marin report

8/10/2019 Marin Report

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Report is a newsletter of MARIN April 2008 no. 93

DIFIS new tool in preventing oil disasters

aNySIM-Pro: new way of sharing hydrodynamic software

www.e-MARIN.com online!

New kid on the block: pipe spiralling


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Report is a newsletter of MARIN,

2, Haagsteeg, P.O.Box 28, 6700 AA Wageningen,

The Netherlands, Phone: +31 317 49 39 11,

Fax: +31 317 49 32 45

Printing5.000

Editorial BoardArne Hubregtse, Henk van den Boom,

Ellen te Winkel ([email protected])

Cover DIFIS system for removing oil

from shipwrecks in Offshore Basin

Editorial consultant Helen Hill

Design & Production

Communicatie & Onderneming B.V.,Bavel, The Netherlands

colophon

MARIN leads EU project for the preventionof environmental disastersDIFIS aims to develop a cheap and flexible system to remove

oil from shipwrecks. The DIFIS project is highlighted.

Pipe spiralling is thenew kid on the blockA new method for the installation of offshore pipelines

has been developed and tested by Wintershall. MARIN

was contracted to perform measurements and to validate

strength assessment calculations.

15Tandem offloading simulations for the

Agbami FPSOThe Agbami FPSO vessel is one of the largest production

vessels ever built. Model tests held at MARIN have now been

followed by nautical studies.

25

SBM MoorSpar under testThe MoorSpar is a new SBM Atlantia mooring system

design that allows an FPSO to be moored using existing yoke

technology. MARIN performed an extensive set of model tests

simulating Gulf of Mexico conditions.

12

2

4


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The editorial staff has made every attempt to ensure the accuracy of

the contents. However, experience has shown that, despite the best

intentions, occasional errors might have crept in. MARIN cannot,

therefore, accept responsibility for these errors or their consequences.

For remarks or questions, please contact Ellen te Winkel.

E-mail: [email protected]

For more information or a subscription to MARIN Report, please visit our

website: www.marin.nl.

editorial

Dear Reader,Welcome to this special issue on OTC2008. As you will soon see, this Reportis packed full with the very latestinformation on MARIN projects.

As the 21st FPSO Research Forumand JIP Week approaches, many of theprojects highlighted focus on FPSOsand our offshore work. Prosafe wasawarded two major contracts offshore

Australia and Brazil. Here, MARINdid an extensive series of model tests

in its Offshore and Seakeeping and Manoeuvring Basins. In addition, wecarried out tandem offloading simulations for the Agbami FPSO, whichis the worlds largest production vessel. SAIPEM also asked MARIN tocarry out positioning simulations for its AKPO FPSO, which is beingpositioned in the AKPO Field Offshore Nigeria.

MARIN has also seen several recent developments of its own. We havelaunched a new business unit - the Consultancy and Integrated ProjectsService unit. This move reflects the increasing demand for our ship designservice. The major aim of this new integrated unit is to provide better

continuity for multi-disciplinary projects. Our expertise will help guide youalong the entire design process.

In January, we also launched our new Professional HydrodynamicSolution - aNySIMpro. This again, reflects the need for a more integratedand flexible approach. Report provides an overview of the new software.Additionally, Report introduces e-MARIN - the first completely web-based hydrodynamic service in the world. An interview with Ir. EnricoDella Valentina, the project manager of e-MARIN is in this issue.

And as environmental issues continue to impact developments in theindustry, we outline the EU research project Double Inverted Funnel for

the Intervention on Shipwrecks (DIFIS). MARIN is leading this projectthat aims to prevent environmental disasters by developing a cheap andflexible system to remove oil from shipwrecks, even if they are in very deepwaters.

I have provided a very brief overview of just a few of the topics coveredin this issue and hope you enjoy reading about all of these varied projects.It only leaves me to say that we look forward to meeting you at the FPSOResearch Forum and JIP Week!

Arne HubregtsePresident of MARIN

Two Prosafe FPSOs under test at MARIN 6Early cooperation key to success 8Dynamic Positioning: Drilling for the Future 10Model test investigation of flowphenomena around air 14Elevated Support Vessel (ESV) passestests with flying colours 16Computational Fluid Dynamics nowapplied to offshore 17aNySIM-Pro: the ProfessionalHydrodynamic Solution 18OWME system assists motion criticaloperations offshore 2021st FPSO Research Forum and JIP Weekto focus on harsh environments 22FPSO positioning simulation 24MARIN develops anchor-handlingsimulator for Swire Pacific Offshore 26Tackling the potential problemsof open moonpools 27Current Affairs JIP improves current insight 28Offshore engineers enthusiastic aboutapplied hydrodynamics course

29e-MARIN: a new way of working! 30MARIN launches new Business Unit -Consultancy and Integrated Projects Service 31

3


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4

MARIN leads EU projectfor the prevention of

environmental disastersMARIN is project coordinator of the European research project Double Inverted Funnel for the

Intervention on Shipwrecks (DIFIS), which aims to develop a cheap and flexible system to remove

oil from shipwrecks - even if they are in very deep waters. The DIFIS system could have helped

prevent major environmental disasters such as the Prestige and Erika cases. Report outlines thispollution-busting system.

62179

Hans Cozijn / [email protected]

1.8m

European countries

www.difis.eu


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In the DIFIS system any fuel leaking from a

wreck is captured in the Dome and it flows

up through the Riser Tube to the Buffer Bell,

sea surface.

After installation, the DIFIS system remains inplace until all of the wrecks tanks are emptied

and the pollution threat is eliminated. The DIFIS

system prevents pollutants from spreading in the

sea and from reaching the sea surface. A shuttle

tanker offloads any fuel collected in the Buffer Bell.

For this reason, the Buffer Bell is provided with

standard offshore offloading equipment.

Eight-strong consortium

The DIFIS project includes numerical simulations,

hydrodynamic scale model tests and deployment

simulations, as well as an analysis of the system

costs and planning. The project is being carried

out by an eight-strong consortium (SENER and

Consultrans of Spain, IFREMER, C.E.A.-List,

Cybernetix and Sirehna of France, I.S.I of Greece

and MARIN). In addition, the European Commission's

Joint Research Centre (JRC) is involved as a scientific

and technical advisor. Dr Fivos Andritsos of the JRC

actually came up with the original idea for the system

and initiated the DIFIS project.

Recently, MARIN has carried out two series of model tests to investigatethe feasibility of the system. The systems behaviour was tested at model-

scale in MARIN's Offshore Basin in various environments including

combined wind, waves and current, as well as heavy storm conditions.

