deals with the mechanical behaviour under
in plane compressive loading of thick and mostly
unidirectional glass fibre composite plates made with
an initial embedded delamination. The delamination
is rectangular in shape, causing the separation of the
central part of the plate into two distinct sub-
laminates. The work focuses on experimental
validation of a finite element model built using the 9-
noded MITC9 shell elements, which prevent locking
effects and aiming to capture the highly nonlinear
buckling features involved in the problem. The
geometry has been numerically defined by a
previously established modelling strategy (Branner et
al., 2011; Gaiotti & Rizzo, 2011), using a pure shell
model where the delamination is accounted for by
properlyoffsetting its surfaces and connecting them
ABSTRACTS
to the intact plate via rigid link constraining
algorithms. The numerical model is compared with
experimental results provided by an extensive
experimental campaign (Branner & Berring, 2011).
Along with the experimental/numerical comparison,
an attempt to identify the fracture modes related to
the production methods is presented. A microscopic
analysis of the fracture surfaces was carried out in
order to better understand the failure mechanisms.
Composite materials
Compression
Glass fibres
Mechanical properties
2013112727
Comparison of load-carrying behaviour between
web-core sandwich, stiffened and isotropic plate.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 44, pp 397-404
http://www.crcpress.com/product/isbn/978113800045
2
Jelovica, J., Romanoff, J.
English
This paper investigates theoretically the differences in
load-carrying behaviour between web-core sandwich
plate, stiffened plate and isotropic plate. Buckling
and post-buckling is studied. The study is carried out
using two approaches, both solved with the finite
element method. The first if a three-dimensional
model of the plates. The second approach is the
equivalent single-layer theory approach. First-order
shear deformation theory is used. The second
approach allows plates to be viewed through ABD-
and DQ stiffness coefficients. Plates are axially
loaded in the web plate/stiffener direction. Simply
supported boundary condition is considered with
loaded edges kept straight and unloaded edges free to
move in-plane. The results show that the buckling
load of sandwich plate is 42% to 65% higher than the
stiffened plates. The reason is that sandwich plate is
a symmetrical structure where coupling between in-
plane and out-of-plane displacements does not exist
(B-matrix is equal to zero). Furthermore, breadth-to-
thickness ratio (representing local plate slenderness)
is about two times lower in sandwich plate than in
stiffened plate which prevents local buckling. On the
other hand, buckling load of sandwich plate can be
improved by increasing the transverse shear stiffness,
e.g. by filling the voids in the core. For the same
structural weight, post-buckling stiffness of stiffed
plate is somewhat lower that in sandwich, also owing
968
to the B-matrix. Isotropic plate of the same bending
stiffness as sandwich plate has higher post-buckling
stiffness due to larger in-plane stiffness (A-matrix) or
structural weight.
Bearing capacity
Sandwich structures
Stiffened plates
2013112728
An experimental and numerical study of corroded
steel plates repaired with composite patches.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 45, pp 405-412
http://www.crcpress.com/product/isbn/978113800045
2 technique to find impact strength, finite element
Karatzas, V.A., Kotsidis, E., Tsouvalis, N.G.
English
The work presented in this paper consists of an
experimental study of artificially corroded steel plates
repaired with composite patches. In total eight
specimens were tested in tension. The effect of
ageing was taken into consideration by three different
ageing scenarios. Part of the experimental results was
subsequently validated with the use of numerical
simulations that encompassed cohesive elements so
as to simulate the debonding procedure. Results
showed tha t patch repairing was able to rehabilitate
the defected steel plates and improve their load
bearing capacity. The numerical results are in good
agreement with the experimental ones.
Composite materials
Corrosion
Patching
Steel structures
2013112729
On the scope of using composite as major
structural parts of large commercial ships.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 46, pp 413-420
http://www.crcpress.com/product/isbn/978113800045
2 a first-order reliability assessment procedure. The
Kunal, K., Surendran, S.
English
The use of composite materials in the marine field has
increased drastically due to their superior properties
969
such as ratio of strength to weight, improved
corrosion resistance, environmental resistance and
life cycle costs. Composite materials are susceptible
to damage under impact load, causing considerable
reduction in strength and stiffness. Therefore, the
impact response of fibre reinforced laminated
composites are to be analysed. There are two types of
impact loads namely low velocity impact and high
velocity impact. In the marine context, low velocity
impact is more relevant. The deterioration of steel in
salt water is well known. There are advantages if
composites are used for ship structural parts. The
designer has to develop alternate compositions of
composite panels using chemical additions. The
impact strength of the above mentioned composite
panels using chemical additions should be measured.
It is desirable to have a record of the composition of
composite panels for the most favourable operating
conditions. The methodology covers experimental
analysis using the FEM packages ANSYS for static
analysis and ABAQUS for impact load analysis.
Composite materials
Hull materials
Ship structures
2013112730
Hull girder reliability assessment of FPSO.
MARSTRUCT 2013, 4th International Conference on
Marine Structures; 25-27 March 2013 Espoo,
Finland. Published by CRC Press; ISBN 978-1-138-
00045-2. Chapter 59, pp 535-543
http://www.crcpress.com/product/isbn/978113800045
2
Chen, N-Z., Wang, G., Bond, J.
English
This paper aims to establish a rational reliability
assessment procedure for hull girder ultimate strength
assessment of ship-shaped FPSOs. The hull girder
ultimate strength of FPSOs is calculated by a rigorous
progressive collapse analysis using Smith method.
The stochastic model of still-water bending moment
is established based on the loading conditions from
the operation manual of FPSOs. A stochastic model
for the extreme value of Vertical Wave-Induced
Bending Moment (VWBM) is proposed based on the
long-term distribution of VWBM and the extreme
value theories. Hull girder reliability is measured by
effects of return period of VWMB, environment
safety factor, and corrosion effects on hull girder
ABSTRACTS
reliability index are investigated. A sensitivity
analysis for each random variable is also conducted.
FPSOs
Hull girders
Structural reliability
2013112731
Advanced composites in marine applications.
HIPER 2012, 8th International Conference on High-
Performance Marine Vehicles; 27-28 September
2012; Duisburg, Germany. Papers. Published by
University of Duisburg-Essen, Institute of Ship
Technology, Ocean Engineering and Transport
Systems, p 8 [24 p, 7 ref, 3 tab, 34 fig]
http://www.uni-due.de/IST/index_en.shtml
Hoffmeister, H.
English
From ocean spray moulding to autoclaved carbon
structures; from chopped strand mat to Thin Ply
Technology (TPT®); an overview of the variety of
materials used for the construction in composites is
given. Typical production methods and resulting
specific materials properties and failure modes are
described. Implications of mechanical properties into
engineering analyses are discussed. Recent examples
from industry practice serve as illustrations.
Composite materials
Fibre composites
Hull materials
Laminates
Mechanical properties
2013112732
Aluminium ship structures.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Collette_Paper.pdf
Collette, M., Sielski, R.
English
The US Navy’s use of aluminium for vessel
structures has been growing in recent years, with
several classes of ships using aluminium as a
structural material for their hulls or superstructure.
Aluminium provides a significant weight advantage
at a slightly increased cost over a comparable steel
structure, which has advantages for high-speed craft
and weight or stability restricted vessels. However,
ABSTRACTS
recent experience has underlined that aluminium is
not simply a lighter version of steel, and constructing
ships without considering aluminium’s unique
properties can lead to extensive maintenance issues in
service. This paper reviews recent work on
aluminium, covering material issues including new
alloys, sensitization and stress corrosion cracking,
tensile and compressive limit state prediction,
response under lateral load, fatigue initiation, crack
propagation, and wider issues of design and lifecycle
analysis. Future research and development needs are
then presented based on the state-of-the-art.
Aluminium
Mechanical properties
Ship structures
4.3 CORROSION AND FOULING
2013112733
Learning from the navy.
The Naval Architect, September 2013, p 30 [2 p,
3 fig] http://www.rina.org.uk/tna.html
No author given
English
This article looks at coating technology developed for
the US Navy which is now being applied to protect
the ballast tanks of commercial vessels. Fast Clad ER
is edge-retentive, cures to recoat within one hour, and
can be placed into immersion service in 24 hours at
25oC.
Anticorrosion coatings
Ballast tanks
Corrosion
5 NAVAL VESSELS AND DEFENCE
TECHNOLOGY
2013112734
Naval economy and flexibility.
LCS 2012, 2nd International Conference on
Technologies, Operations, Logistics and Modelling
for Low Carbon Shipping; 11-12 September 2012;
Newcastle upon Tyne, UK. Organised by University
of Newcastle [8 p, 4 fig]
http://www.lowcarbonshipping.co.uk/
Buckingham, J.
English
Coastguard vessels, offshore patrol vessels and
970
corvettes typically have a basic design which
comprises a two-shaft propulsion system with each
shaft driven by one medium-speed (i.e. 500 to 1,000
rpm) Main Diesel Engine (MDE). Conventional
propulsion arrangements such as this are compared
with a four-MDE design and a hybrid design to assess
the scope for energy savings through better fuel
economy and propulsion and power generation
redundancy. Suitably used, the alternative designs
allow for operations where the running engines are
