BMT ABSTRACTS Volume 70, Number 4, April 2015 Abstracts 2015040751-2015041000

108 Pages·2015·1.1 MB·English

by  Marek Wojciechowski

ISSN 2051-7793
BMT Abstracts
International Maritime Technology
Volume 70 Number 4 April 2015
Abstract Numbers 2015040751 – 2015041000
BMT ABSTRACTS

Volume 70, Number 4, April 2015
Abstracts 2015040751-2015041000

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Abstracts 2015040751-2015041000
Volume 70 – No 4 – April 2015

CONTENTS

Page No.

1. DESIGN AND CONSTRUCTION

1.1 Ship/structure description 280
1.2 Design 280
1.3 Shipbuilding technology/constructional techniques 291

2. OPERATION

2.1 Power sources and fuels 294
2.2 Equipment and installations 299
2.3 Maintenance, repair and conversion 301
2.4 Cargoes and cargo handling 302
2.5 Ports and waterways 302
2.6 Coastal/offshore engineering and marine renewable energy 305
2.7 Safety at sea 310
2.8 Environmental protection 313
2.9 General operation 314

3. FLUID MECHANICS

3.1 General hydrodynamics, hydraulics and oceanography 321
3.2 Resistance and propulsive performance 322
3.3 Motion, seakeeping and manoeuvring 331
3.4 Fluid structure interaction 341
3.5 Aerodynamics and wind engineering 352

4. STRUCTURES AND MATERIALS

4.1 Structural response 352
4.2 Properties of materials 360
4.3 Corrosion and fouling 362

5. NAVAL VESSELS AND DEFENCE TECHNOLOGY 362

6. MISCELLANEOUS 365

AUTHOR INDEX A-1

SHIP AND STRUCTURE INDEX S-1

KEYWORD INDEX K-1
1.1 SHIP/STRUCTURE DESCRIPTION 1.2 DESIGN
2015040751 2015040753
Anthony Veder develops green fleet. Development of estimation system of ice resistance
The Naval Architect, January 2015, p 31 [3 p, 2 fig] with surface information of hull form.
http://www.rina.org.uk/tna.html Ocean Engineering, v 92, 1 December 2014, pp 12-19
No author given http://www.sciencedirect.com/science/article/pii/S002
English 9801814003722
Kim, H.S., Ryu, C.H., Et al
The liquefied ethylene gas (LEG) carriers CORAL
English
STAR and CORAL STICHO were built at Avic
Dingheng Shipbuilding, China for Dutch operator At the initial stage of an ice breaking ship design, a
Anthon Veder. The vessels will run on LNG by reliable empirical estimation of ice resistance is
virtue of the installation of a fuel gas package, important to determine the power of the ship. In this
consisting of two LNG bunker tanks, and associated study, a prediction method with three dimensional
equipment. A general arrangement drawing is surface information of the ship is presented. The idea
included in this article. is from the existing empirical formula where two-
dimensional approach is prevailed. This paper
Gas carriers modifies the definition of the hull form with three-
Vessel descriptions dimensional surface information to increase the
accuracy. A clearing plane, vector d, the curl between
vector p and vector n is adopted. Vector p is the curl
2015040752 between normal vector n at the design load water line
and vector i of the ship in the forward direction. A
In it for the long trawl.
tangential angle is extracted from the vector d and
Ship & Boat International, January/February 2015,
applied to the empirical method. Piece size of broken
p 22 [1 p, 1 fig] http://www.rina.org.uk/sbi.html
ice is assumed to be same as the hull form grid and
No author given
taken in calculation of the clearing force of ice. In the
English
estimation system, a graphical user interface is
Spanish shipbuilder Astilleros Armon has landed a adopted for easy handling of the relevant data files.
contract to build a 75.1m x 16m stern trawler Comparison between model test and calculation is
intended to undertake both bottom and pelagic provided to validate the system and it is found that
trawling work, for Norwegian fishing company the difference is 15% maximum for a hull with a
Ramoen. To be constructed to Rolls-Royce Marine’s twin-podded system.
new NVC 372 design specs, the trawler will feature a
depth of 6.2m to the main deck (9.25m to the shelter Estimating
deck), a scantling draught of 6.5m and the capacity to Hull form
accommodate up to 38 persons, spread across a mix Ice resistance
of single and double cabins spanning the upper and Ice transiting vessels
lower forecastle decks.
Fishing vessels 2015040754
Trawlers
Optimisation procedure for liquid natural gas
Vessel descriptions
carrier structural design.