In the first series of model tests carried out in March 2007, the systems

behaviour was investigated in survival and operational conditions. Using

a DP shuttle tanker, offloading the Buffer Bell was also investigated.

The second series of model tests in January 2008, focused on system

deployment. Several stages of the installation were investigated, including

unfolding the Dome above the shipwreck.

The preliminary system designs are ready and results of the model tests

have now been implemented in the final design. During the remainder of

the project the DIFIS consortium will further develop procedures for the

installation and inspection of the system. In addition, the system cost and

planning will be assessed in detail.

62183

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6

MARIN tests two Prosafe

FPSOs destined forAustralia and Brazil

Prosafe was awarded two major contracts

for the supply and operation of the Ningaloo

Vision FPSO for Apaches Van Gogh field, offshore

Australia and the Petrobras Cidade de Sao MateusFPSO for offshore Brazil. Being responsible for

the engineering, procurement, construction,

installation, commissioning and operation of

the FPSO, Prosafe asked MARIN to carry out an

extensive series of model tests in its Offshore

and Seakeeping and Manoeuvring Basins for both

FPSO concepts.

Offshore Australia

The Van Gogh field lies in a water depth of about

of Australia. The area is environmentally sensitive

and any water and gas that is produced will be re-injected for

environmental reasons.

A conversion of the M/T Kudam, an Aframax with double

sides, the Van Gogh FPSO was represented by a new built

using a detachable turret buoy holding all mooring lines and

a large amount of risers and umbilicals. The disconnectable

turret system is a further development of Prosafes longproven designs.

Cicade de Sao Mateus

Charlotte Saltner

Hans Cozijn

[email protected]


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7

For the model test programme the local footprint at

the field exceeded the maximum possible footprint

that can be modelled in the Offshore Basin. This was

tackled using an equivalent (truncated) mooring

and riser system. The equivalent mooring system

was designed so that the behaviour of the full-depthmooring systems were represented as accurately as

possible.

Model tests covered several different aspects related

to the design of the FPSO, its mooring systems,

risers and the detachable turret buoy. The scope of

the work for the model test programme included

so-called soft-spring mooring tests which were

carried out to accurately determine the FPSO

motion RAOs. Special attention was paid to the

FPSO roll motions.

In addition, mooring tests in environmental

conditions for combined current, swell, wind seas

and wind were carried out. Here the objective was

to assess the FPSO displacements and mooring

loads and the behaviour of the DTM buoy during

disconnection, reconnection and when disconnected

from the FPSO.

Motions of the submerged buoy while beingreconnected and disconnected, were measured using

MARINs underwater motion measurement system.

An assessment was also made of the relative wave

motions along the length of the vessel and the

possible shipping of green water, as well as slamming

impacts on the FPSO bow.

Special attention was paid to the drag forces on the

conical buoy body, as well as the towing resistance

and behaviour of the buoy while being towed by a

support vessel. For this assessment, a separate buoy

model was fabricated at a larger scale (1:40) and a

series of towing tests was conducted in MARINs

Seakeeping and Manoeuvring Basin.

Offshore Brazil

The deepwater FPSO Cidade de So Mateus will

be designed for a water depth of a maximum of

spread mooring arrangement. About 48 risers will be

accommodated by this FPSO.

Van Gogh

Van Gogh

Although a smaller model scale of 1:70 was chosen

for this project compared to the Van Gogh FPSO,

it was not possible to model the full depth mooring

system dimensions in the Offshore Basin. Again,

an equivalent truncated mooring system had to be

designed in order to accurately represent the fulldepth mooring systems characteristics.

The scope of work comprised an extensive bilge

keel and VCG sensitivity study, which was assessed

during free-floating roll decay tests. The motion

RAOs for the FPSO were determined based on

results from tests in a soft spring mooring system.

The FPSO motion behaviour and mooring line

tensions were determined during tests for the spread

moored FPSO.


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Early cooperation in design

process fundamental tosuccessful SSP project

A successful example of cooperation

and support at an early design stage

has been the extensive analysis

of the Satellite Services Platform

(SSP), developed by OPE in Houston. A

combination of a broad numerical study

and dedicated model basin experiments,

resulted in a thorough understanding

of the characteristics, opportunities

and qualities of OPEs SSP. Report takes

a look at this approach where early

cooperation was a key to success.

The patented SSP is a floating vessel

designed to provide production, processing

and separation for deepwater applications.

SSP consists of a large hemispherical shaped hull,

with a retractable centre column extending downward

through the hull. Different scales of the platform are

possible, all based on the same concept.

By design, the SSP can achieve significantly higher

payload ratios when compared to conventionalfloating production units and the topsides deck

has plenty of space for production equipment.

8

Willemijn Pauw / [email protected]

06-0

16328


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9

1.2m barrels of oil. Due to its unique hull shape and

weight distribution, the floater is stable at all filling

ratios without intake of ballast water.

Unlike conventional FPSOs, the SSP does not

require weather-vaning because of its axisymmetrical

shape. This shape means it has an advantage in

complex seas where swells, current and wind, may be

from different quadrants.

The SSP design clearly has some very interestingcharacteristics but a detailed analysis of the hydrodynamic

capacities of this innovative hull shape was required. The

main purpose of the studies performed at MARIN was

to obtain more insight into the motion characteristics

and survivability in extreme weather conditions. As the

platform is currently a generic design, a large range of

sea states were tested from severe hurricane conditions

in the Gulf of Mexico, to long period swells occurring

in the West of Africa.

Concepts fully understood

Initially, a numerical motion analysis of the platform

was made because the FPSO design was still in the

conceptual phase at the start of the cooperation

between OPE and MARIN USA. The starting point

was a numerical motion analysis of the platform.

The hemispherical-shaped hull, combined with the

slender columns of the centre column, required a

special approach to calculate the combined wave and

drag loads. The centre column damped the motions

by the drag on the eight slender cylindrical columnsthat make up the centre column. And it also provides

the possibility to tune the natural period of roll

and pitch away from the wave periods by changing the amount of entrapedseawater (added mass) at the bottom of the centre column. Optimisation of

the motions is a complex process but once the various design concepts are

fully understood the SSP characteristics can be tuned to result in promising

motion characteristics.

Reasonable understanding of the characteristics, opportunities and qualities

of the platform can be obtained by a detailed numerical analysis. But in the

design of an innovative platform like the SSP, model basin experiments are

important to detect unexpected behaviour. Equipped with a preliminary

mooring system, designed at MARIN USA, the SSP successfully went

through a dedicated testing program, including rough hurricanes and

challenging West of Africa swell conditions.