better matched to the power generation demand at
any given mix of ship speed and ships power demand.
Energy conservation
Hybrid propulsion
Naval vessels
2013112735
Type 26 – achieving a noise reduced design.
Marine Engineers Review, September 2013, p 18
[4 p, 2 fig]
http://www.imarest.org/GainKnowledge/OurMagazin
es/MarineEngineersReview.aspx
Chowaniec, Z., Jennings, A.
English
The Type 26 Global Combat Ship is the first UK
Royal Navy surface ship since the Type 23 to be
designed to meet a demanding underwater radiated
noise (URN) signature requirement. This article
looks at the design, development and integration of
appropriate noise reduction measure into the Type
26 platform, representing one of the most complex
engineering integration challenges to be undertaken
on any modern warship.
Frigates
Noise reduction
Underwater
2013112736
Operational ship utilization modelling of the
DDG-51 Class.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Anderson_Paper.pdf
Anderson, T., Gerhard, K., Sievenpiper, B.
English
Surface ship speed-time profiles (representations of
the percentage of underway time spent at all speeds in
971
ship’s speed range) are important points of reference
when conducting conversion and trade studies,
especially those that are concerned with increasing
fuel efficiency. The speed-time profile for the US
DDG-51 class was originally estimated in 1994 using
CG-47 data and has not been updated or validated
since. This study provides a new profile, using actual
current data taken from the deck and engineering logs
of several ships. The result is considerably different
from the version currently in use, and the impact
these differences would have on trade study decisions
are potentially very significant. Useful information
not present in the current version , such as plant
configuration and the ship’s operational posture, is
also included.
Fuel conservation
Naval vessels
Ship operation
Ship speed
2013112737
Current trends in naval ship design.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Ashe-Delpizzo_Paper.pdf
Ashe, G.M., Delpizzo, R.D.
English
This paper discusses the continuing trend away from
traditional naval design approaches towards a
baseline centred in common international
requirements. It cites possible motivating factors in
this effort, such as the acquisition reform initiatives of
the 1990‘s and decline of total reliance on military
design documents, and cites examples of a more
global approach to design and acquisition through
instruments and organisations such as ASTM F25,
ISO TC8, ANEP 77, and finally Classification
Society Rules and Guides such as the ABS Naval
Vessel Rules and International Naval Ship Guide.
Design criteria
Naval vessels
Ship design
Trends
ABSTRACTS
2013112738
Carrier Team One: the lessons from longevity.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Blanton_Paper.pdf
Blanton, G.B., Hubert, C., Lee, J.
English
Over the past 30 years, the US Navy has initiated
numerous initiatives to improve ship maintenance
including Deming/Total Quality Leadership (TQL);
programs based on the theories of Covey and Crosby;
quality circles; high performance organizations; and
SHIPMAIN, to name a few. All of these initiatives
lasted but a few years, usually about one tour after the
founder(s) moved on. Since the first meeting in
February 1997, Carrier Team One (CT1) continues to
be a driving force behind continued process
improvement and knowledge sharing within the
aircraft carrier maintenance community. This paper
provides a deeper assessment of the longevity of CT1
and why it succeeded when other efforts did not. The
paper uncovers which CT1 “best practices”, whether
intentional or merely stumbled upon, contribute to its
success. The paper also examines CT1 transitions
during ongoing efforts to improve, and concludes
with speculation on the challenges a mature Team
One effort might face within the next decade. Since
CT1 is the only known ship maintenance
improvement initiative to have survived past
adolescence, the authors hope that Carrier Team
One’s experiences might benefit other ongoing efforts
to improve ship maintenance.
Aircraft carriers
Ship maintenance
2013112739
Designing for flexibility with set based design:
observations from ship to shore connector.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Buckley-Singer_Paper.pdf
Buckley, M.E., Singer, D.J.
English
Set Based Design (SBD) has been promoted as a
method that enhances design flexibility and
effectively supports concurrent engineering practices,
ABSTRACTS
especially when compared with more traditional
methods involving conventional optimisation or
directed search. In July 2012, the US Amphibious
Warfare Office (PMS 377), awarded a contract to
build the SSC Test and Training craft, with options to
build additional craft. In designing the SSC, the US
Navy applied SBD practices to the design challenge
of replacing an aging LCAC fleet. The tale of the tape
for both design flexibility and the practicality of
implementing SBD rest in the results of the effort, in
observations gleaned, and lessons learned. Earlier
papers describing the SBD experience in the Ship to
Shore Connector have detailed many process
specifics, programmatic influences and impacts of
SBD. While the backdrop of the SSC effort is enlisted
once again in this paper, for the first time, specific
process observations on the potential impact of SBD
as a method for pursuing design flexibility are made.
Lessons learned are discussed and some
recommendations for improving future
implementations, especially in terms of designing for
flexibility, are offered. Finally, some quantitative
observations of SBDs capacity to facilitate and
enhance design for flexibility are offered based on the
final steps to down select during the SSC exercise.
Naval vessels
Ship design
Ship to shore
2013112740
The financial & energy information system impact
of implementing smart voyage planning decision
aid.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Essig_Paper.pdf
Essig, M.W., Kirkpatrick, K.E., Sullivan, T.R.
English
As the US Navy continues to emphasize energy
security, many energy saving initiatives and programs
are being developed and implemented to reach
SECNAV fuel reduction goals by 2020. This paper
tracks the maturation of Smart Voyage Planning
Decision Aid (SVPDA) from discovery to possible
implementation through the use of the Maritime
Energy Portfolio Tool. The paper analyses how
energy data is currently collected, to monitor and
drive implementation decisions, and recommends
future investment in an integrated Energy Information
Management System. This System will provide
972
recommendations for energy saving initiative
implementation and operational strategies that
optimise mission capability, energy savings, and
return on investment.
Decision support systems
Energy conservation
Naval vessels
Passage planning
2013112741
Structural life-cycle management of ships under
uncertainty.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Frangopol_Paper.pdf
Frangopol, D.M., Soliman, M.
English
Successful life-cycle management of ships is best
conducted through an integrated life-cycle framework
that accounts for uncertainties. These uncertainties
are inherently present in the loading conditions,
deteriorating mechanisms, inspection and
maintenance activities, as well as in the models
adopted to identify the structural resistance of the
ship. This paper presents a brief overview on the
recent research work performed at Lehigh University
in the field of life-cycle management of naval vessels
under uncertainty. The discussed topics include
probabilistic performance assessment under different
operational conditions, inspection and monitoring
planning, and maintenance optimisation.
Additionally, the paper covers some of the challenges
and research areas that need further development to
improve the capabilities of the proposed approach.
Life (durability)
Naval vessels
Ship maintenance
Ship management
Vessel inspection
973
2013112742
The rapid ship design environment – multi-
disciplinary optimisation of a US Navy frigate.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Gray_Paper.pdf
Gary, A., Cuneo, B., Et al
English
Early-stage design decisions directly impact the
ultimate quality and cost of a design. The goal of the
US Navy’s Rapid Ship Design Environment (RSDE)
is to enhance early-stage ship design by utilizing
higher fidelity design and analysis tools, earlier in the
ship design process to intelligently search for an
optimal ship design. In the RSDE, Multi-disciplinary
optimisation (MDO) will be utilized to link existing
ship synthesis and analysis tools to create a design
system capable of providing intelligent decision
support. Knowledge is necessary to make intelligent
decisions. RSDE applies MDO routines in such a way
as to facilitate design space exploration (DSE) and
utilization of design of experiments (DOE). By using
a mixture of gradient and non-gradient based, discrete
and continuous MDO methodologies, the RSDE will
be capable of representing the inherent uncertainty of
early-stage ship design requirements and design
values. The use of DSE and uncertainty
representation together will allow for a shift from the
classical, point-based, design-spiral approach,
towards a modern set-based design (SBD) approach
for early-stage ship design. The focus of this paper is
the MDO capabilities within the RSDE. To date, a
ship analysis Use Case has been developed to test the
current RSDE MDO capabilities. The goal of the
initial Use Case was to test the ability of RSDE to
handle continuous design variables while developing
a robust, optimal hull form. The MDO algorithms
utilized two discipline optimisations, minimizing
lifetime power requirements and maximizing the
percentage time operational. Preliminary results have
shown the MDO algorithms to be capable of reaching
an optimal solution within the boundary of the stated
Use Case. The RSDE will act as a foundation for the
ABSTRACTS
continued growth and development of a SBD
capability for the US Navy and will aid the workforce
in producing more robust ship designs, reducing the
need for costly late-stage design changes.
Frigates
Naval vessels
Optimisation
Ship design
2013112743
Bidirectional power converters perform DC/DC,
AC/DC and DC/AC functions in shipboard power
systems.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Jacobson_Paper.pdf
Jacobson, B., Holmansky, E., Et al
English
The new generation of “all electric” ships will deploy