Proceedings of the Institution of Mechanical
Engineers, Part M: Journal of Engineering for the
Maritime Environment, v 229 n 1, February 2015,
pp 14-35
http://pim.sagepub.com/content/229/1/14.abstract
Zanic, V., Andric, J., Hadzic, N.
English
The purpose of this article is to present the design
procedure and the main results of its validation
through the liquid natural gas carrier structural
ABSTRACTS 280
optimisation. The work has been carried out through backward elimination method is constructed in
the EU FP6 project IMPROVE. The objective of the software based on the SQL Server Database. The
developed optimisation process was to distribute the system contains two modules named as
material more effectively in order to reduce “Identification” and “Elimination”. Identification
weight/cost and to improve the structural safety in the module is used to find out the weakest parameters by
allocated time frame. A coarse mesh finite element the method and then the elimination module avoids
method model (three holds) has been developed, these parameters from the final model. In fact the
using MAESTRO software. Strength calculation has most engineering areas concern with the problem of
been carried out according to the Bureau Veritas different parameters and physical issues to construct
Rules for direct calculation. Sensitivity analysis has meta-models to calculate the closest prediction to real
been performed to investigate the influence of web values.
frame spacing, longitudinal stiffener spacing and
material type on the specified design objectives. Data processing
Design procedure applied for the structural Elimination
optimisation of the liquid natural gas structure (one Ship design
cargo hold) resulted in mass decrease of about 424 t Ship motions
(after standardization of scantlings), or 10.8%; the
cost of the structure was reduced by about 5%;
structural safety was increased and vertical center of 2015040756
gravity was slightly reduced by about 20 cm
Collision damages and residual hull girder
compared to the prototype structure.
strength of a ship shaped FPSO.
PRADS 2013, 12th International Symposium on
Finite element method
Practical Design of Ships and Other Floating
LNG carriers
Structures; 20-25 October 2013; Changwon City,
Optimisation
Korea. Proceedings. Published by Society of Naval
Ship design
Architects of Korea, ISBN 978-89-950016-0-8.
Structural analysis
Volume 2, p 1011 [9 p, 10 ref, 2 tab, 37 fig]

http://www.snak.or.kr/eng/sub01_01.html
Notaro, G., Østvold, T.K., Et al
2015040755
English
Automatic elimination of ship design parameters
Offshore structures are designed against certain
based on data analysis for seakeeping
accidental scenarios to guarantee a level of safety
performance.
where the main safety functions are not impaired by
Brodogradnja, v 65 n 4, December 2014, p 15 [19 p,
the accident or within a certain time period following
16 ref, 5 tab, 8 fig]
the accident. These scenarios are defined to prevent
http://hrcak.srce.hr/index.php?show=clanak&id_clan
that the consequences of an accident are
ak_jezik=194471
disproportional to the original cause. A collision
Sayli, A., Alkan, A.D., Uysal, A.O.
between the offshore installation and an Offshore
English
Service Vessel (OSV) is one of the accidental
This paper proposes a computer-based system which scenarios that have to be assessed. Design collision
makes the automatic elimination of ship design events, acceptance criteria and analysis
parameters based on data analysis for seakeeping methodologies are specified in design standards
performance. Usually engineers do not have enough written decades ago. These are normally based on
time to analyse the data. In this case it can be better to representative OSV design in the order of 5000 tons
use fewer parameters in the data analysis. But if the displacement and characterized by a traditional raked
investment has high commercial worth then the bow. Modern OSVs are often designed with a
engineers must consider and analyse all variables and bulbous bow and are up to 8000-10000 tons
their effects in the concept design to minimise the displacement with a consequent increase of the
risks of further stages of the design. The study is impact energy to be absorbed in the event of a
mainly focused on ship motions to identify their most collision. This work applies different methods to
influential parameters. By the use of statistics, the estimate the potential damages caused by different

281 ABSTRACTS
OSV designs ramming into a ship-shaped FPSO. The 2015040758
residual hull girder strength of the unit is then
RoPax evolution.
assessed identifying the potential threat to the overall
Marine Technology, January 2014, p 23 [8 p, 1 tab,
hull integrity.
5 fig]
https://higherlogicdownload.s3.amazonaws.com/SNA
Collision resistance
ME/d7614a0a-1160-449c-8cdb-
FPSOs
12d56ad4c697/UploadedImages/22-
Hull damage
29_Stamboulelis_Jan14_FINAL_lores.pdf
Hull strength
Stamboulelis, C.