Meanwhile, knowing the opportunities that exist for its SSP design, OPE

went to the investment community and has become publicly traded on the

Toronto Stock Exchange. Many oil companies showed interest by attending

some of the tests at MARIN. There were two main reasons for the success

of this project. First, the numerical analysis of motions, mooring design and

optimisation of the model test specifications were performed at MARIN

USA in Houston, enabling weekly progress meetings and direct contact in

the same time zone. Furthermore, the combination of numerical analysis andmodel basin experiments proved to be the perfect recipe to establish a solid

base for the next stage of the design.

66626


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10

Dynamic Positioning:

Drilling for the FutureIn the last year, MARIN has been involved in the model

testing of several dynamically positioned vessels. In most

cases the objective of these tests is to assess the DP

capabilities for both intact and failure cases. For some

projects it is also important to investigate the relative

motions with respect to other floaters that may be in

close proximity of the DP vessel. Two major projects for

drilling vessels are presented here.

DDU Model in the Max Operational Drilling Condition

68056

Olaf Waals

Jorrit Jan Serraris

[email protected]


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11

In June 2007, Friede & Goldman commissioned

MARIN to perform model tests on the

drilling vessel DDU that will be built and

operated by CNOOC. The vessel is a four-column

stabilised, semi-submersible and has been designed

by Friede & Goldman.

Models of the semi-submersible with eight

azimuth thrusters, a pre-laid mooring system and

a simplified horizontal mooring were prepared

for the hydrodynamic tests. The purpose of

the hydrodynamic model tests was to collect

information about dynamic characteristics of the

semi-submersible unit and its behaviour in real

operating conditions. In addition the tests would

examine its station-keeping abilities which are vital

to ensure safe and effective operations.

In addition to the DP tests, the relative wave

motions were measured at five different positions

around the platform and a survival storm wave

condition was generated to check the available air

gap. The platform motion response was checked

with regular wave and irregular wave tests and this

was in agreement with the results from diffraction

analysis.

For the DP control, the computer program

RUNSIM was used. This utilises Kalman filtering

to determine the low frequency excursions and a

PID controller to determine the required feedback

forces to be generated by the eight thrusters. The

forbidden angles were included in the algorithm

and current load, thruster interaction and full

environment tests were performed.

The current loads and thruster interaction effects

were tested in captive towing tests. In these tests the

thrust losses due to the interactions of the thruster

wake with the hull are quantified. This allows the

designers of the DP system to include forbidden

zones for the azimuth angles of the thruster.

Transocean drillship tests

In February 2008, model tests on a deepwater

drillship have been performed at MARIN. Ordered

by Transocean and constructed by Hyundai Heavy

Industries, the drillships special features are itsmoonpool and dynamic positioning system, which

consists of six azimuth thrusters.

For a drillship two operational profiles are of

primary importance: station-keeping in DP

mode during drilling operations and sailing in

transit condition. These two operational profiles

require contradicting thrust characteristics of the

propellers. In DP operations maximum thrusthas to be delivered by the propellers at low inflow

velocities, while in sailing conditions thrust has

to be delivered at an inflow velocity equal to the

ships speed.

A typical thrust characteristic of a DP thruster

shows a high thrust coefficient at low inflow

velocities and a relatively steep decrease of the

thrust coefficient for increasing inflow velocity.

The thrust characteristic of a propeller designed

for sailing conditions on the other hand, shows a

less high thrust coefficient at low inflow velocities

and a less steep decrease of the thrust coefficient

with increasing inflow velocity.

For many ship types, one of the two operation

profiles is of primary importance and the thrusters

are designed for that specific condition. However,

for drillships the two operation profiles are of

equal importance and a compromise in thruster

design has to be found. A design with an optimumof about six to eight knots results in a balanced

performance for both conditions.

MARIN assisted in the thruster design and

determined the thruster interaction in a model basin.

These tests resulted in the appropriate forbidden

zones for the specific thruster configuration in this

design.

Overview of the Drilling Vessel Model

75060


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12

New SCR capable Disc

System tested for SBMThe MoorSparTM mooring system is a new, SBM Atlantia design that allows an FPSO to be moored using

existing yoke technology. To investigate the different aspects of this new concept, MARIN performed an

extensive set of complex model tests simulating Gulf of Mexico conditions in its Deep Water Offshore

Basin, at the end of 2007.

The slender buoy (Spar type) is a support platform for Steel

Catenary Risers (SCRs) and provides the station-keeping for

an FPSO. The structure consists of a large, fully-submerged,

vertical cylindrical hull, with a top truss frame that supports a swivel and a

connect/disconnect system for a yoke moored FPSO. The MoorSparTM

buoy is moored using a deepwater mooring system and the FPSO is a

typical Aframax or larger, self-propelled, double-hull vessel. In case of

severe weather conditions, like hurricanes, the FPSO can disconnect andlook for shelter by sailing away, while the buoy withstands the storm.

Comprehensive model tests

Detailed models of the FPSO and the MoorSparTM

mooring system were constructed. The FPSO stock

model was equipped with a stern thruster, several

remotely-controlled winches and a yoke structure

on the bow.

On the FPSO side, the yoke is mounted to thevessel by means of hinges that allow the yoke to

TLB and FPSO connected

Remmelt van der Wal

Arjan Voogt

[email protected]

69923


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13

onnectable Mooring

Atlantiapitch. At the other end of the yoke, a two-axis

gimbal table is located. The gimbal table supports

one side of the cone-shaped connector. This part

is able to roll and pitch by means of the gimbal

table.

The MoorSparTM buoy consists of a large, fully-

submerged, straked hull and a truss superstructure

which pierces through the water line. The truss

structure supports the swivel above the water

surface and the FPSO can be connected via the

yoke. A representative mooring system consisting

of catenary mooring lines and tether was used for

mooring the MoorSparTM buoy in the basin. In

addition, SCRs were modeled as well, to take into

account the drag loads on the risers.

The procedure to connect the FPSO with the

MoorSparTM buoy was done using a winch-controlled hawser system that connects the FPSO

to the MoorSparTM buoy. By pulling in a

connection line, the yoke is pulled down until the

male and female parts of the cone were connected,

which is the last step in the connection phase.

Concept minimises SCR motions

To simulate different Gulf of Mexico weather

Hs=19.0 m, were modelled in combination with

high current and wind velocities to simulate up to

1000-year hurricane conditions.

One of the primary objectives of the model tests was

to provide a basis for the calibration of numerical

tools to predict FPSO and MoorSparTM motions,

mooring forces and line tensions for all types of

conditions. Furthermore, the tests were done to

prove that the new concept minimises SCR motions

in the various environments. Finally, connect and

disconnect procedures and methodology wereinvestigated.

