Multiphysics Simulation

For Marine Applications

Milovan Peri!
CD-adapco

www.cd-adapco.com
Introduction, I
CD-adapco is developing models, boundary conditions and
simulation procedures in STAR-CCM+ specifically for
marine applications:
- Wave models (initial and boundary conditions);
- Coupled simulation of flow and motion of flying or floating, rigid or
deformable bodies;
- Application of variable external forces and moments;
- Catenary models etc.

Introduction, II
CD-adapco is closely collaborating with customers from
both research and industry:
- Universities in several countries (Germany, Italy, Spain, UK,
Australia, USA, Norway, Korea etc.)
- Towing tank facilities (Germany, France, Norway, Croatia,")
- Classification societies (LR, GL, DNV, ABS)
- Manufacturers of propulsion systems
- Major shipyards (Korea, Germany, Norway")
Global STAR-Conference in March featured a session on
marine applications check CD-adapco web-site"
Contents
Some examples of validation of STAR-CCM+ in marine
applications
Some features of STAR-CCM+ which are important for
marine applications
What is simulation used for?
Examples of applications by customers
Future developments in STAR-CCM+ for marine industry
Future trends in the use of simulation in industry
Process Automation, I
STAR-CCM+ allows an easy user control of mesh properties by
providing line, surface and volume control parameters all
expressed via one parameter (base size).
Users can create Excel files with control parameters for
particular ship types and via java macros instruct STAR-CCM+
to take setup data from these files"
This allows process automation and ensures that the results are
independent of the user designers can use such templates
without being CFD experts.
CD-adapco Korea prepared such templates for HHI, allowing a
fast analysis for 11 different hulls with all results being within 2%
of experimental data"
Process Automation, II
Automatic refinement
for free surface
Automatic refinement
for hull vicinity
Automatic refinement
for generated waves
Automatic refinement
for geometry details
Validation, I
CD-adapco participated in the Gothenburg 2010 Workshop
on Numerical Ship Hydrodynamics.
For several test cases, good results were obtained with
moderate grid size, using local mesh refinement"
Here, some results for KRISO Container Ship (KCS) and
US Navy Combatant (DTMB 5415) will be presented.
Detailed reports and sim-files are available on request"
Grid Design
KCS: Wave Pattern
Comparison of predicted and measured wave pattern: fixed hull
position, even keel, Fr = 0.26 (measured and computed at model
scale; Gothenburg Workshop Case 2.1, KCS hull with rudder).
Wave cuts
III
II
I
KCS: Wave Cuts
Comparison of predicted and measured wave profiles...
KCS: y
+
and Wall Shear Stress
KCS with rudder, fixed, Fn = 0.26 (standard k-!): predicted
wall shear stress and y
+
distribution...


Resistance Calculation, DTMB 5415, I
DTMB 5415, fixed at specified trim
and sinkage, Fr = 0.26 (standard k-!):
Grid in symmetry plane (upper) and
in water surface (right)
Resistance Calculation, DTMB 5415, III
DTMB 5415: Comparison of measured and
predicted wave pattern
Wave cuts
III
II
I
Wave Cuts, DTMB 5415
DTMB 5415: Comparison of measured and
predicted wave profiles"
Resistance Calculation, Different Hulls
Comparison of measured and computed total resistance
for several hulls (model scale, fixed at given trim and sinkage).
Coarse grid ~ 1 M cells, fine grid ~ 3 M cells. k-! model with
wall functions, mean y
+
~ 30 to 50.
KCS with Rudder, Heave + Pitch, I
Convergence of predicted sinkage (blue) and trim (red), Fn = 0.28,
grid 3 (ca. 3 Million CV), free to heave and pitch
KCS with Rudder, Heave + Pitch, II
Convergence of predicted pressure (red) and shear (blue) drag, Fn = 0.28
KCS with Rudder, Heave + Pitch, III
Fn = 0.195 Fn = 0.26
Fn = 0.35 Fn = 0.28
Predicted wave patterns for different speeds (same grid)
KCS with Rudder, Heave & Pitch, IV
Comparison of measured and computed resistance
Discrepancy between simulation
and experiment less than 1%
KCS with Rudder, Heave & Pitch, V
Comparison of measured and computed sinkage
KCS with Rudder, Heave & Pitch, VI
Comparison of measured and computed trim
Validation, II
CD-adapco Korea performed a validation study for one hull at
three speeds, comparing results with and without free trim and
sinkage.
3.2
3.4
3.6
3.8
4
4.2
4.4
4.6
4.8
20.00 21.00 22.00 23.00 24.00 25.00 26.00 27.00
C
t

knot
Effect of Trim and Sinkage, I
Experiment
Simulation with 2 DoF
Simulation w/o 2 DoF
Effect of Trim and Sinkage, II
Fr Knot Ct Trim [deg] Sinkage [m]
0.2274 21.00 3.467 0.127 -0.00944
0.2600 24.00 3.711 0.169 -0.01394
0.2816 26.00 4.501 0.159 -0.01702
Ct Error (%) Trim [deg] Sinkage [m]
3.5244 -1.656 0.13006 -0.01033
3.7626 -1.392 0.17116 -0.01436
4.5622 -1.360 0.14780 -0.01779
Experiment