high-power weapons systems such as electromagnetic
rail guns, electromagnetic aircraft launch systems and
high-energy lasers. The new systems demand major
improvements not only in weight, size, and fuel
consumption, but also in the voltage quality provided
by the ship’s power conversion equipment. This
paper describes a paradigm-changing component for
the future fleet: the modular, reconfigurable
Bidirectional Power Converter (BDPC). The BDPC
enables implementation of a scalable system that
provides plug-and-power connection of loads and
sources for multiple applications. It enables a high-
efficiency, multi-use energy storage system with
nodes throughout the ship that can be used for
multiple applications. The BDPC meets the needs of
the present and future naval ships to (A) reduce fuel
consumption, (B) satisfy the demands of energy-
intensive weapons systems and (C) provide advanced
power systems at an affordable cost.
Current converters
Naval vessels
Ship electric power systems
ABSTRACTS
2013112744
Fatigue design and assessment of navy ships.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Kihl_Paper.pdf
Kihl, D.P.
English
Navy ships are expected, by design, to operate in very
severe and hostile environments. The ability of Navy
ships to operate as intended is reflected in their
reliability and planned availability. Unexpected
fatigue crack initiation and growth can adversely
affect the structural performance and life cycle cost of
the ship. If severe enough, fatigue crack initiation and
growth can lead to unplanned repair, restricted
service, or reduced availability. As such, whether
implicitly or explicitly designed against it, fatigue
crack initiation and growth must be addressed. The
paper offers insight into the methodology and
challenges of designing and assessing Navy ships for
fatigue crack initiation and growth.
Fatigue life
Naval vessels
2013112745
Lifecycle support for naval ships based on
structural health monitoring: data to decisions
strategies.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Lynch_Paper.pdf
Collette, M., Lynch, J.P.
English
There is growing interest in extending the service life
of existing naval vessels. For the structural
components of the hull, supporting such extensions is
presently difficult as the vessel’s loads are
continuously changing as the vessel’s war-fighting
capabilities and operational profile of the vessel are
typically evolving over its life-span. To best manage
this challenging situation, lifecycle support systems
are direly needed to predict the health of the hull,
estimate remaining life in hull components and to
estimate the costs of hull repairs over the anticipated
remaining service life of the vessel. Towards this
end, various enabling technologies are now emerging
974
that have the potential to usher in powerful lifecycle
decision support systems for the US Navy. For
example, sensing technologies have dramatically
improved in recent years with dense instrumentation
of in-service hulls possible. However, sensors and
the data they generate are only useful if they are
integrated into a comprehensive data-to-decision
(D2D) framework that provides port engineers and
ship owners with valuable information derived from
sensor data that quantitatively supports their decision
making process. This paper proposes a
comprehensive D2D framework for the naval
engineering community based on the integration of
sensor networks, database systems, and
computational tools, all working together to
interrogate raw sensor data for extraction of pertinent
ship lifecycle information required for optimal
decision making.
Naval vessels
Structural monitoring
2013112746
Structural design of naval vessels: recent
developments and emerging challenges.
ASNE Day 2013, “Engineering America’s Maritime
Dominance”; Annual Meeting of the American
Society of Naval Engineers; 21-22 February 2013;
Arlington, VA, US.
https://www.navalengineers.org/ProceedingsDocs/AS
NEDay2013/Nappi_Paper.pdf
Nappi, N., Collette, M.
English
This paper presents an overview of current naval
structural design procedures and challenges, as well
as areas for future exploration. Unique features of the
design, production, and operation of naval ship
structures are reviewed. Then a two-task breakdown
of the structural design process into achieving fitness-
for-purpose, and achieving higher design goals is
presented. While these tasks are not independent, past
developments have tended to focus more heavily on
one task or the other. The current state-of-the-art and
recent developments such as goal-based standards,
classification of naval vessels, and complexity
estimation are reviewed. Novel structural
configurations such as the advanced double hull
design are reviewed as part of the focus on design for
975
production. Significant opportunities for future
development in terms of regulatory approaches,
design frameworks, optimisation, and design
approaches are presented.
Naval vessels
Ship design
2013112747
VIRGINIO FASAN.
Tecnologie Trasporti Mare, v 44 n 4, July-August
2013, p 18 [4 p, 8 fig] http://www.ttmweb.it/
No author given
Italian
On 31st March 2012, another significant FREMM
Programme high level objective was achieved. At
Riva Trigoso (Genoa) shipyard the Italian frigate
VIRGINIO FASAN was launched. The vessel is the
First of the Anti Submarine Warfare Class, ordered
by OCCAR within the framework of the Italian-
French cooperation. The frigate is 139 metres long
with a beam of 19.7 metres, a displacement at full
load of approximately 5,900 tonnes, and is designed,
to achieve a maximum speed of over 27 knots and to
provide accommodation for a crew of 200 people,
granting high degree of flexibility and the possibility
to operate in most of the all current complex
scenarios.
Frigates
Naval vessels
Vessel descriptions
2013112748
Application of cell based multidimensional space
in warship alternatives design.
Journal of Naval University of Engineering, v 25 n 2,
April 2013, p 89 [4 p, 8 ref, 1 tab, 2 fig]
http://caod.oriprobe.com/articles/32187891/Applicati
on_of_cell_based_multidimensional_space_in_warsh
ip_alternativ.htm
Ren, W., Xiong, Y.
Chinese
The method of abstracting cell arrays into
multidimensional space points was proposed to build
multidimensional coordinate on the basis of analysing
the characteristics of cell and multidimensional space.
The disperse points in multidimensional space were
used to describe the overall project design, and the
cell arrays were adopted to describe the diverse
function attributes of warship subsystem alternatives.
The application of the digitized cell set to the warship
ABSTRACTS
scheme dramatically reflects the advantages of virtual
alternative design based on the function block and of
optimisation d esign based on the concept analysis.
Naval vessels
Ship design
6 MISCELLANEOUS
2013112749
A systems perspective on decarbonising the UK
energy system – the impacts on shipping CO2
emissions.
LCS 2012, 2nd International Conference on
Technologies, Operations, Logistics and Modelling
for Low Carbon Shipping; 11-12 September 2012;
Newcastle upon Tyne, UK. Organised by University
of Newcastle [9 p, 19 ref, 9 fig]
http://www.sci.manchester.ac.uk/uploads/lcs-2012-
mander-et-al.pdf
Mander, S., Walsh, C., Et al
English
The UK’s climate change mitigation policies require
reductions in CO2 emissions of 80% by 2050 within
specified emission budgets. Meeting these objectives
necessitates the deployment of low carbon technology
across the whole UK energy system for the provision
of electricity, heat and energy for transport. A shift to
electricity, for example, is envisaged for heat and
surface transport, with decarbonisation of the grid by
2030. Current energy supply relies heavily on the
shipping of fossil fuels in the form of coal, gas, oil
and transport fuels; these imports contribute 46% of
UK imports by weight. The future energy system may
take many different forms, and different supply
options will have a knock-on effect on the patterns of
fossil fuel trade into the UK, with a corresponding
impact on the demand for shipping. This paper uses
two contrasting future energy scenarios devised out
by the UK’s Department of Energy and Climate
Change to explore future demand for fuel and
demonstrates that different scenarios imply differing
patterns of imports and a corresponding impact on the
CO2 emissions from the shipping of that fuel.
Emissions
Energy policy
Energy transportation
ABSTRACTS
2013112750
Review of maritime transport 2012.
United Nations Conference on Trade and
Development (UNCTAD); ISBN 978-92-1-112860-4
[196 p, 33 tab, 30 fig]
http://unctad.org/en/PublicationsLibrary/rmt2012_en
.pdf
No author given
English
This Review reports on the key developments
affecting international seaborne trade, shipping, the
world fleet, ports, freight markets, and transport-
related regulatory and legal frameworks. The Review
also covers inland transport and intermodal
connections. Keeping track of both long-term trends
and the latest developments. In common with
previous issues, the 2012 Review contains critical
analysis and a wealth of unique data, including long-
term data series on seaborne trade, fleet capacity,
shipping services and port handling activities. This
year's Review notes that world seaborne trade grew
by 4 per cent in 2011, whereas the tonnage of the
world fleet grew at a greater rate, by almost 10 per
cent, as shipowners took delivery of vessels that had
been ordered before the economic crisis began. With
supply outstripping demand, freight rates fell even
further, to unprofitable levels for most shipping
companies. For importers and exporters, however, the
low freight rates helped to reduce transaction costs,
which is important for helping to revive global trade.
As freight traffic continues to grow, the question of
how to ensure the long-term sustainability of such
growth is playing an increasingly important part in
the policy debate on globalization, trade and
development, environmental sustainability, energy
security and climate change. Reflecting these new
realities, this year's Review of Maritime Transport
addresses a range of relevant issues in this context
and Includes a special chapter on sustainable freight
transport. This chapter highlights the impacts of
freight transport activity, for example on the
environment, human health and the climate, and the
consequent need to reduce the sector's energy
consumption and emissions.
Marine transportation
Reviews
Shipping
976
Author Name Abstract No.