To meet these objectives, a variety of different tests were performed

successfully. Decay tests were done to determine damping levels and natural

periods of the system.

Tests with the MoorSparTM buoy alone, in extreme and survival

conditions, were carried out to check the uncoupled MoorSparTM systems

global performance. Part of the investigation included and examination of

motion behaviour and possible wave run up.

In the connected mode, the mooring loads and motion behaviour of the

combined system were investigated in storm and loop current conditions.

Finally, connection and disconnection tests were performed to investigate

the connection procedures and methodology. Varying different parameters

of the system such as stiffness of the hawser, approach speed and loading

conditions resulted in good insight on the systems behaviour.

Based on the observations made during this model tests campaign, the newMoorSparTM design showed its capability to moor FPSOs and support

SCRs in connected, disconnected and reconnect conditions off the Gulf

of Mexico.

69920 70237


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15

CourtesyWintershall

Floating pipe spiralling providesalternative to pipelaying vesselsA new method for the installation of offshore pipelines has been developed and tested by Wintershall.

MARIN was contracted to perform measurements during the tests and to validate strength assessmentcalculations. Pipe spiraling is the new kid on the block. Report explains.

Conventional pipelaying methods utilise

large, dedicated vessels but a new

pipelaying method does not require such

expensive equipment. Instead of the traditional

pipelaying vessels, this method is based on winding

the pipes into a flat floating spiral with the

addition of added external buoyancy and then this

is towed to the field. During the pipelay operation

the external buoyancy is deflated and removed

in a controlled manner, ensuring a successful

installation of the pipe.

Successful trials

To verify the concept of pipe spiraling, two days

of trials were performed in October 2007, withapproximately one kilometer of pipe which was

spiraled into a reel with a diameter of around 100

m. Prior to the tow, the pipe was pulled onboard a

barge which was positioned near the shore and then the external buoyancy

was added. When the winding was completed the pipe was taken under tow

to a location some 10 kilometers above the Frisian Islands.

Wintershall contracted MARIN to perform measurements during the trials.

In addition, MARIN was requested to validate, using the measurements,

existing towing and fatigue calculations.

Towing validation data comprises the towing loads and the velocity

through water, including direction. Validation data on fatigue was obtained

from stress measurements in the pipe. In order to relate the towing and

fatigue calculations to the waves, a wave-radar at the bow was installed

in combination with a wave frequency motion sensor to correct the wave

measurements for ships motions. The analyses of the measurements

comprised the estimation of the drag coefficient, Response Amplitude

Operators of the stresses and the fatigue consumption as a function of the

sea states measured.

Following the successfully completed trials, Wintershall is currently

performing a feasibility study to apply the floating pipelay method to a

North Sea project.

Pieter Aalberts

[email protected]


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16

Elevated Support Vessel passestests with flying colours

In a world of mergers and ever-growing companies,

MARIN has taken up the challenge to provide advice

to new players in the field. Remedial Offshore took

advantage of MARINs presence in Houston and

subcontracted the verification of the thruster capabilityfor its new Elevated Support Vessel (ESVTM) design to

MARIN USA. An integrated model test program and

numerical verification study was carried out for this

new vessel/jack-up hybrid concept to see if the design

was fit for purpose. During this project, MARIN could

combine a strong link to the Netherlands with directsupport from our Houston office.

Remedial Offshore currently has two

Elevated Support Vessels (ESV)under construction at Yantai, Raffles

Shipyard and Cosco Shipyards in China. The

ESV hybrid builds on the basic foundation of

jack-up drilling rig design and each ESV unit

is self-propelled. Unlike a traditional jack-up rig,

every ESV hybrid is equipped with azimuthing

thrusters, allowing it to freely move between wells

on an in-field move and eliminating the need for

anchor-handling and tug support.

Achieving another milestone

Remedial Offshore required a resistance/propulsion

curve with the legs up and with legs below the hull.

They also needed DP manoeuvring data for their

DP vendor in these configurations. Towing tests

with a large-scale model of the ESV equipped with

instrumented propellers provided the vessel drag

and thruster efficiencies. The test data was input

into an advanced dynamic positioning capability

analysis in different environmental conditions.

The results were even better than expected and

provided another milestone in this innovative

project.

Elevated Support Vessel sailing with legs down

Arjan Voogt

[email protected]


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17

Computational FluidDynamics now applied tooffshore structuresMARIN has applied and developed

Computational Fluid Dynamics (CFD)

for several decades in the field of ship

resistance and propulsion but now theoffshore industry is also asking for CFD-

based advice. Therefore, the time has

come to apply MARINs CFD experience

to new offshore developments.

The Business Unit Offshore has composed

a roadmap for the future use of CFD in

the offshore industry. Potential application

areas were identified as wind and current loads

on offshore structures, Vortex Induced Motions

(VIM) of offshore structures, Vortex Induced

Vibrations (VIV) of risers and viscous effects on

wave-induced motions of offshore structures.

MARIN aims to tackle these challenging problems

by the application of existing commercial CFD and

by the development and application of in-house

CFD.

In 2007, a license for a commercial package

(CFX) has been acquired and experience has been

obtained with the program by applying it to a

number of well-known test cases. Furthermore,

development plans have been written for a step-by-step development and validation of the new

in-house code FRESCO. The first step towards

offshore applications has been made by studying the flow and vortex

shedding around a fixed 2D smooth riser for a large amount of Reynolds

numbers, laminar and turbulent flow, up-to the well-known drag-crisis.

The agreement with the measurements is reasonable but results are sensitive

to the applied turbulence model and to the modeling of the existing shear-

layers especially for the drag-crisis region. Therefore, MARIN plans to

develop and improve methodologies to tackle this important problem.

Before using CFD in advise to clients it should be thoroughly validated

to know the limitations and the accuracy that can be expected. MARIN

has the unique possibility to combine CFD development/application and

validation by means of dedicated measurements in its basins. Particle Image

Velocimetry (PIV) is one of the means to obtain insight in the velocity

field. MARIN owns a PIV system and this has been used to study the

capability of PIV to measure the velocity field around a vortex-shedding

cylinder. The results are very promising and useful insight into the vortex

patterns has been obtained.

