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 Compiled and Edited by: Gillian Smith Information Services BMT Group Limited Goodrich House 1 Waldegrave Road Teddington Middlesex TW11 8LZ U.K. Tel: 07909991180 Email: [email protected] ©BMT - All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transcribed in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written consent of BMT. The following Abstracts are intended to be fair summaries of the article, but BMT does not accept responsibility for statements made in the originals, nor does it necessarily agree with their contents. 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BMT TECHNICAL INFORMATION ENQUIRY SERVICES The Technical Information Department provides a comprehensive information service: Enquiry desk Library Loan service for BMT Members Literature searches For further information please contact: Gillian Smith, Librarian, BMT Group Limited, Goodrich House, 1 Waldegrave Road, Teddington, Middlesex, TW11 8LZ, U.K. Tel: 07909991180 Fax: + 44 (0)208 943 5347 Email: [email protected] 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