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

118 Pages·2015·1.18 MB·English

by  Marek Wojciechowski

ISSN 2051-7793
BMT Abstracts
International Maritime Technology
Volume 71 Number 3 March 2016
Abstract Numbers 2016030501 – 2016030750
BMT ABSTRACTS

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

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

CONTENTS

Page No.

1. DESIGN AND CONSTRUCTION

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

2. OPERATION

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

3. FLUID MECHANICS

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

4. STRUCTURES AND MATERIALS

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

5. NAVAL VESSELS AND DEFENCE TECHNOLOGY 276

6. MISCELLANEOUS 284

AUTHOR INDEX A-1

SHIP AND STRUCTURE INDEX S-1

KEYWORD INDEX K-1
1.1 SHIP/STRUCTURE DESCRIPTION 2016030503
ABB advanced cable layer.
2016030501 The Motor Ship, v 96 n 1131, November 2015, p 39
[1 p,12 fig] http://www.motorship.com/
Versatile tankers for Atlantic ethane traffic.
No author given
The Motor Ship, v 96 n 1131, November 2015, p 50
English
[2 p, 2 fig] http://www.motorship.com/
Tinsley, D. This article gives a brief description of an advanced
English cable layer under order for ABB High Voltage
Cables. The 140m vessel built to Salt design (306
A new chapter has opened in liquefied gas
CLV) by Kleven Maritime will be capable of
transportation with the entry into service of Danish
performing AC, DC and fibre optic cable laying and
owner Evergas’ first Dragon design vessels: the
repair anywhere in the world.
largest, most flexible and state-of-the-art multi-gas
carriers to date. The 27,500m3-capacity JS INEOS
Cable ships
INSIGHT and JS INEOS INGENUITY have given
Vessel descriptions
first form to the semi-refrigerated design, engineered

with propulsion machinery capable of operating on
ethane cargo boil-off as well LNG and diesel oil. The
2016030504
cargo section comprises two Type C bilobe tanks,
each of 9,686m3 capacity, plus a smaller, conical- IEVOLI IVORY.
shaped tank forward of 8,194m3. The tank design Tecnologie Trasporti Mare, v 46 n 5, September-
builds on experience with ethylene transportation. Its October 2015, p 6 [5 p, 4 fig]
across-the-board cargo intake capability is implicit in http://edicoladigitale.ttmweb.it/secoloxix/books/1510
a minimum allowable tank temperature of -163°C, at 21ttm/index.html#/1/
which LNG is carried, and a maximum permissible No author given
tank pressure of 4.5 bar, suited to LPG and the full Italian
range of petrochemical gases.
The multipurpose platform supply vessel IEVOLI
IVORY was delivered by the Selah Shipyard in
Gas carriers
Tuzia, Turkey in August 2015 to Italian shipping
Vessel descriptions
company Marnavi. The vessel is 90.42m metres in

length with a maximum speed of 14 knots. Deck
equipment includes two 10 tonne tugger winches and
2016030502
two 10 tonne capstans. IEVOLI IVORY will have
“Executive standard” accommodation. one fast rescue boat, a helideck and accommodation
Offshore Marine Technology, 4th Quarter 2015, p 13 for 90 people. The vessel is equipped and fitted for
[2 p, 1 fig] http://www.rina.org.uk/omt.html firefighting, MOB and ROV operations, supply
No author given duties, research and underwater activities.
English
Offshore service vessels
This article describes EDDA FORTIS, a 154.9m x
Vessel descriptions
32.2m, monohull accommodation unit. The vessel

was built by Hyundai Heavy Industries, South Korea
and features a total accommodation capacity of 809
2016030505
persons. Taking inspiration from the luxury yacht
and cruise sectors, the interior of the vessels is Weight loss for the wave craft.
claimed to live up to “executive standard”. Ship & Boat International, November/December
2015, p 20 [2 p, 2 fig]
Accommodation spaces http://www.rina.org.uk/sbi.html
Floating accommodation platforms No author given
Passenger ships English
Vessel descriptions
UK support vessel operator Tidal Transit has taken