References

Wilde, J.J. de and Huijsmans, R.H.M. & Tukker J., Experimental

Investigation into the Vortex Formation in the Wake of an Oscillating

Vaz, G. et. al., Viscous flow computations on smooth cylinders, a Detailed

Computed velocity field around vortex-shedding cilinder at different Reynolds numbers

Tim Bunnik

Guilherme [email protected]


18/32

aNySIM-Pro:

aNytime, aNyplace,Last year, MARIN launched the

aNySIM-Pro concept - a new way of

sharing hydrodynamic software.

Following the enthusiastic reaction

from the offshore industry, MARIN

has decided to share this most

important time domain simulation

tool with clients and it is now fully

operational. Report highlights the

advantages of the Professional

aNySIM-Pro approach to your project.

In recent years, developments in the offshore

industry have shown the need for a more

integrated and flexible approach. Therefore,

MARIN decided to develop the modular aNySIM

code for N-body simulations. This is a powerful time

domain software that was developed as MARINs

in-house computation tool for offshore design

with software models in the offshore industry such

as LIFSIM, DPSIM and DYNFLOAT, aNySIM

brought together the capabilities of different time

domain software packages. This software facilitated

multi-body simulation of the typical challenges that

can be faced during the design of offshore structures.

It has now become MARINs main hydrodynamic

toolbox.

18

Olaf Waals

[email protected]

New innovative developments of MARIN clients

require flexible and dedicated simulation tools

(Courtesy SBM Offshore,Excalibur,BHP Billiton)


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aNywhere

19

Latest version

Up until now, aNySIM has been deployed as an

in-house code that was used to carry out studies for

clients. Often, aNySIM was used in combination

with model tests, so that the tool was validatedstep by step. After gaining the required experience

with the program, MARIN came up with a new

way of sharing its hydrodynamic software, hence

aNySIM-Pro. MARIN took aNySIM a step further

in developing aNySIM-Pro, which is the project

version of aNySIM.

aNySIM-Pro allows clients to use the latest version

of the validated program for a specific project with

MARINs dedicated support and advice but without

paying full license fees. Instead of buying or leasing

the general program, a project-specific version of the

program can now be shared. Clients pay a project

license fee for the use of the program and for

the actual support and training clients expect from

MARIN at that moment.

How does it work?

When clients have a project and think they can use

aNySIM-Pro they contact MARIN and indicate

what sort of project they want to use it for.

A plan and schedule is then made for preparation of

the executable aNySIM-Pro code and the necessary

hydrodynamic input (HDB) files, based on the vessel

or structure. Specific modifications and additions can

be made in the clients aNySIM-Pro version when

needed for optimum use in their project.

The required support and training needed for this

project is agreed and planned. MARIN can even train

the number of people clients want involved in the

project. MARIN then prepares HDB-files and includes

them into the project version of aNySIM-Pro. There

is also the option of clients preparing a hydrodynamic

database themselves. MARIN will then convert the

database to the required aNySIM input

MARIN can also assist in the preparation of further

input (mooring or DP systems), in a joint QA check

and in the first runs. In combination with model tests,

a tuned version of aNySIM-Pro can be provided. Inprinciple, further input (such as mooring systems and

DP systems) is a possibility. For instance, clients can

perform their own design optimisation.

Clients receive the executable version of aNySIM-

Pro, which is a perpetual project version that can be

used by an unlimited number of users within their

organisation. The scope of the project is defined

beforehand and that determines the fee paid for the

program. This approach allows clients to use the tool

for the project they are working on and they can also

check or modify things in the future.

Advantages

There are several advantages of the new approach.

Being MARINs main tool for clients and research

projects, aNySIM-Pro is continuously validated

with model tests, so clients always get the latest

version of the validated program. You work with

the same tools as we do!

And as MARIN knows both the clients project and

the aNySIM program, MARIN can offer advice

about the applicability of the tool to projects or

problems. If clients are close to the boundaries

of its application or validation, MARIN can let

them know.

Instead of buying or leasing a general code, clients

only pay the project fee when they have a project

and need the program. They do not pay for each

new user license as the number of project users is

unlimited and they do not pay for general support

but only for the support and training specific to

the project.

MARIN has developed a demonstration version of

aNySIM-Pro that allows clients to try the concept.

This example shows a two body, side-by-side mooring

case with two tugs in close proximity. The case was

validated against model tests that were carried out for

an LNG carrier in shallow water.


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21/32

Well intervention from a small mono-

ull vessel, installation of top-sides

by float-over operation, helicopter

anding, ROV-retrieval and lift-operations all

strongly depend on the wave-induced motions

of the vessel. In limiting sea-states go/no-go

ecisions ave to be made on t e motions foreseenin the near future. To assist such decision-making,

a system as been developed w ic is capable of

predicting quiescent motion periods some two

minutes in advance.

T e OWME development and tests are supported

by Statoi Hy ro, Tota , SBM, Seaf ex, OceanWaves,

Sire na, Delft University, University of Oslo and

MARIN. The three-year project was awarded the

Eureka label and is supported by the Dutch

Ministry o Economic A airs.

Three components are being addressed in the OWME development:

1. Derivation of t e wave profiles some

1 nm ahea of the vessel

2. Wave propagation modelling to derive

he wave profile at the vessel

on t e predicted local wave

Single wave detection is ac ieved by processing X-band radar data, w ic

as recently been developed by OceanWaves. By digitising the sea surface,

the individual waves in space and in time are recorded. In the range of the

radar images individual waves will be extracted within an analysing area in

t e wave direction.

Wave propagation models ave been developed by Delft University of

Technology and the University of Oslo. These models are verified against

wave propagation tests in its Seakeeping & Manoeuvring Basin. Over an

area of 2100 x 2100 m, at a scale of 1:70, various short crested wave fields

were measure . MARIN ma e use of an array of 10 x 10 resistance type

wave gauges covering 1.8 x 1.8 m. Alternatively, the complete wave field was

recorded by t e 4-D video tec nique developed by Prof. Wu. Ref. [1, 2]

Field trials

Once t e components ave been integrated in t e prototype, OWME will

be subjected to extensive field trials. The system will be installed on a light

well intervention vessel operating offs ore Norway. Field trials are being

conducted in close cooperation with Seaflex. These trials comprise theeployment of a directional wave rider buoy in t e window of t e X-band

radar, the measurement of the local waves at the vessel by means of a level

auge radar mounted at the bow and the recording of the vessels motions

by a sensor motion unit. In this way both the total system can be verified,

as well as eac of t e t ree main components of OWME.

With these technology developments, OWME supports future onboard

advisory systems that can reduce the risks involved in motion critical

offshore operations and that can increase the weather window for this type

of work.