Abaiee, M.M. 2013112677 Buckingham, J. 2013112734

Ahmedi, A. 2013112677 Buckley, M.E. 2013112739
Ahn, D-H. 2013112525 Bulakh, M. 2013112598
Aldous, L. 2013112592 Bulian, G. 2013112660
Almeida Santos Neves, M. de 2013112659 Bulten, N. 2013112618
Amin, W. 2013112676 Cai, R. 2013112621
Anderson, T. 2013112736 Cambos, P. 2013112695
Ando, J. 2013112623 Cao, X-y. 2013112635
Andreau, C. 2013112695 Caprace, J.-D. 2013112540
Arpaci, A. 2013112712 Cariou, P. 2013112593
Ashe, G.M. 2013112737 Carreño Moreno, J.E. 2013112661
Avgoulas, E.I. 2013112724 Castel, J.F. 2013112546
Avi, E. 2013112511 Chakrabarti, A. 2013112680
Bačklov, I. 2013112658 Chakrabarti, P. 2013112568
Badoe, C. 2013112601 Chatjigeorgiou, I.K. 2013112664
Badran, S.F. 2013112698 2013112666
Balland, O. 2013112591 Chen, N-Z. 2013112730
Ballard, R. 2013112558 Chirica, I. 2013112704
Banazadeh, A. 2013112654 Cho, Y.U. 2013112685
Banumurthy, S. 2013112716 Choi, B. 2013112530
Barsoum, R.G.S. 2013112725 Chowaniec, Z. 2013112735
Basu, R.I. 2013112715 Chryssostomidis, C. 2013112533
Baudin, E. 2013112694 Chuang, Z. 2013112611
Begovic, E. 2013112651 Cinello, A. 2013112571
Belibassakis, K.A. 2013112629 Clauss, G.F. 2013112681
Bensow, R.E. 2013112605 2013112684
Berg, J. van den 2013112569 Cole, J.C. 2013112576
Bergholtz, J. 2013112510 Collette, M. 2013112732
Bernitsas, M.M. 2013112686 2013112745
2013112687 2013112746
Bertram, V. 2013112514 Crum, K.A. 2013112541
2013112515 Cui, C. 2013112600
2013112516 Cui, J-j. 2013112532
Beznea, E.F. 2013112704 Cui, P. 2013112667
Bhawsinka, K. 2013112642 Cuneo, B. 2013112742
Bigot, F. 2013112694 Daniels, A.S. 2013112531
Binns, J. 2013112613 Davis, M.R. 2013112676
Biot, M. 2013112512 De Andrés, A.D. 2013112578
2013112536 De Bruin, R. 2013112584
2013112703 De Jong, J. 2013112612
Blanton, G.B. 2013112738 De Lorgeril, E. 2013112693
Bøckmann, E. 2013112638 Deere, S. 2013112585
Bond, J. 2013112730 Delpizzo, R.D. 2013112737
Bora, S.N. 2013112679 Deng, Z. 2013112565
Bosman, R. 2013112603 Derbanne, Q. 2013112694
Bosschers, J. 2013112609 Desrochers, A. 2013112639
Bouscasse, B. 2013112652 Ding, L. 2013112687
Boutillier, J-B. 2013112501 Dong, L. 2013112692
Bows, A. 2013112542 Dong, W-c. 2013112599
Bran, C. 2013112695 Drunen, J. van 2013112584
Bresciani, F. 2013112536 Duan, W-Y. 2013112669
Brizzolara, S. 2013112533 Ekdahl, H. 2013112554
Broglia, R. 2013112633 El Moctar, O. 2013112514
2013112652 El-Hanafi, A.S. 2013112698