delivery of the second in Umoe Mandal’s Wave Craft
class of crew transfer vessels. Measuring 27.4m x
10m, and capable of realising a draught of just 0.8-
1m, UMOE FIRMUS will be capable of achieving
ABSTRACTS 187
speeds in excess of 40knots at 100% MCR. The 2016030508
vessel has been slightly modified to result in an
Foss raises its game with Arctic class.
overall weight saving of 6% compared to her sister
Ship & Boat International, November/December
ship UMOE VENTUS.
2015, p 46 [1 p, 1 fig]
http://www.rina.org.uk/sbi.html
Crew boats
Tinsley, D.
Offshore service vessels
English
Vessel descriptions
MICHELE FOSS is the first of three Arctic class tugs
for Seattle-based Foss Maritime. The 40.2m x 12.5m
2016030506 vessel has no water ballast tanks, so as to reduce the
risk of transporting and introducing invasive species.
NYK adopts LNG fuel for latest tug.
Fuel capacity is such as to confer a 30-day or 4,828k
Ship & Boat International, November/December
m endurance.
2015, p 40 [2 p, 2 fig]
http://www.rina.org.uk/sbi.html
Tugs
No author given
Vessel descriptions
English

Japan’s first LNG-fuelled tug was brought into
service during September 2015 by Wing Maritime 2016030509
Service Corporation. The 37.2m, 272gt SAKIGAKE
New lease of life for Nova Scotia ferries.
employs a twin-engine, steerable Z-peller propulsion
Ship & Boat International, November/December
system, and has a bollard pull rating of 55tonnes
2015, p 56 [2 p, 2 fig]
ahead and 55tonnes astern.
http://www.rina.org.uk/sbi.html
Edwards, T.
Tugs
English
Vessel descriptions
A.F. Theriault & Son, Nova Scotia, Canada, is
building replacements for four 20-year old ferries in
2016030507 Transport Canada’s fleet. The first two vessels,
CHRISTOPHER STANNIX and CRAIG BLAKE,
Z-peller tugs strengthen Singapore fleet.
were delivered in September 2015. Based on
Ship & Boat International, November/December
operational experience with the original ferries,
2015, p 44 [1 p, 1 fig]
changes were identified for incorporating into the
http://www.rina.org.uk/sbi.html
new design, such as: better routing of exhaust piping;
Tinsley, D.
improved access below deck and to the wheelhouse;
English
trim and hell control; uninterrupted power supply and
This article gives a brief description of two ASD tugs, propulsion control; and the addition of a crew
RESILIENT and RESOLUTE, constructed by Cheoy washroom.
Lee Shipyards of Hong Kong for PSA Marine,
Singapore. The tugs embody the RAmparts 3200-CL Ferries
series designed by Canada based Robert Allan Ltd. Vessel descriptions
The main propulsion for each tug comprises a pair of
Niigata 6L28HX diesel engines; each rated 1654 kW
at 750rpm, and driving a Niigata ZP-31B fixed pitch
Z-drive unit, in ASD configuration. The tugs have a
bollard pull ahead of 60 tonnes and a service speed of
12.5knots.
Tugs
Vessel descriptions