References:

[1] MacHutchon K.R and Liu P.C., 2007, Measurement and Analysis

Imaging System or t e T


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22

Norway FPSO Forum to

focus on harsh environments

The event follows the FPSO Forum and JIP Week in November

ast year, osted by Hyundai Heavy Industries in Geongju, Korea.

he theme of the 20th Forum was yard practice. All the major

Korean yards and class societies presented t eir views on FPSO construction

in relation to standard shipyard practice for merchant shipbuilding.

T e Forum also celebrated its 10t anniversary wit a tour around t e s ip

and offshore yard of HHI in Ulsan. This was a good opportunity for the

at the yard.

In April, the focus will turn to operations in harsh environments. In the

future FPSOs will be increasingly deployed in severe wave climates and under

arctic conditions. Hosting company, StatoilHydro, will deliver the keynote

address on t is t eme.

As FPSO designers, developers and researchers prepare to meet in Trondheim for the 21st FPSO Research

Forum and JIP Week, Report provides a preview of the highlights. Hosted by StatoilHydro, the meeting takes

place from April 21 to 25 and will focus on the design and operation of FPSOs in harsh environments.

FPSO JIP Week

The FPSO JIP Week which is organised around

the open Forum, will focus on motions and wave

loading, strengt and fatigue, inspection and

maintenance, as well as operational aspects. In

addition, t e week accommodates t e progress

meetings of 10 Joint Industry Projects. During these

projects FPSO operators, engineering contractors,

shipyards, authorities and researchers, work closely

toget er and s are t eir expertise. A big benefit

of t is cooperation is t e promotion of common

understanding and acceptance of the results by the

FPSO community.

Hereby follows an update on t e projects lead by

ARIN.

Current Affairs

T is new initiative addresses t e Vortex Induced

FPSO Forum at HHI Offshore yard in Ulsan

Henk van den Boom

[email protected]


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23

Motions (VIM) of multi-column platforms such

as TLPs and deep draught semi-submersibles in

currents. Recent research has shown that it is not

only single column floaters such as spars that suffer

from oscillatory motions originating from vortex

shedding in current. But multi-column platforms

such as TLPs and deep draught production semi-submersibles, can also exhibit such behaviour. VIM

of multi-column platforms in relation to platform

concept, column spacing and shape, are examined in

this project. Current Affairs has its kick-off meeting

in the JIP Week.

Contact: Olaf Waals ([email protected])

Monitas

Based on earlier experience in the FPSO Integrity and

Capacity JIPs, this JIP is developing an intelligent

monitoring system to control the fatigue life of

FPSOs and to support inspection, maintenance

and repair programmes. The new method includes

advanced wave loading assessment, based on a

real-time separation of swell and wind driven wave

components. The application of life-time gauges to

record fatigue history is another innovation that has

emerged from this project. This new monitoring

system is installed and tested onboard FPSO Glas

Dowr, producing at the Sable field offshore South

Africa. Monitas is a three-year project and will becompleted next year. The project is supported by 17

companies. For further information see OTC paper

Lifetime Prediction of New and Converted FPSOs

Contact: Mirek Kaminski ([email protected])

ComFLOW II

The Volume of Fluid method implemented in the ComFLOW software has

proven to be a reliable tool for simulating impacts of fluids on structures such

as observed when shipping green water. In the present JIP, the two-phase flow

model has been developed to simulate sloshing in tanks and validated against

will be completed this year. Contact: Tim Bunnik ([email protected]).

Offloading Operability II

In the first phase of this JIP the simulation of single point and tandem

offloading was examined. Phase II aims to extend the simulation tool

SHUTTLE for close proximity mooring such as side-by-side, GBS or jetty

terminals. Research topics include the hydrodynamics of two vessels in close

proximity. Contact: Arjan Voogt ([email protected]).

OWME

The Onboard Wave and Motion Estimator project aims to develop and test

a system capable of predicting vessel motion quiescent periods some two

minutes ahead. (See details in this issue)

Contact: Henk van den Boom ([email protected])

Hawai

Shallow water hydrodynamics is a major challenge for many involved in the

development of near-shore and exposed LNG terminals. The objective of the

sHAllow Water Initiative (Hawai) is to improve the reliability of the motion and

mooring prediction methods for terminals in shallow water. To this end, the project

investigates key hydrodynamic issues such as first and second order wave loads. Thetwo-year project, which is supported by 24 companies, will have its close-out meeting

during the JIP Week. Contact: Radboud van Dijk ([email protected]).

The full programme, as well as previous presentations is available from

www.fpsoforum.com.


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24

FPSO positioning simulationfor SAIPEM SA

The AKPO FPSO will be spread moored, with 12 mooring lines.

During installation of the mooring lines the AKPO FPSO will bekept in position with the help of several positioning tugs, while an

installation vessel connects the first eight mooring lines.

To identify the most critical environmental combinations and mooring

configurations concerning the tugs capability to keep the FPSO in position,

SAIPEM carried out preliminary static studies. After these static calculations

centre, MSCN.

The simulator presented the information on five displays and included the

visual scene, geographical information (positions of FPSO, tugs, lines and

exclusion zones), numerical information (velocities, tug and line forces)

and a synthetic radar screen. The instructor station consists of two screens

with geographical and numerical information and the tug control system to

effectuate the tug orders.

Simulations were conducted in different environmental conditions (wind,

waves and current), different line configurations (number and characteristics)

and different tug configurations (number of tugs, tug power and tug

failures).

Several scenarios were tested. These included a short tow condition when

tugs keep the FPSO in position without mooring lines being connected.

Total Upstream Nigeria Limited, which

is developing the AKPO Field Offshore

Nigeria, awarded SAIPEM SA the

installation of the FPSO. This FPSO will

be positioned within OML 130, some

200 Km south of Port Harcourt, in water

depths ranging from 1250m to 1480m.

As a preparation of offshore installation,

SAIPEM asked MARIN to carry out

positioning simulation for its AKPO FPSO.

Hook-up and squall conditions with up to seven

lines connected were also tested.

A tow master controlled the positioning manoeuvres

and gave the tug orders. The simulator instructor

carried out the tug orders, changed the environment

according to the prescribed cases and managed the

simulations.

These simulation sessions made it possible to

acquire beneficial knowledge on FPSO behaviour

and on the tugs positioning strategy. In particular,

simulations show that dynamic effects are of primary

importance.

An empty FPSO (with little damping) is light

compared to the expected environmental loads and

the high tug forces that have to be applied accordingly.

This combination may lead to unstable behaviour if

the tug forces are not controlled with care. Simulations

also show that the use of a very accurate Rate of Turn

indicator could help stabilise manoeuvres. Pre-warning

of environmental changes is also essential to be ableto anticipate the tug configuration on the expected

changes in the next given work.