English
2015040757 This article explains how market demand and
infrastructure constraints have driven the design of
Assessment of average compressive strength effect
Mediterranean-based ferries.
of stiffened panels on hull girder ultimate
longitudinal strengths.
Ferries
PRADS 2013, 12th International Symposium on
Ro/ro ships
Practical Design of Ships and Other Floating
Ship design
Structures; 20-25 October 2013; Changwon City,

Korea. Proceedings. Published by Society of Naval
Architects of Korea, ISBN 978-89-950016-0-8.
2015040759
Volume 2, p 1020 [6 p, 10 ref, 3 tab, 7 fig]
http://www.snak.or.kr/eng/sub01_01.html Designing the next drillship.
Nam, J-M., Choung, J. Marine Technology, April 2014, p 40 [8 p, 8 fig]
English https://higherlogicdownload.s3.amazonaws.com/SNA
ME/d7614a0a-1160-449c-8cdb-
Since average compressive strengths of stiffened
12d56ad4c697/UploadedImages/Keppelfeature40-
panels are very important factors in the prediction of
47.pdf
hull girder ultimate strength by progressive collapse
No author given
method, this paper investigates the accuracy of
English
average compressive strengths of stiffened panels on
ultimate longitudinal strengths of hull girder. Average This article describes the CAN DO drillship design
compressive strengths based on simplified CSR from Keppel FELS Ltd. The drillship is designed to
formulae and finite element analysis are calculated carry out exploration, development, and completion
for 401, in total, stiffened panels used in midship operations. Designated arrangement and allocation of
section of a typical VLCC. Then hull girder ultimate deck space is made for third-party equipment to
strengths have been calculated using the in-house support development and completions drilling. Due
software UMADS which is based on the progressive consideration has been given to functionality,
collapse method with a new convergence criterion. accessibility for maintenance, operability of
Ultimate longitudinal strengths of intact section are equipment, and safety while working with third-party
assessed for various heeling conditions: from 0° vendors. Specialized equipment for well testing,
(sagging) to 180° (hogging) with 15° interval. It is managed pressure drilling, coil tubing and wireline
concluded that average compressive strengths from units, dual gradient drilling, and workover and control
FEAs induce conservative prediction of hull girder systems (WOCS) have been accommodated. Having
ultimate strength, because CSR formulae estimate deck space is one thing; the ability to load the deck
less conservative shortening behaviours of stiffened space so that the vessel can carry a variable deck load
panels than FEA results. (VDL) is another. Keppel’s CAN-DO is designed to
carry a VDL of 32,000 metric tons, as compared to
Compressive strength similar drillships that have VDLs in the range of
Finite element method 20,000 to 25,000 tons.
Stiffened plates
Dril ships
Ship design