188 ABSTRACTS
1.2 DESIGN form development, as the design of a low resistance
ship remains a permanent problem in ship
hydrodynamics. At present the computational tools
2016030510
based on numerical methods can be efficiently used
Influence of propeller characteristics on propeller in ship hull form development, particularly at the
structural design. early design stages. Numerical optimisation is a well-
IMAM 2015, 16th International Congress of the established mathematical field and there are
International Maritime Association of the numerous references to the theory and application of
Mediterranean - Towards Green Marine Technology numerical optimisation tools. These tools require the
and Transport; 21-24 September 2015; Pula, setting of one or multiple objective functions, which
Croatia. Proceedings. Published by CRC Press; is then minimized. For a various set of constraints
ISBN 978-1-315-64349-6. Chapter 7, p 59 [8 p, imposed on each individual case, it is possible to find
12 ref, 12 tab, 5 fig] the ship hull form which will provide the minimum of
http://www.crcnetbase.com/isbn/9781315643496 the chosen objective function. Tankers are typical
Bertoglio, C., Gaggero, S., Et al ships that sail at two very different conditions: laden
English and ballast. In the ballast condition there is a major
change in the hull form shape and ratios (for example
In previous works, the importance of considering
beam-to-draft ratio) from that applying in the laden
fatigue phenomena has been analysed and a
condition. This results in a substantial change of the
procedure for propeller blades fatigue assessment was
hydrodynamic characteristics which strongly affect
outlined. The results obtained by applying the
the ship resistance. It is often given too little
procedure allowed underlining the need of a more
consideration to this fact although tankers spend from
detailed and direct approach to propeller structural
40% to 50% of their time sailing in the ballast
design, which could lead to different blade scantling
condition. In the paper, the fact that a tanker spends a
limits. In the present work, further analyses are
large percentage of the time sailing in the ballast
carried out comparing results obtained with direct
condition has been taken as relevant factor. A
calculations of fatigue effects and the requirements of
hydrodynamic optimisation problem for a ship bow
some Classification Societies; in order to do this, the
shape in calm water considering both laden and
design of a propeller with two different shaft
ballast condition has been treated. A numerical
inclinations is considered as a test case. The analysis
optimisation procedure is based on a linear potential
conducted in this work provides useful information
flow method as flow solver, and on a genetic
for the propeller designer, allowing a deeper insight
algorithm as optimisation tool. An automatic mesh
into the effect of propeller characteristics on its
generator based on the spline in tension makes an
design and scantling.
integral part of the procedure. The ship total
resistance has been considered as an objective
Design function. The results of the optimisation procedure
Fatigue strength have been presented and compared to the initial hull
Propellers form in order to demonstrate the effective- ness of the
developed procedure.
2016030511 Hull form
Optimisation
Numerical hydrodynamic optimisation of a tanker
Resistance
hull form.

IMAM 2015, 16th International Congress of the
International Maritime Association of the
Mediterranean - Towards Green Marine Technology
and Transport; 21-24 September 2015; Pula,
Croatia. Proceedings. Published by CRC Press;
ISBN 978-1-315-64349-6. Chapter 9, p 75 [8 p,
14 ref, 4 tab, 13 fig]
http://www.crcnetbase.com/isbn/9781315643496
Legović, D., Dejhalla, R.
English
Knowing of the flow around the ship and her
resistance components is very important in the hull
ABSTRACTS 189
2016030512 supporting foundations and cabling, in high energy
tidal races, such as Scotland’s Pentland Firth or
Ship design evaluation subject to carbon emission
Canada’s Bay of Fundy, which are amongst the most
policymaking using a Markov decision process
demanding marine engineering environments in the
framework.
world. In contrast to existing offshore construction
Ocean Engineering, v 106, 15 September 2015,
vessels (OCVs) that are designed to operate in high
pp 371-385
winds and up to 3 knots of current, the heart of HF4
http://www.sciencedirect.com/science/article/pii/S002
design is a dynamic positioning (DP) system capable
9801815002851
of holding station in currents up to 10 knots. This
Niese, N.D., Kana, A.A., Singer, D.J.
allows the HF4 to operate throughout a high energy
English
lunar tidal cycle, providing a high degree of
This paper outlines a novel ship design evaluation operational availability and thus much improved
framework rooted in Markov decision analysis and productivity during the construction, operation and
derived metrics. The framework synthesizes concepts maintenance of tidal energy farms. HF4 is a
from dynamic network optimisation, decision theory, catamaran vessel powered by four Voith Schneider
and scenario analysis to holistically manage Propellers (VSPs), with a key design focus on the
exogenous uncertainty and value ship system hydrodynamics of the twin hulls coupled with
changeability. A Markov decision process is used to maximising the unique operational advantages of
analyse development and operational paths over a VSPs. The vessel is capable of installing foundations,
ship’s life cycle and to identify system characteristics cables, subsea connectors and turbines in a wide
consistent within high performing designs. Decision range of oceanographic conditions. A key innovation
metrics then contextualize a fuller extent of design is the unique DP system, the research for which is
engineer and operator preferences toward trade-offs being led by partners GE Power Conversion. The
between value creation and active ship management. system needs to be able to cope with an extremely
The case study specifically examines future scenarios challenging oceanographic environment, where
subject to carbon emission regulations and imposed currents and levels of turbulence are
uncertainty surrounding enforcement of the Energy substantial, as has been confirmed through live
Efficient Design Index. Results inform decisions current data acquisition by University of Exeter. The
about when, where, and how to incorporate the DP system gives options to work in different
changeability that maximizes expected life cycle operational regimes by providing system modes
rewards. which depend on the state of the tide, the power
required for the engineering role, and the level of
Emissions operational risk. This paper provides an update of
Markov processes progress of the Mojo-led collaboration, in the
Ship design development of a high performance DP system for
HF4 and explains how the design of the DP system
and power system is being monitored against the “DP
2016030513 Vessel Design Philosophy Guidelines” published by
the Marine Technology Society.
HF4 – designing a DP vessel to support offshore
renewables.
Catamarans
Dynamic Positioning Conference; 14-15 October
Dynamic positioning
2014; Houston, TX, US. Organised by Dynamic
Offshore service vessels
Positioning Committee of the Marine Technology
Ship design
Society. Design and Control Session [15 p, 4 ref,