FPSO under construction

Freek Verkerk

[email protected]


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25

Ordered by Star Deep Water Petroleum

Limited, an affiliate of Chevron

Corporation, the Agbami FPSO was built

in South Korea and production is expected to start in

the third quarter of 2008. Next to the FPSO, a SPM

buoy will be installed in the field as well.

Initially, MARIN conducted model tests for the

Agbami FPSO in order to investigate the possibilitiesof a safe journey to the field and for reliable mooring

once the vessel arrived. Last year, these tests were

followed by a nautical study that aimed to determine

the operational limits for approaching, connecting

and tandem offloading from the FPSO.

Under normal circumstances the FPSO will be

offloaded via the SPM buoy. However, to continue

oil production during for example, down-time periods

of the SPM buoy, there is also a need to be able to

offload directly from the FPSO. This is done by

mooring the export tanker to the FPSO in tandem.

The limits for tandem offloading were determined

using fast-time manoeuvring simulations, whereby

the necessary tug power, hawser loads and abort

scenarios were identified.

Following the fast time simulations, two training

programmes for the companys mooring masters

were carried out on MARINs FMB-I. This bridge

the same database was used as for the fast time

The Agbami Floating Production, Storage and Offloading (FPSO) vessel is one of the largest production

vessels ever built and is currently being installed 70 miles offshore Nigeria. MARIN previously

conducted model tests for the Agbami FPSO. These tests have now been followed by a nautical study

and several training sessions on MARINs full mission bridge (FMB-I).

simulations. The training periods were used to refine the outcome of the

fast time simulations, as well as to prepare the mooring masters to conduct

tandem operations with the Agbami FPSO.

These real time simulations confirmed the conclusions of the fast time

simulations and gave a very good insight into the best approach strategy

and related nautical procedures. Extreme weather conditions and numerous

emergencies were included in the sessions and the mooring masters are now

prepared for the worst circumstances that can be expected.

In the near future, the training sessions may be repeated but this time

including side-by-side mooring operations.

Star Deep Water Petroleum Limited, an affiliate of Chevron Corporation, is

the operator of the Agbami Unit. Other partners are:

Tandem offloading simulations for the Agbami FPSO

The worlds largestproduction vessel Dimitri van [email protected]


26/32

26

MARIN develops anchor-handlingsimulator for Swire Pacific Offshore

The anchor-handling simulator at SMTC will result in increased

safety awareness, an ongoing reduction in accidents and an improved

capability to understand the operating parameters of company vessels.

Anchor-handling simulation brings some new challenges to the fieldof simulation and one element that sets it apart from existing nautical

simulations is the need for proper wave response characteristics.

Another specific element is the importance and magnitude of external forces

that come into play during the operation, along with the simulation and

visualisation of a series of operation-specific components such as deadmans

wire, tugger wire, work wire, winches, cranes, moving pins, sharkjaws and

animations of personnel on deck etc.

This led to the development of a dedicated anchor-handling model that can

deal with winches, wires, chains, catenaries, bottom interaction, chaser and

friction effects.

Realistic visualisation is also very important to provide feedback for the

operator, including the direct environment, like waves, weather, and propeller

wash but also animations of deck activities. These are highly procedural and

require the observation of strict rules to ensure the safety of men on deck

and of the vessel. Equipment on deck, like shark jaws, pins, tugger wires,

and capstans come into action when the operator applies the controls on the

bridge. For example, a work wire under large variable forces will dance on

deck and will do likewise in the simulation.

With oil exploration moving into deeper and harsher

waters, anchor- handlers and their crews are often working

to the limits of their capabilities and in some cases, beyond

those limits. MARIN recently embarked on a challenging

project to develop and install a world-class anchor-handling

simulator for Swire Pacific Offshore at the new Swire Marine

Training Centre (SMTC) in Loyang, Singapore.

Of course, not all events on deck are initiated

by the operator. Effects like an unsecured buoy

moving on deck are handled autonomously by the

physics engine of the visual system. Special care has

been taken to accurately represent actions on deck.Movements and gestures are modelled using bones

and morphing technology and they are rendered in

real-time as part of animation macros controlled by

the instructor.

As the search for oil and gas moves further offshore,

the risk of supporting those operations increases

significantly. Add to this the growing shortage of

experienced seafarers and continuing advances in the

technical sophistication of onboard systems and it

becomes clear that anchor-handling simulation has a

significant role to play in ensuring and securing the

offshore support chain.

Swires Maritime Training Centre

Nol Bovens

[email protected]


27/32

27

This becomes especially apparent whensailing because the interference between

the outside water flow and the open

moonpool causes additional resistance that can

even be up to 20%. Due to the severe instationary

water movements inside the open moonpool - with

vertical piston motions and sloshing in longitudinal

direction - surging and heaving of the vessel can

be induced when the moonpool is relatively large

compared to the vessel. The figure shows an example

of the resonance inside the moonpool which caused

addition, the large water mass inside the moonpool

experienced sloshing resonance, in this case for

periods of about 10 seconds.

Reducing drag

An easy method to reduce severe flow movements

inside the moonpool and therefore, reducing the

additional drag is by avoiding or reducing the source

of the excitation. This can be done by avoiding flow

separation at the leading edge of the moonpooland/or avoiding the re-entry of the formed vortex

inside the moonpool. Such an effect can be obtained

When looking at drillships two major

features stand out: firstly they need to

be able to hold position on a particular

spot and secondly, they have to move

speedily from one place to another. But

both of these actions can potentially

be hindered by a moonpool.

by adding a wedge to the leading edge of the moonpool and making a cut-out at the trailing edge. In the case shown, the effect is quite drastic with the

moonpool water movements reduced by a factor of two.

A simple means to reduce moonpool water movements is to prolong the

inclined surface of the cut-out inside the moonpool with a flap. The outside

flow is better below the moonpool opening and the inside swirl is broken.

example).

Of course, the flap and other similar solutions, such as a grid of flaps have

the drawback that these contain moving parts that can cause many practical

operational problems. Therefore, these solutions are only advised if the

vessel has to sail long distances regularly.

In terms of design advice, the first step is to identify the risk of resonance of

the moonpool. Such risk can be evaluated by looking at the natural frequency

of oscillations in piston mode and compare this with the frequency of the

two possible sources of excitation. In transit in calm water the source will be

the vortex shedding from the leading edge (related to the so-called Strouhal

number), in stationary conditions in waves the source will be the pressure and

vertical accelerations at the bottom of the moonpool (related to the wavepeak period).