ABSTRACTS 282
2015040760 reliability foundation. This method is a statistically
based method which utilizes concepts of limit state
Effective optimisation.
design. It uses factored loads and employs resistance
Marine Technology, July 2014, p 18 [4 p, 1 fig]
factors to account for uncertainly in the loads and
https://higherlogicdownload.s3.amazonaws.com/SNA
computed strength of the leg components in a jack-up
ME/d7614a0a-1160-449c-8cdb-
drilling rig. In order to compare the two methods
12d56ad4c697/UploadedImages/MTNotes-
(ASD-Allowable Stress Design and LRFD-Load &
Collete.pdf
Resistance Factored Design), lattice leg structure was
Collette, M.
calculated using ASD and LRFD at different
English
environmental load to dead load ratios in order to
This article discusses how numerical optimisation compare the load to capacity ratios of each method at
tools enable improved design performance. these varying ratios.
Optimisation Design loads
Ship design Jackup platforms
Platform design
Stresses
2015040761
Design for [fill in the blank].
2015040763
Marine Technology, July 2014, p 30 [8 p, 1 tab, fig]
https://higherlogicdownload.s3.amazonaws.com/SNA Performance-based seismic design of fixed
ME/d7614a0a-1160-449c-8cdb- offshore platforms and comparison with ISO and
12d56ad4c697/UploadedImages/Dlugokecki- API seismic design guidelines.
Hepinstall.pdf ISOPE 2014, 24th International Ocean and Polar
Dlugokecki, V., Hepinstall, L. Engineering Conference; 15-20 June 2014; Busan,
English Korea. Published by ISOPE, Cupertino, CA, US.
ISBN 978-1 880653 91-3. Volume I, p 890
The authors discuss optimising design processes to
http://www.isope.org/publications/proceedings/ISOP
drive down total ownership cost.
E/ISOPE%202014/index.htm
Nezamian, A., Morgan, P.M.
Costs
English
Optimisation
Ship design Performance-based seismic engineering is now an
established technology for buildings that can be
adopted for offshore platforms. The development of
2015040762 performance-based seismic design criteria and
applicability of this method for fixed offshore
Parametric study of allowable stress design and
platforms is discussed in this paper. An analytical
load and resistance factor design for jack-up rig.
example including the inelastic time history analysis
ISOPE 2014, 24th International Ocean and Polar
is presented. Structural performance and performance
Engineering Conference; 15-20 June 2014; Busan,
based assessment results is then compared with API
Korea. Published by ISOPE, Cupertino, CA, US.
and ISO recommendations. The results demonstrate
ISBN 978-1 880653 91-3. Volume I, p 860
that the performance based assessment is more
http://www.isope.org/publications/proceedings/ISOP
reliable and may improve the integrity of the design
E/ISOPE%202014/index.htm
to resist earthquakes. The results also indicate a better
Park, J-S., Ha, Y-S., Et al
match between ISO standard and performance based
English
design for the example platform.
Jack-up drilling rigs are widely used in offshore oil
and gas exploration. They were originally designed Design criteria
for use in the shallow waters, however there is Platform design
growing demand for their use in deeper water depths Seismic response
and harsher environmental conditions. Jack-up
drilling rigs have been designed using the allowable
stress design approach. Recently, the class rule has
developed specific regulations based on the load and
resistance factor design method based on the
283 ABSTRACTS
2015040764 ensuring the fairness of the surfaces; on 3D linear
Rankine sources panel method for the steady wave
Scenario research and design of FPSO in South
resistance and seakeeping problem; and on multi-
China Sea.
objective global convergence genetic algorithms.
ISOPE 2014, 24th International Ocean and Polar
Both global (length and demi-hull beam) and local
Engineering Conference; 15-20 June 2014; Busan,
shape variations are allowed in order to explore
Korea. Published by ISOPE, Cupertino, CA, US.
highly unconventional hull shapes. Interesting results
ISBN 978-1 880653 91-3. Volume I, p 964
are obtained from the optimisation considering
http://www.isope.org/publications/proceedings/ISOP
resistance at a single speed or two very different
E/ISOPE%202014/index.htm
speeds and including or not the seakeeping merit
Li, D., Yi, C., Et al
functions. Considerable reductions of drag and
English
vertical acceleration can be obtained from the
The paper introduces the scenario research method optimisation procedure in the order of 15% on drag at
and general design concept of an FPSO in South high speeds and 30% on vertical acceleration in most
China. According to the requirements of oil field exposed passenger area.
production, the prospective future oil fields
development surrounding the current oil field, Optimisation
operation safety and reliability, 150,000 DWT hull Seakeeping
without propulsion capability is the final engineering SWATH ships
scenario of the FPSO hull. The permanent internal Wave resistance
turret mooring system with disconnected function is
recommended as the final scenario. The design
criterion for the 500-year return is established 2015040766
according to the environment characteristic and
A fully nonlinear potential model for ship
operating experience. This paper presents the
hydrodynamics directly interfaced with CAD data
detailed FPSO design flow and method, the design
structures.
principle, standard and new technology of FPSO in
ISOPE 2014, 24th International Ocean and Polar
the South China Sea, which can be a reference to
Engineering Conference; 15-20 June 2014; Busan,
other future FPSO designs in South China Sea and
Korea. Published by ISOPE, Cupertino, CA, US.
other similar projects.
ISBN 978-1 880653 91-3. Volume 4, p 815
http://www.isope.org/publications/proceedings/ISOP
Design criteria
E/ISOPE%202014/index.htm
FPSOs
Mola, A., Heltai, L., DeSimone, A.
South China Sea
English