8 fig]
http://dynamic-
2016030514
positioning.com/proceedings/dp2014/Design_argall.p
df The design of a hull form with the minimum total
Argall, R., Stephens, R., Et al resistance.
English Journal of Marine Science and Technology, Taiwan,
v 23 n 5, 2015, p 591 [7 p, 14 ref, 1 tab, 12 fig]
Mojo Maritime is leading the design and development
http://jmst.ntou.edu.tw/marine/23-5/591-597.pdf
of a high performance vessel, the Hi Flo 4 (HF4),
Zhang, B-J., Miao, A-q.
which will catalyse the industrialisation of tidal
English
power. The HF4 design is based upon the need to
install, operate and maintain tidal turbines, and their In order to obtain a hull form which exhibits low
190 ABSTRACTS
resistance and highly-efficient energy-saving case. The parametric design of the middle submarine
performance, the overall resistance should be type was chosen to be modified. First, the original
calculated as the sum of wave-making and viscous submarine model was analysed, in advance, using
resistance, in which the total resistance corresponds CFD. Then, using the response surface graph, some
to the objective function whereas the hull geometry candidate optimal designs with a minimum hull
parameters correspond to design variables. Apart resistance coefficient were obtained. Further, the
from considering the limited conditions due to optimisation method in goal-driven optimisation
appropriate displacement, the boundary-layer viscous (GDO) was implemented to find the submarine hull
separation caused by additional constraints is also form with the minimum hull resistance coefficient (C
considered. The Nonlinear Programming Method t ). The minimum C t was obtained. The calculated
(NLP) is applied to determine the hull form with the difference in C t values between the initial submarine
minimum total resistance. This paper aims to and the optimum submarine is around 0.26%, with
optimise the streamlined design of the S60 so as to the C t of the initial submarine and the optimum
get an improved hull form in which lower resistance submarine being 0.001 508 26 and 0.001 504 29,
and smoother hull lines are evident. This suggests that respectively. The results show that the optimum
there is no significant increase in viscous resistance submarine hull form shows a higher nose radius (r n )
during the process of hull form optimisation with the and higher L/H than those of the initial submarine
wave-making resistance as the objective function. shape, while the radius of the tail (r t ) is smaller than
Therefore, this confirms the feasibility of optimising that of the initial shape.
the hull form by the NLP method.
Computational fluid dynamics
Hull form Hull form
Optimisation Hull resistance
Viscous resistance Submarines
Wave resistance