MARIN tackles the problemsof open moonpools on drillship

Frans Kremer

[email protected]


28/32

Current Affairs JIP

improves current insightIn the last few years the importance of current on thebehaviour of offshore structures has become evident.

For example, the strong loop current in the Gulf of

Mexico delayed installation projects and resulted in

Vortex Induced Motions (VIM) of offshore platforms. The

Current Affairs Joint Industry Project aims to shed light

on the true impact of currents. MARIN is carrying out a

complex matrix of tests. Report explains.

Different phases in the design require different levels of accuracy in

the determination of the current induced loads and motions. In

the initial design, semi-empirical methods (such as WINDOS)

can be used, while in further stages complex Computational Fluid

Dynamics (CFD) and model tests are justified.

Current Affairs wants to understand and quantify the possibilities and

limitations of all these methods. The JIPs objective is to develop tools

and guidelines to assist engineers in the assessment of current loads and

effects in the different design stages. With good support from the industry,

including representatives from oil companies, engineering companies andshipyards, the JIP started at the end of last year. Early this year a set of

interesting experiments was performed.

Olaf Waals

[email protected]

The focus of these experiments is a systematic

series of captive model tests with a building block

semi-submersible. Test results from this model

test series will be used for the validation of the

upgraded WINDOS tool (Work Package 2 of the

JIP) and as benchmark data in the CFD studies

specialists of all participants).

The following aspects will be varied systematically

for multi-column structures:

(square, rounded corners, circular)

the column diameter or width

aspect ratios of length, height and beam)

these tests and the focus of the tests will be on total

floater drag, contribution of separate columns and

pontoons to total drag and changes in behaviour

due to variations in geometry. This resulted in a

challenging test matrix, which will be very useful

for the design and evaluation of semi-submersibles

and TLPs and the validation of CFD tools.

It is still possible to join the Current Affairs JIP. If

you are interested, please contact Olaf Waals. For the

project plan and further information please refer to

www.marin.nl, go to JIPS & Networks.

MARIN engineers prepare the building block

model of the semi submersible

28

focus of t ese experiments is a


29/32

MARIN USA expands andmoves to new office building

Marin USA expanded further and moved to a new office building

in the heart of Houston. From this central location we will

continue to provide you with independent verification and

design optimization. We look forward to welcome you at our new address:

29

Offshore engineers

enthusiastic about appliedhydrodynamics course

In the last 12 months almost 100 people have followed MARINs well-

known Applied Offshore Hydrodynamics Course. In addition to the

traditional spring course in Wageningen, in November the course was

organised in Houston and in February for Petrobras specialists in Brazil.

A participant: A unique experience, an excellent course. Good relation

between theory and practical approach and: My expectations have been

totally fulfilled. The instructors are excellent, the exercises were helpful and

engaging and the contents of the course was completely adequate

The Applied Offshore Hydrodynamics course combines theoretical

background knowledge with practical design skills. Very diverse topics

are covered including floater motions, wave drift forces, mooring and

offloading, dynamic positioning, extreme environments, green water loads,

Vortex Induced Vibrations (VIV), Vortex Induced Motions (VIM), hydro-

elastic problems, fatigue, lift operations and shallow water hydrodynamics.

The course provides a lot of insights in the physics without becomingtheoretical and a lot of experience from model tests is presented.

A semi-submersible design contest was also introduced this year, in which

the course participants design a semi-submersible platform and build their

own scale models.

The next option to attend is a four-day course on November 17-20 in

Houston. For information and registration, please contact Joke van der Beijl

([email protected]) or see www.marin.nl/courses.htm.


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31

e+++News/At Your Service+++News/At Your Service+++News/At Your Service+++News/At Your Service+++

t Your Service+++News/At Your Service+++News/At Your Service+++News/At Your Service+++News/At Your

news/at your service

OTC, Houston, May 5-8Meet us again in Houston for the Offshore Technology Conference 2008. You are welcome to visit us at theDutch pavilion, stand 2517. In addition, MARIN will co-present the paper Effectiveness of Polyethylene Helical

Strakes in Suppressing VIV Responses After Sustaining High Roller-oad Damage During S-Lay Installation

May 8, session 19289 .

ITS, Singapore, May 19-23The International Tug & Salvage Convention and Exhibition 2008 will be held in Singapore.

Meet us at the exhibition at stand 30 to discuss our latest technologies.

MARIN and OCENICAstart partnership

On September 17, 2007 MARIN President Arne Hubregtse

and OCENICA Director Marcos Cueva signed an

agreement which now makes OCENICA MARINs official

agent in Brazil.

OCENICA is an engineering and consultancy company

with offices in Sao Paulo and Rio de Janeiro. It supplies a

wide range of products to the naval and offshore market,

from everyday calculations to innovative solutions. It is

specialized in complex hydrodynamics, naval architecture

and structural analysis.

OCENICAs Directors Marcos and Cueva stayed for 3 days

at MARIN and were updated on all aspects of MARINs

services. OCENICA will represent MARIN not only in its

traditional offshore market, but also in the markets for

shipbuilding and nautical ship operations.

In the near future OCENICAs and MARINs Brazilian clients

will be informed about the partnership. Specific workshops

will be prepared to give more information about the

solutions available with this partnership for Offshore, Ships

and Harbours Industries.

MARIN launches new BusinessUnit - Consultancy andIntegrated Projects Service

Based on increasing demand for its ship design service, MARIN has

created a new business unit. This new team takes its roots from

t e expertise eve ope an maintaine wit in t e specia ise

disciplines of powering, seakeeping and manoeuvring and from

MARINs extensive hydrodynamic knowledge.

The integrated unit will provide better continuity for multi-

isciplinary projects and the broad expertise will allow MARIN

to offer a complete consultancy service for the concept design

process of ships.

Officially launched in January, the unit is headed by Guilhem

Gaillarde, who has worked within the seakeeping ield o MARIN

since 1997. He was joined by Patrick Hooijmans and Giedo Loeff

who both come from the powering and manoeuvring sectors.

The team aim to serve your design development needs andsupport you in making the best use of MARINs hydrodynamic

knowledge.

More details on our service and products will be available shortly.

See in news items and on the new business unit page of www.

marin.n .


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2, Haagsteeg

P.O. Box 28

6700 AA Wageningen

The Netherlands

Phone +31 317 49 39 11

Fax +31 317 49 32 45

E mail info@marin nl

MARIN USA Inc.

4203 Montrose, suite 460,

Houston TX 77006

USA

Phone +1 832 533 8036

E-mail [email protected]

marin report

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