AUTHOR INDEX A-1

Ergin, A. 2013112699 Hetharia, W.R. 2013112520
Erikstad, S.O. 2013112591 Hoffmeister, H. 2013112731
Essig, M.W. 2013112740 Holden, H. 2013112714
Eswaran, M. 2013112678 Holmansky, E. 2013112743
Eylmann, S. 2013112538 Hong, B.W. 2013112653
Fach, K. 2013112521 Hong, D.C. 2013112653
Falchi, M. 2013112663 Hørte, T. 2013112713
Faltinsen, O.M. 2013112689 Hsu, W-K.K. 2013112560
Fan, L. 2013112551 Hu, Z. 2013112662
Fan, Z-x. 2013112579 Huang, Y. 2013112692
Felli, M. 2013112663 Huang, Z. 2013112565
Ferreira, C.F.C. 2013112696 Hubert, C. 2013112738
Fischer, C. 2013112719 Huera-Huarte, F.J. 2013112674
Fonseca, N. 2013112670 Iijima, K. 2013112702
Forest, S. 2013112639 Ikeda, Y. 2013112526
Francescutto, A. 2013112589 Ioannou, T. 2013112615
2013112660 Islam, M. 2013112576
Frangopol, D.M. 2013112741 Islam, M.R. 2013112643
Fricke, W. 2013112719 Izadparast, A.H. 2013112671
2013112720 Jacobsen, B. 2013112553
Fu, X. 2013112595 Jacobson, B. 2013112743
Fuchs, V. 2013112672 Jang, B.S. 2013112539
Fujikubo, M. 2013112702 Jaouen, F. 2013112569
2013112723 Jelovica, J. 2013112727
Funeno, I. 2013112603 Jennings, A. 2013112735
Gaiotti, M. 2013112726 Jeon, S.H. 2013112685
Galea, E.R. 2013112585 Jin, H. 2013112649
Gannon, L. 2013112707 Johansson, R. 2013112605
Gaonkar, R.S.P. 2013112595 Juando, A. 2013112543
Garbatov, Y. 2013112722 Kamal, I.M. 2013112613
Gary, A. 2013112742 Kanemaru, T. 2013112602
Gerhard, K. 2013112736 2013112623
Gerogiannaki, A.A. 2013112626 Kang, S.W. 2013112539
Ghazizade-Ahsaee, H. 2013112688 Karatzas, V.A. 2013112697
Ghorbani, M.T. 2013112654 2013112724
Gillespie, J.W. 2013112531 2013112728
Gonźalez, L.M. 2013112674 Kaufmann, J. 2013112514
Gordo, J.M. 2013112701 Kawakita, C. 2013112606
Greve, M. 2013112625 Kawamura, T. 2013112616
Grigoropoulos, G.J. 2013112626 Ketabdari, M.J. 2013112677
Grizzi, S. 2013112663 Kihl, D.P. 2013112744
Groß, A. 2013112691 Kim, D.J. 2013112607
Gu, J. 2013112665 Kim, E.S. 2013112687
2013112673 Kim, J. 2013112648
Guan, Y. 2013112528 Kimura, K. 2013112622
Guanche, R. 2013112578 Kipp, R. 2013112567
Guedes Soares, C. 2013112656 Kirkpatrick, K.E. 2013112740
2013112701 Klein, M. 2013112684
2013112722 Köhlmoos, A. 2013112515
Guiard, T. 2013112620 Korhonen, E. 2013112721
Gunawan, Y. 2013112628 Kornev, N. 2013112617
Gundlach, J. 2013112672 2013112691
Haase, M. 2013112518 Kotsidis, E. 2013112728
Hage, A. 2013112520 Krasilnikov, V.I. 2013112610
Hamill, G.A. 2013112630 Krüger, C. 2013112617
Hassan, M. 2013112679 Kumar, A. 2013112686

A-2 AUTHOR INDEX

Kunal, K. 2013112729 Moro, L. 2013112512
Lages, E.N. 2013112561 2013112703
Lam, W.H. 2013112630 Mortola, G. 2013112651
Larsson, L. 2013112640 Muehiner, E. 2013112573
2013112655 2013112575
Lattanzio, A.A. 2013112563 2013112716
Law, A.W.K. 2013112565 Mueller, C. 2013112522
Lee, C-K. 2013112646 Murai, M. 2013112643
Lee, H.H. 2013112580 Murray, J. 2013112573
Lee, J. 2013112738 2013112575
Lee, P. 2013112525 2013112716
Lee, S-H. 2013112647 Nappi, N. 2013112746
Lee, S-J. 2013112647 Natskår, A. 2013112657
Leheta, H.W. 2013112698 Navarro, J.R. 2013112584
Leira, B.J. 2013112706 Ni, S. 2013112632
Leonard, S. 2013112620 Niedzwecki, J.M. 2013112671
Leriche, J. 2013112546 Niemelä, A. 2013112511
Leverette, S. 2013112567 Niese, N.D. 2013112596
Li, D. 2013112528 Nikseresht, A.H. 2013112688
Li, G. 2013112567 Notteboom, T. 2013112593
Li, S. 2013112564 Nuffel, D. van 2013112682
Li, Z. 2013112711 Nwaoha, T.C. 2013112588
Liljenberg, H. 2013112517 Otsubo, K. 2013112583
2013112519 Ouchi, K. 2013112616
Ling, H. 2013112644 Ozdemir, M. 2013112699
Liu, H-K. 2013112636 Paik, K-J. 2013112604
Liu, X-j. 2013112577 Paliencar, S. 2013112537
Liu, Z. 2013112649 Park, H. 2013112686
Liut, D.A. 2013112634 Park, H-G. 2013112604
Livgard, T.K. 2013112517 Parneix, P. 2013112718
2013112519 Pasqualino, I.P. 2013112696
Lotfollahi-Yaghin, M.A. 2013112675 Peng, H. 2013112632
Lu, H-C. 2013112636 2013112642
Lübke, L. 2013112627 Peric, M. 2013112516
Luco, R. 2013112554 Peschmann, J. 2013112538
Luo, X. 2013112700 Pessoa, J. 2013112670
Lynch, J.P. 2013112745 Petcu, C. 2013112540
Lyu, Z. 2013112645 Pétrié, F. 2013112571
Ma, Y. 2013112662 Phillips, A. 2013112601
Maki, K.J. 2013112633 Pike, D. 2013112529
Mander, S. 2013112749 Pina, A.A. de 2013112562
Mantini, N. 2013112512 Pina, A.C. de 2013112562
Martins, A.L. 2013112561 Pinheiro, B.C. 2013112696
Masanobu, S. 2013112583 Plessis, S. 2013112717
2013112690 Politos, G. 2013112614
Mathisen, J. 2013112713 2013112615
Máximo, R. 2013112522 Politis, G.K. 2013112629
McClement, T. 2013112597 Pourtaghi, A. 2013112675
McMichael, J. 2013112541 Pouw, C. 2013112603
Melk, K. 2013112710 Priser, M. 2013112718
Mewis, F. 2013112620 Qiu, S-q. 2013112581
Miloh, T. 2013112664 Qiu, W. 2013112632
Mohapatra, S. 2013112680 Qu, Y. 2013112662
Molin, B. 2013112666 Razola, M. 2013112523
Mora Paz, J.D. 2013112661 Reinås, L. 2013112570
Moreau, S. 2013112639 2013112713