This paper presents a model for ship hydrodynamics
2015040765 simulations. The model employs potential flow theory
and fully nonlinear free surface boundary conditions.
Hydrodynamic design of a fast semi-SWATH
The spatial discretization of the equations is
passenger ship for littoral applications: an
performed by means of a collocation BEM. This
automatic parametric optimisation approach.
gives rise to a Differential Algebraic Equations
ISOPE 2014, 24th International Ocean and Polar
(DAE) system, solved using an implicit BDF scheme
Engineering Conference; 15-20 June 2014; Busan,
to time advance the solution. The model has been
Korea. Published by ISOPE, Cupertino, CA, US.
implemented into a C++ software able to
ISBN 978-1 880653 91-3. Volume 4, p 787
automatically generate the computational grids from
http://www.isope.org/publications/proceedings/ISOP
the CAD geometry of the hull. Numerical results on
E/ISOPE%202014/index.htm
Kriso KCS and KVLCC2 hulls are presented and
Vernengo, G., Brizzolara, S., Bruzzone, D.
discussed.
English
A semi-SWATH (Small Waterplane Area Twin Hull) Boundary element method
designed for littoral passenger transport service is Computer-aided design
optimised by a full automatic procedure with respect Free surfaces
to seakeeping and resistance at different speeds. The Ship hydrodynamics
computer assisted procedure is based on: a fully
parametric model of the unconventional hull form,
which guarantees ample shape changes while
ABSTRACTS 284
2015040767 performed, it is effective against decreasing ship
costs. However, the number of design variables may
A new method for ship bulbous bow generation
change in structural optimisation with the number of
and modification.
stiffeners. But, the standard evaluation of strength and
ISOPE 2014, 24th International Ocean and Polar
optimisation method cannot be used. In this study, the
Engineering Conference; 15-20 June 2014; Busan,
method of FEM analysis and the genetic algorithm
Korea. Published by ISOPE, Cupertino, CA, US.
with layout of stiffeners is examined. And so, the
ISBN 978-1 880653 91-3. Volume 4, p 823
structural optimisation of ship with layout of
http://www.isope.org/publications/proceedings/ISOP
stiffeners is performed.
E/ISOPE%202014/index.htm
Huang, F., Kim, H., Yang, C.
Finite element method
English
Layout
In this paper, a Computational Fluid Dynamics (CFD) Optimisation
based ship hydrodynamic optimisation tool is further Stiffeners
developed to generate the bulbous bow for a ship Ship structures
hull. The bulbous bow generation includes three
steps: longitudinal profile formation, transverse
remodelling, and bulb optimisation. Specifically, the 2015040769
bulbous bow is generated through surface
A risk-based evaluation ice-strengthened hull
deformation based on Radius Basis Function (RBF)
structures.
interpolation method. The design parameters are
ICETECH 2014, International Conference on
length, fullness, and vertical location of a bulb. With
Performance of Ships and Structures in Ice; 28-31
respect to different choices of these design parameters
July 2014; Banff, Alberta, Canada. Organised by the
in the first two steps, three different shapes of initial
Arctic Section of SNAME.
bulbous bows are generated: O-type, Delta-type and
http://www.sname.org/communities1/resources/viewt
Nabla-type. The hydrodynamics performances of the
echnicalpaper/?DocumentKey=3d188cc9-be91-4d70-
ship hull with the generated bulbous bow, such as
b385-53df504491ec
wave drag, sinkage and trim, are evaluated by
Kujala, P., Ehlers, S.
potential-flow based fast CFD solver. After a bulbous
English
bow shape optimisation procedure, a bulbous bow for
a ship hull with the best hydrodynamic performance Current ice class rules may design a structure that can
is obtained. The described new method is applied to undergo some plastic deformations during their
three different types of ship hulls, i.e. the Wigley hull, design life. The amount of allowable plastic
the Series 60 hull and the Model 5279. Results show deformations is however not clearly defined in these
that the proposed method can be used for bulbous ice class rules so as the critical deformation limit that
bow generation. requires repair. It is possible to increase the scantlings
until no plastic deformations occur during the ship’s
Bulbous bows lifetime. This will cause a high investment cost at the
Computational fluid dynamics construction phase but no repair cost during the
Optimisation design life. Another possibility is to allow some local
plasticity requiring repair work at specified nominal
frequencies during the ships’ lifetime, which causes
2015040768 smaller investments, but higher maintenance costs.
The optimum between these two extremes is searched
A study on optimisation the structure of ship in
in this paper and the procedure on how to identify
consideration of layout of the stiffeners.
such concept is described.
ISOPE 2014, 24th International Ocean and Polar
Engineering Conference; 15-20 June 2014; Busan,
Deformation
Korea. Published by ISOPE, Cupertino, CA, US.
Ice loads
ISBN 978-1 880653 91-3. Volume 4, p 876
Ice strengthening
http://www.isope.org/publications/proceedings/ISOP
Plastic properties
E/ISOPE%202014/index.htm
Risk analysis
Nonami, R., Kitamura, M., Et al

English
Many stiffeners are attached to a ship. If structural
optimisation with layout of stiffeners can be
285 ABSTRACTS