Simulation
Results of this study are consistent with results for
Gothenburg test cases the trends are well predicted and
the discrepancy relative to experiments is less than 2%
Validation, III
Brodarski Institut (Zagreb, Croatia) performed a detailed
validation study for a patrol vessel.
Patrol Vessel, I
Patrol Vessel, II
Comparison of predicted and measured resistance of patrol vessel
Patrol Vessel, III
Comparison of predicted and measured trim and sinkage
of patrol vessel
Prediction of Propulsion, I
Prediction of propeller performance in free stream (single blade with periodic,
conditions, steady-state MRF computation, k-" turbulence model, polyhedral
mesh with wall prism layer)
Mesh and pressure
around leading edge
Pressure on suction side
Note: very high
curvature at
leading edge,
needs to be
resolved by the
grid"
Prediction of Propulsion, II
Accurate surface description and judicial grid refinement are essential for
accuracy...
Bad: Poor geometry representation,
too coarse grid around leading
edge of propeller blade...
Better: Smooth surface and more cells
between pressure maximum and
minimum along wall...
Stagnation point = maximum pressure
Minimum pressure =
maximum velocity
Prediction of Propulsion, III
Comparison of measured and predicted thrust (K
T
), torque (K
Q
)
and efficiency (Eta) coefficients; good results from a good grid"
Prediction of Self-Propulsion, I
Study by CD-adapco Korea: KRISO container ship + rotating propeller,
prediction of self-propulsion point"
Trimmed grid around
hull, with local
refinements
Polyhedral grid around propeller,
sliding cylindrical interface
Prediction of Self-Propulsion, II
Comparison of measured and predicted streamwise velocity contours
in the plane x/L
PP

Prediction of Self-Propulsion, III
Comparison of measured and predicted resistance, thrust and
torque: a reasonably good agreement is obtained"
29
29.5
30
30.5
31
31.5
32
32.5
33
9.48 9.5 9.52 9.54 9.56 9.58 9.6 9.62 9.64 9.66
n
FD
Simulation is first carried out for a
given forward speed and an
estimated rpm of propeller. The
self-propulsion point is found by
iteration from results obtained
for 2 or 3 rpm"
Important Features
Features of STAR-CCM+ which are important in marine
applications:
- High-resolution interface-capturing scheme for VOF (sharp
interfaces, avoiding mixing)
- Wave modelling, wave damping
- Cavitation modelling, predicting erosion potential
- Dynamic fluid-body interaction (6 DoF motion)
- Overset grids for maximum flexibility in handling body motion
- Multi-component multi-phase fluid modelling with phase change
- Implicit fluid-structure interaction
High-Resolution Interface-Capturing Scheme, I
! STAR-CCM+ employs a high-resolution interface-capturing
(HRIC) scheme to compute the evolution of free surface by
solving equation(s) for volume fraction of liquid(s).
! The scheme combines upwind and downwind discretization to
obtain optimal resolution of free surface (typically by one cell).
! All fluids involved can be compressible (liquids and gases).
! Users can modify some parameters for specific control:
- Avoid blending with upwind when marching toward steady-state
solution (time-accurate evolution not required);
- Activate anti-diffusion to avoid dilution of liquid in gas through
violent sloshing, wave overturning, splashing etc. (sharpening
factor).
High-Resolution Interface-Capturing Scheme, II
Simulation of sloshing in a tank due to sinusoidal sway motion:
one-cell sharp interface before wave overturns (left) and smearing
after splashing (right). Sharpening prevents dilution and the interface
becomes sharp again"
Waves
STAR-CCM+ offers several wave models (for initialization and
boundary conditions, with an arbitrary direction of propagation):
- Linear 1st-order wave theory;
- Non-linear Stokes 5th-order wave theory (after Fenton, 1985);
- Pierson-Moskowitz and JONSWAP spectra (long-crested irregular
waves);
- Superposition of linear waves with an arbitrary direction of
propagation, amplitude and period...
Future versions will provide in addition:
- Superposition of Stokes 5th-order waves;
- Short-crested wave spectra;
- Internal wave generation...
w
w
Vertical motion is damped by introducing smoothly increasing
resistance"
The method proposed by Choi and Yoon (Costal Engineering,
Vol. 56, pp. 1043-1060, 2009) has been implemented into
STAR-CCM+:
Wave Damping
x
sd
Starting point for wave damping (propagation in x-direction)#
x
ed
End point for wave damping (boundary)#
f
1
, f
2
and n
d
Parameters of the damping model
w Vertical velocity component
Any experimental means of wave generation can be simulated
in STAR-CCM+, e.g. using an oscillating flap:
Simulation of Wave Generation
Time-Accurate Wave Propagation, I
Accurate wave propagation requires 2
nd
-order time-
integration method.
Second-order method (quadratic interpolation in time)
requires that the wave propagates less than half a cell per
time step.
First-order scheme is always stable but less accurate"
Test case:
- Stokes 5
th
-order wave
- Wavelength 102.7 m
- Wave height 5.8 m
- Wave period 8 s
- Solution domain 4 wavelengths long"
Time-Accurate Wave Propagation, II
Wave damping was applied over the last 100 m before outlet... 41 cells per wave
length, 11.5 cells per wave height (!x = 2.5 m, !z = 0.5 m)
1st-order scheme, 100 $t/T (CFL = 0.41), after 4 periods
2nd-order scheme, 100 $t/T (CFL = 0.41), after 4 periods
5 cells
10 cells
Wave Propagation and Damping, I
Wave train initialized using Stokes 5
th
order theory...
Solution domain 1002 m long (8 wavelengths); wave damping
applied over the last 300 m.
Wave period 8.977 s, wave height 5 m
20 cells per wave height, 80 cells per wave length, 2nd-order in
time and space (typical for wave propagation studies)...
Initial wave profile:
Damping applied to
initial field...
Wave Propagation and Damping, II
Wave profile after 100 s of simulation time (> 11 periods). Note: 1 cell resolution,
almost no reduction in amplitude"