AUTHOR INDEX A-3

Remes, H. 2013112720 Sprenger, F. 2013112681
2013112721 Starke, B. 2013112609
Ren, W. 2013112748 Steen, S. 2013112611
Renaud, M. 2013112501 2013112638
2013112693 2013112657
Rhee, K.P. 2013112607 Stern, F. 2013112652
Ribeiro e Silva, S. 2013112656 Stott, P.W. 2013112509
Rigo, P. 2013112520 Strafford-Stephenson, B. 2013112559
Rijpkema, D. 2013112609 Sullivan, T.R. 2013112740
Ringsberg, J.W. 2013112711 Sumi, Y. 2013112709
Riska, K. 2013112706 Sun, W-y. 2013112579
Rizzo, C.M. 2013112726 Surendran, S. 2013112729
Robinson, D.J. 2013112630 Suyuthi, A. 2013112706
Rohde, F. 2013112524 Suzaki, Y. 2013112702
Romanoff, J. 2013112710 Svensson, J. 2013112570
2013112727 Taczala, M. 2013112708
Rosén, A. 2013112523 Taketani, T. 2013112622
2013112641 Takeuchi, S. 2013112616
Ruggeri, F. 2013112522 Talahatu, M.A. 2013112628
Ruijkerbuijk, R. 2013112618 Tamimi, V. 2013112668
Russo, M. 2013112714 Tang, Y 2013112552
Ryu, T. 2013112602 Tang, Y-g. 2013112577
Sæther, M. 2013112570 Tanimoto, K. 2013112650
Saha, U.K. 2013112678 Tanizawa, K. 2013112624
Saito, M. 2013112690 Tannuri, E.A. 2013112582
Salas, M. 2013112554 Tekgoz, M. 2013112722
Sames, P. 2013112524 Terwisga, T. van 2013112619
Sanada, Y. 2013112650 Thevenet, D. 2013112717
Schellin, T.E. 2013112534 Thomas, G. 2013112518
Sciberras, E. 2013112544 Tian, G. 2013112543
Scruggs, J.T. 2013112563 Tian, Y. 2013112564
Segercrantz, H. 2013112508 Tinsley, D. 2013112502
Seif, M.S. 2013112668 2013112503
Sekulski, Z. 2013112513 2013112505
Seo, D-W. 2013112647 Traut, M. 2013112542
Seo, J. 2013112604 Tsai, M.-C. 2013112580
Seol, H. 2013112631 Tsarsitalidis, V. 2013112614
Sha, O.M. 2013112537 2013112615
Shafaghat, R. 2013112637 Tsouvalis, N.G. 2013112728
Shakeri, M. 2013112637 Tsui, S. 2013112557
Shigunov, V. 2013112534 Tsukada, Y. 2013112624
Shin, J-G. 2013112525 Tudem, U.S. 2013112517
Shin, S. 2013112683 2013112519
Sielski, R. 2013112732 Turnock, S.R. 2013112601
Sievenpiper, B. 2013112736 Ueno, M. 2013112624
Silveira, E.S.S. 2013112561 Urbański, T. 2013112708
Singer, D.J. 2013112531 Van He, N. 2013112526
2013112596 Van Nuland, H. 2013112612
2013112739 Vassallo, P.N.M. 2013112536
Sinibaldi, M. 2013112660 Vassalos, D. 2013112535
Smith, T.W.P. 2013112592 Veitch, B. 2013112642
Söder, C-J. 2013112641 Vepa, S. 2013112682
Soliman, M. 2013112741 Vesting, F. 2013112605
Song, E. 2013112551 Virk, A.S. 2013112678
Song, Y. 2013112530 Vitola, M. 2013112673
Speares, S. 2013112590 Vivanco, J.E.M. 2013112659

A-4 AUTHOR INDEX

Von Selle, H. 2013112538
Vrijdag, A. 2013112612
Walsh, C. 2013112749
Wang, A.M. 2013112572
Wang, D-j. 2013112581
Wang, D-y. 2013112532
Wang, G. 2013112730
Wang, S. 2013112705
Wang, Y. 2013112665
Wang, Z. 2013112644
Weems, K.M. 2013112634
Williams, N. 2013112574
Wu, G.X. 2013112608
Wu, N. 2013112644
Wu, W. 2013112700
Wünsch, O. 2013112672
Xiao, W-b. 2013112599
Xie, M. 2013112595
Xin, Z. 2013112552
Xiong, Y. 2013112748
Xu, G. 2013112669
Xu, G.D. 2013112608
Xu, Q. 2013112648
Xu, Y. 2013112599
Yanagihara, D. 2013112723
Yang, Z. 2013112588
Ye, J-w. 2013112581
Yen, T-G. 2013112634
You, Y.J. 2013112607
Yousefi, R. 2013112637
Yu, L. 2013112625
Yuan, K. 2013112709
Yuan, R. 2013112572
Yucel, A. 2013112712
Yuhai, K.W. 2013112621
Zahawi, B. 2013112544
Zeinoddini, M. 2013112668
Zhang, A-m. 2013112635
2013112667
Zhang, D-g. 2013112579
Zhang, N-c. 2013112600
Zhang, S-x. 2013112577
Zhang, W. 2013112700
Zhang, X. 2013112645
Zilakos, I.K. 2013112697
Zou, L. 2013112640
2013112655
Zuo, S-h. 2013112600

AUTHOR INDEX A-5

Ship/Structure Name Abstract No.

Bergemsfjord 2013112508
CMA CGM Marco Polo 2013112501
Francisco 2013112503
2013112504
KatExpress2 2013112502
Le Soleal 2013112506
Ramform Titan 2013112505
Stavangerfjord 2013112508
Virginio Fasan 2013112747

SHIP AND STRUCTURE NAME INDEX S-1

Keyword Abstract No.

Acceleration 2013112600 Composite materials 2013112718

Accommodation spaces 2013112530 2013112724
Added resistance in waves 2013112611 2013112725
2013112649 2013112726
Advanced marine vehicles 2013112519 2013112728
Aerodynamics 2013112691 2013112729
Air lubrication 2013112606 2013112731
Aircraft carriers 2013112738 Compression 2013112696
Alternative fuels 2013112549 2013112698
Alternatives 2013112548 2013112726
Aluminium 2013112541 Computational fluid dynamics 2013112514
2013112732 2013112515
Anticorrosion coatings 2013112733 2013112516
Antifouling coatings 2013112594 2013112526
Auxiliary power 2013112544 2013112539
Axial loads 2013112698 2013112603
Ballast tanks 2013112733 2013112604
Barge motions 2013112569 2013112609
2013112657 2013112610
Bearing capacity 2013112727 2013112616
Bending 2013112692 2013112617
Bending moments 2013112701 2013112619
Bilges 2013112667 2013112620
Bollard pull 2013112612 2013112630
Boundary element method 2013112608 2013112640
2013112653 2013112648
Boundary value problems 2013112570 Computer-aided ship design 2013112515
Bow form 2013112526 2013112516
Box shapes 2013112701 2013112525
Bridge operation 2013112586 Container terminals 2013112560
Bubbles 2013112606 Containers 2013112678
2013112667 Containerships 2013112501
Buckling 2013112699 2013112524
2013112704 2013112557
2013112723 2013112593
Bulbous bows 2013112526 2013112610
Bulk cargo 2013112559 2013112693
Calm seas 2013112626 2013112700
2013112633 2013112711
Capsizing 2013112589 Control 2013112563
Cargo handling 2013112559 2013112582
Catamarans 2013112502 2013112641
2013112503 2013112647
2013112504 Control systems 2013112569
2013112518 2013112649
2013112652 Controllable pitch propellers 2013112603
2013112676 Corrosion 2013112707
Cements 2013112570 2013112728
Classification society rules 2013112538 2013112733
Coanda effect 2013112647 Coupled motion 2013112635
Collapse 2013112702 Crack propagation 2013112709
Combustion efficiency 2013112552 2013112719
Composite materials 2013112622 Crew boats 2013112597
2013112704 Cruciform joints 2013112719