2016030516
2016030515
Design of a ship with high performance in waves
Development of cubic Bezier curve and curve- with optimised form parameters.
plane intersection method for parametric IMDC 2015, 12th International Marine Design
submarine hull form design to optimise hull Conference; 11-14 May 2015; Tokyo, Japan.
resistance using CFD. Organised by University of Tokyo, Yokohama
Journal of Marine Science and Application, v 14 n 4, National University & JSNAOE.
December 2015, pp 399-405 http://www.researchgate.net/publication/279524790_
http://link.springer.com/article/10.1007/s11804-015- Design_of_a_Ship_with_High_Performance_in_Wav
1324-8 es_with_Optimised_Form_Parameters
Chrismianto, D., Zakki, A.F., Et al Tasrief, M.
English English
Optimisation analysis and computational fluid In ship design problems, the performance of a ship is
dynamics (CFDs) have been applied simultaneously, one of the most important criteria to be satisfied.
in which a parametric model plays an important role Hence it is necessary to design a ship with high
in finding the optimal solution. However, it is performance in waves. This paper describes the line
difficult to create a parametric model for a complex distortion approach to generate new geometry of a
shape with irregular curves, such as a submarine hull ship and an adaptive heuristic search algorithm to
form. In this study, the cubic Bezier curve and curve- optimise its form parameters. The objective function
plane intersection method are used to generate a solid of this study is based on the added resistance at
model of a parametric submarine hull form taking certain wavelength region and will be computed by
three input parameters into account: nose radius, tail means of the Enhanced Unified Theory.
radius, and length-height hull ratio (L/H). Application
program interface (API) scripting is also used to write Added resistance in waves
code in the ANSYS design modeler. The results show Hull form
that the submarine shape can be generated with some Ship design
variation of the input parameters. An example is
given that shows how the proposed method can be
applied successfully to a hull resistance optimisation
ABSTRACTS 191
2016030517 production lines, saving costs in subsea engineering.
However, the increasing of the oil production and the
Design integration of noise and vibration
presence of contaminants and high gas concentrations
considerations.
in the oil reservoirs are technological challenges that
IMDC 2015, 12th International Marine Design
increase the complexity of the oil processing, allied to
Conference; 11-14 May 2015; Tokyo, Japan.
more strict environmental rules. The use of larger
Organised by University of Tokyo, Yokohama
diameter lines also requires the use of Steel Catenary
National University & JSNAOE. [11 p, 14 ref, 3 tab,
Risers (SCRs), economically more advantageous in
7 fig]
relation to flexible lines in this scenario. However,
http://www.researchgate.net/publication/275041479_
the use of rigid lines requires a Floating Production
Design_Integration_of_Noise_and_Vibration_Consid
Unit with low level of motions, which implies in a
erations
large unit, more expensive. The use of larger diameter
Strickland, J.D., Sypniewski, M.J., Singer, D.J.
lines also increases the oil production platform
English
requirements, increasing the need for additional
Prolonged exposure to relatively high levels of noise production plant area as well as the ability to
and vibration can have permanent detrimental effects withstand heavier process plants. These features
on personnel. Current regulations and design methods encourage the search for innovative solutions that
fail to account for the vibratory aspects of hearing maximize production by FPU and still offer economic
loss. It is the purpose of this paper to define a advantages through economies of scale. Based on this
methodology for considering both noise and vibration scenario, it was developed a concept of Floating
in the development of new regulations and vessels. Production Storage and Offloading Unit called
The process combines Finite Element Analysis ULFPSO (Ultra Large FPSO), which is capable of
techniques with dynamic human modelling to supporting plants more complex than the current
determine specific areas of concern within the noise ones, with a larger weight and a larger footprint,
spectrum of frequency and power. This methodology coupled with the receipt of the production lines in a
will enable safer operational environments for region less affected by the environmental loads,
personnel and promote a symbiotic relationship enabling also the use of SCRs for larger diameter
between health-related and economic decisions. lines. This paper presents the characteristics of this
new concept and present preliminary analysis of its
Human factors feasibility.
Noise
Ship design FPSOs
Vibration Large size
Ship design

2016030518
2016030519
The development of the ULFPSO concept design.
OTC Brazil; 27-29 October 2015; Rio de Janeiro, Analysis of the characteristics and methods of ship
Brazil. Organised by OTC & IBP. Paper OTC- topside design.
26153-MS [17 p] Chinese Journal of Ship Research, v 10 n 5, 2015, p 6
https://www.onepetro.org/conference-paper/OTC- [10 p, 10 ref, 2 tab, 19 fig]
26153-MS http://www.ship-
Oliveira, A.C. de, Vilamea, E.M. research.com/EN/abstract/abstract1421.shtml
English Wan, L., Lv, J., Xu, S.
Chinese
Oil production in Brazilian pre-salt fields has already
become reality and its production has been reaching The ship topside design, under the perspective of
successive records in recent years. The development modern industrial design, is not merely to realize and
of these areas has required a major technological improve ships' function and performance, but also
development effort and the application of several takes human beings as a design object to achieve
innovative technologies successfully. One of the differentiation and diversified development. This
most remarkable characteristics of the Brazilian pre- paper systematically proposes five characteristics in
salt fields is the high flow rate obtained from the the ship topside design by applying the methodology
producing wells. For the development of production of modern industrial design, aiming at ships' demands
in the most recent giant fields of the pre-salt, the high and features, which are identifiability (region, brand,
flow rate wells encourages the use of larger diameter identification of product series), communicability
192 ABSTRACTS