KEYWORD INDEX K-1

Cruise ships 2013112506 Elastoplasticity 2013112717
2013112508 2013112723
Current converters 2013112743 Electric batteries 2013112517
Cylindrical bodies 2013112668 Emissions 2013112509
2013112673 2013112510
2013112674 2013112524
2013112675 2013112542
2013112677 2013112544
2013112679 2013112552
2013112682 2013112556
2013112686 2013112590
2013112687 2013112591
Damage 2013112651 2013112592
2013112705 2013112601
Damping 2013112672 2013112749
Decision support systems 2013112740 Energy conservation 2013112510
Deck wetness 2013112634 2013112555
2013112689 2013112619
Deepwater 2013112574 2013112620
2013112575 2013112621
2013112584 2013112734
2013112597 2013112740
Deformation 2013112708 Energy policy 2013112749
Design 2013112512 Energy transportation 2013112749
2013112530 Environmental effects 2013112587
Design criteria 2013112737 2013112596
Design loads 2013112527 Environmental protection 2013112590
2013112534 Evacuation 2013112585
Design process 2013112522 Experimentation 2013112637
2013112528 2013112667
Diesel electric propulsion 2013112546 2013112670
Diesel engines 2013112550 2013112703
2013112551 Extreme loads 2013112534
2013112552 Failure 2013112566
2013112553 Fatigue (materials) 2013112693
Directories 2013112550 2013112706
Displacement hulls 2013112607 2013112711
Distortion 2013112694 2013112716
2013112707 2013112717
Double hulls 2013112698 Fatigue cracks 2013112697
Drag reduction 2013112628 2013112709
Drift forces 2013112653 Fatigue life 2013112570
2013112670 2013112713
Ducted propellers 2013112620 2013112714
2013112621 2013112715
2013112625 2013112719
Ducts 2013112615 2013112744
Dynamic analysis 2013112562 Fatigue strength 2013112720
Dynamic positioning 2013112582 2013112721
Dynamic response 2013112561 Fatigue tests 2013112721
2013112665 Feasibility 2013112537
2013112673 Fender systems 2013112576
2013112685 Ferries 2013112502
2013112688 2013112503
2013112703 2013112504
Elastic plates 2013112680 2013112508

K-2 KEYWORD INDEX

Ferries 2013112517 Girders 2013112701
2013112519 Glass fibres 2013112726
2013112520 Green function 2013112599
Fibre composites 2013112731 2013112664
Fin stabilizers 2013112647 Heavy lift operations 2013112579
2013112649 Heavy lift vessels 2013112579
Finite difference theory 2013112678 High speed 2013112607
Finite element method 2013112697 High speed vessels 2013112502
2013112711 2013112503
2013112712 2013112504
2013112722 2013112516
2013112723 2013112517
Finite volume method 2013112634 2013112523
Fishing vessels 2013112589 2013112620
Flexible pipes 2013112692 2013112627
Floating bodies 2013112653 2013112637
Floating production systems 2013112530 2013112642
2013112583 2013112652
Floating structures 2013112579 2013112676
Fluid structure interaction 2013112622 High strength steel 2013112721
2013112671 Hull damage 2013112706
2013112672 Hull form 2013112518
2013112684 2013112525
Foil propellers 2013112638 2013112533
FPSOs 2013112662 Hull girders 2013112694
2013112690 2013112702
2013112695 2013112710
2013112696 2013112730
2013112730 Hull materials 2013112725
Fracture 2013112715 2013112729
Freak waves 2013112600 2013112731
Free running models 2013112624 Hull propeller interaction 2013112604
2013112650 2013112609
Free surfaces 2013112608 Hull resistance 2013112627
2013112678 Hull vibration 2013112712
Frequency domain method 2013112654 Hulls 2013112513
2013112684 Hybrid propulsion 2013112734
Friction welding 2013112539 Hydrodynamic coefficients 2013112571
Frigates 2013112735 Hydrodynamic forces 2013112640
2013112742 2013112675
2013112747 Hydrodynamic loads 2013112666
Fuel cells 2013112524 Hydrodynamics 2013112663
Fuel conservation 2013112555 2013112711
2013112594 Hydroelasticity 2013112527
2013112601 2013112689
2013112736 Hydrofoils 2013112608
Fuel consumption 2013112592 2013112644
2013112594 Hydrogen fuels 2013112524
Fuel injectors 2013112551 Ice forces 2013112706
Fuel testing 2013112594 Ice transiting vessels 2013112598
Fuzzy sets 2013112588 Icebreakers 2013112507
Fuzzy systems 2013112595 Impact loads 2013112682
Gas engines 2013112547 2013112688
Gas explosions 2013112583 Inland waterways vessels 2013112537
Gas turbines 2013112550 2013112658
General arrangements 2013112531 Installing 2013112567

KEYWORD INDEX K-3

Installing 2013112572 Mathematical models 2013112642
2013112576 2013112645
2013112584 Mechanical properties 2013112726
Instrumentation 2013112569 2013112731
Interactions 2013112643 2013112732
2013112646 Medical facilities 2013112536
2013112653 Metals 2013112725
2013112655 Modal analysis 2013112705
2013112666 Model tests 2013112527
Internal waves 2013112683 2013112573
International Maritime Organization 2013112510 2013112575
Irregular waves 2013112657 2013112607
2013112669 2013112611
2013112670 2013112613
Jackup platforms 2013112568 2013112626
Joining 2013112541 2013112628
Kalman filters 2013112654 2013112635
Knowledge 2013112532 2013112646
Laminates 2013112731 2013112650
Large ships 2013112501 2013112651
Laser welding 2013112538 2013112652
Layout 2013112531 2013112656
2013112583 2013112657
Legislation 2013112590 2013112673
Life (durability) 2013112741 2013112702
Life cycle costs 2013112596 Monitoring 2013112584
Lightering 2013112655 Monohulls 2013112519
Liner shipping 2013112593 2013112520
Liquefied natural gas 2013112547 Monte Carlo method 2013112613
2013112549 Mooring lines 2013112562
LNG carriers 2013112546 2013112566
2013112588 2013112577
2013112592 2013112685
2013112598 Mooring systems 2013112580
2013112681 2013112662
LNG explosions 2013112583 Motion 2013112662
LNG tanks 2013112512 2013112690
2013112681 Motion compensation 2013112569
Loads (forces) 2013112523 Motor yachts 2013112515
2013112573 2013112525
2013112694 Multifuel engines 2013112546
2013112697 Multifuel operations 2013112503
2013112704 2013112504
Longitudinal members 2013112541 Naval vessels 2013112718
Magnetic motors 2013112544 2013112734
Maintenance 2013112558 2013112736
Manoeuvrability 2013112645 2013112737
2013112661 2013112739
Manoeuvring 2013112642 2013112740
2013112650 2013112741
2013112660 2013112742
Marine accidents 2013112587 2013112743
Marine transportation 2013112595 2013112744
2013112750 2013112745
Market analysis 2013112598 2013112746
Markov processes 2013112596 2013112747

K-4 KEYWORD INDEX

Naval vessels 2013112748 Passenger ships 2013112585
Networks 2013112531 2013112710
Neural networks 2013112636 Passing vessels 2013112643
2013112659 Patching 2013112724
2013112675 2013112728
Noise reduction 2013112735 Patrol craft 2013112654
Numerical analysis 2013112513 Pendulums 2013112581
2013112573 Personnel transport 2013112597
2013112602 Perturbation 2013112691
2013112623 Photovoltaic cells 2013112554
2013112627 Pile driving 2013112564
2013112633 Pile structures 2013112564
2013112637 Planing hulls 2013112523
2013112670 2013112626
2013112674 2013112637
2013112681 2013112639
2013112724 2013112644
Numerical models 2013112539 Plates 2013112666
2013112543 2013112704
2013112639 Platform motions 2013112648
2013112677 Port performance 2013112560
Ocean currents 2013112690 Position (location) 2013112568
Oceangoing river vessels 2013112700 Power prediction 2013112613
Offshore 2013112584 Predictions 2013112612
Offshore engineering 2013112582 Pressure 2013112604
Offshore platforms 2013112564 Pressure distribution 2013112623
2013112573 2013112631
2013112575 Pressure vessels 2013112707
2013112705 Probability distribution functions 2013112671
Offshore structures 2013112558 Propeller cavitation 2013112604
2013112572 2013112605
2013112574 2013112606
2013112576 2013112623
2013112648 2013112631
2013112671 Propeller efficiency 2013112602
Oil recovery vessels 2013112507 2013112605
Optimisation 2013112513 2013112622
2013112525 2013112625
2013112526 Propeller flow 2013112624
2013112528 2013112630
2013112532 2013112632
2013112533 Propeller hubs 2013112602
2013112540 2013112616
2013112561 Propeller rudder interaction 2013112601
2013112563 Propellers 2013112550
2013112591 2013112663
2013112592 Propulsion devices 2013112555
2013112605 2013112614
2013112742 2013112615
Ore carriers 2013112537 2013112619
Oscillating bodies 2013112614 Propulsion systems 2013112548
2013112615 Propulsive efficiency 2013112555
2013112683 Propulsive performance 2013112610
Panama Canal 2013112509 2013112629
2013112557 Regulations 2013112510
Passage planning 2013112740 2013112587

KEYWORD INDEX K-5

Regulations 2013112589 Self propulsion 2013112621
2013112591 Semisubmersibles 2013112574
2013112658 2013112648
Reliability 2013112595 Shallow draft vessels 2013112537
Repair 2013112558 Shallow water 2013112627
Rescue vessels 2013112642 2013112634
Residual stress 2013112701 2013112655
2013112707 2013112661
2013112709 Shear stress 2013112710
2013112722 Sheet cavitation 2013112623
Resilient mountings 2013112703 2013112631
Resistance 2013112518 Shielding 2013112571
2013112526 Ship conversion 2013112557
2013112628 Ship design 2013112509
2013112633 2013112511
Responses 2013112511 2013112514
Retrofitting 2013112555 2013112517
Reviews 2013112750 2013112518
Reynolds number 2013112616 2013112519
Rigid inflatable craft 2013112514 2013112520
Risers 2013112561 2013112523
2013112562 2013112524
2013112665 2013112528
2013112714 2013112531
Risk analysis 2013112535 2013112532
2013112588 2013112534
River navigation 2013112636 2013112535
River vessels 2013112536 2013112536
2013112554 2013112596
2013112636 2013112598
2013112661 2013112737
Ro/ro ships 2013112510 2013112739
2013112543 2013112742
Rolling 2013112649 2013112746
2013112641 2013112748
2013112656 Ship electric power systems 2013112743
2013112658 Ship maintenance 2013112558
2013112659 2013112596
Rotors 2013112542 2013112738
Rough seas 2013112626 2013112741
Roughness 2013112617 Ship management 2013112741
Rudders 2013112641 Ship motions 2013112527
2013112663 2013112638
Safety 2013112535 2013112643
Sail assisted vessels 2013112529 2013112644
Sandwich structures 2013112727 2013112645
Scattering 2013112680 2013112647
Scheduling 2013112540 2013112651
Scrubbers 2013112556 2013112654
Sea state 2013112693 2013112656
Seakeeping 2013112522 Ship operation 2013112736
2013112652 Ship performance 2013112626
2013112656 Ship repair 2013112558
2013112676 Ship sides 2013112696
Seismic data 2013112505 Ship speed 2013112592
Self propulsion 2013112610 2013112736

K-6 KEYWORD INDEX

Ship structures 2013112532 Structural response 2013112527
2013112534 Structural strength 2013112512
2013112697 Surface effect ships 2013112633
2013112715 Surface roughness 2013112686
2013112729 Surface waves 2013112680
2013112732 SWATH ships 2013112521
Ship to shore 2013112739 2013112533
Shipping 2013112750 2013112597
Shipyards 2013112540 2013112645
Simulation 2013112515 System identification 2013112654
Sinkage 2013112640 Tandem arrangement 2013112677
Sinking 2013112635 2013112687
Slamming 2013112523 Tankers 2013112598
2013112676 2013112655
2013112682 2013112698
Sloshing 2013112678 Technological innovation 2013112521
2013112681 Tension 2013112577
2013112689 Tension leg platforms 2013112567
Slow speed engines 2013112545 2013112580
Slow steaming 2013112593 2013112716
Small tankers 2013112553 Thermal analysis 2013112512
Solar energy 2013112554 Thin plates 2013112720
Solitary waves 2013112683 Thrust 2013112624
Space requirements 2013112540 Thrusters 2013112618
Special vessels 2013112505 Time domain 2013112578
Speed loss 2013112611 2013112669
Spheres 2013112664 2013112684
Spill countermeasures 2013112507 Tip vortices 2013112617
Springing 2013112716 2013112632
Stability 2013112522 Torque 2013112603
2013112589 2013112624
2013112639 Torsion 2013112692
2013112658 Towing 2013112660
2013112691 Transformations (mathematics) 2013112673
Standards 2013112559 Transportation 2013112579
Steel structures 2013112728 Transverse bulkheads 2013112695
Stiffened plates 2013112699 Trends 2013112715
2013112722 2013112737
2013112723 Trial data 2013112585
2013112727 Trim 2013112640
Stiffeners 2013112541 Trimarans 2013112522
2013112698 2013112628
Stiffness 2013112576 Tugs 2013112660
Strain measurement 2013112694 Turbochargers 2013112550
Strains 2013112705 Turbulence 2013112630
Stream flow 2013112636 2013112632
Stress concentration 2013112696 2013112686
Stress intensity factors 2013112724 2013112687
Stresses 2013112714 Turning circles 2013112661
Structural analysis 2013112530 Two stroke engines 2013112553
2013112695 Ultimate strength 2013112695
2013112711 2013112700
2013112713 2013112722
Structural monitoring 2013112745 Uncertainty 2013112591
Structural reliability 2013112713 2013112612
2013112730 Underwater 2013112735

KEYWORD INDEX K-7

Underwater acoustics 2013112663 Wave runup 2013112666
Underwater equipment 2013112571 Waves 2013112690
Unmanned vehicles 2013112533 Wedges 2013112688
Validation 2013112585 Welded joints 2013112708
Variable speed drives 2013112543 2013112709
2013112544 2013112717
Velocity 2013112600 Weldments 2013112720
2013112630 Wellheads 2013112570
Vessel descriptions 2013112501 2013112713
2013112502 2013112714
2013112503 Whipping 2013112689
2013112504 2013112702
2013112505 Wind conditions 2013112658
2013112506 Wind loads on ships 2013112644
2013112507 Wind power 2013112542
2013112508 Wind propulsion 2013112529
2013112747 2013112594
Vessel inspection 2013112741 Wind turbines 2013112597
Vibration 2013112511 2013112685
Vibration analysis 2013112712 Wing in ground effect craft 2013112691
Viscous flow 2013112618 Wings 2013112614
Vortex induced vibration 2013112665 2013112629
2013112668 Workboats 2013112519
2013112673
2013112674
2013112686
2013112687
Vortex shedding 2013112690
Vortices 2013112602
Wall effects 2013112640
2013112646
Warning systems 2013112586
Watchkeeping 2013112586
Water depth 2013112646
Water entry 2013112682
2013112688
Waterjets 2013112639
Wave diffraction 2013112608
2013112664
2013112679
Wave energy 2013112629
Wave energy conversion 2013112563
2013112565
2013112578
2013112581
2013112679
Wave forces on structures 2013112669
2013112677
Wave loads on ships 2013112676
Wave loads on structures 2013112672
Wave patterns 2013112599
Wave propagation 2013112599
Wave radiation 2013112608
2013112664
Wave resistance 2013112522
2013112664

K-8 KEYWORD INDEX

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