Essential for accurate prediction of wave propagation: 2
nd
-order discretization
in time (it only imposes a limit on time step: wave should not propagate more than
half a cell per time step, i.e. number of time steps per period should be more than
twice the number of cells per wavelength)
Superposition of Waves
Superposition of 180 linear waves (different wavelength, amplitude and direction)
Modeling of Cavitation, I
! The homogeneous two-phase model is used, in which both
phases are considered components of a single effective fluid.
! The properties of the effective fluid are determined by the volume
fractions of each component.
! One additional transport equation for the volume fraction of vapor
is solved:
! This equation has a source term which describes the growth and
collapse of cavitation bubbles based on Rayleigh equation:
Bubble radius
Saturation pressure
Local pressure
Liquid density
Modeling of Cavitation, II
! The model involves two assumptions:
- Seed bubbles are uniformly distributed in liquid (n
0
bubbles per unit
volume of liquid);
- All seed bubbles have the same initial radius.
! Volume fraction of vapor in a control volume:
! The growth rate of bubble volume:
! The source term in equation for vapor volume fraction:
Cavitation on Propeller, I
Pressure distribution on suction (left)
and pressure (below) side of a 5-blade
propeller.
From an article in DYNAMICS by:
Bart Stockdill, Robert Allan Ltd.
Cavitation on Propeller, II
Cavitation erosion on pressure side
after 500 hours of service (left) and
predicted cavitation zone on propeller
blade (below).
From an article in DYNAMICS by:
Bart Stockdill, Robert Allan Ltd.
Cavitation on Propeller, III
Surface of constant volume fraction of vapour: tip
vortex captured within rotating (fine) grid region...

Simulation (DES) by Lloyd's Register
Example: single-screw LNG ship
4-bladed propeller
Strong aft end vibration
Prediction of Cavitation Erosion, I
Plane-convex hydrofoil equipped with the semi-cylindrical obstacles
(Escaler et al)
35 m/s; angle 3 deg ; tests run 75 hours
DES turbulence model
Simulation (DES) by Lloyd's Register
Prediction of Cavitation Erosion, II
The maximum impact pressure does not predict well the shape of the
erosion pattern.
However, the erosive potential function captures the Y-shape of the
erosion pattern very well.

Experiment
Maximum impact
pressure
Erosive potential
Simulation (DES) by Lloyd's Register
Motion of Flying or Floating Bodies
STAR-CCM+ provides Dynamic Fluid-Body Interaction (DFBI)
model for a coupled computation of fluid flow and motion of
flying or floating bodies.
In every iteration within a time step, forces acting on body are
updated and grid is adapted to body motion (Implicit coupling).
Various external forces and moments can be applied
(propulsion, variable spring, catenary").
Superposition of different motions is automatically performed"
Grid adaptation models:
- Rigid-body motion (whole grid moved with body);
- Embedded motion (part of grid can rotate with sliding interface);
- Mesh morphing;
- Overlapping grids"
Mesh Adaptation to Moving Bodies: Morphing
An example of morphing of a polyhedral grid...
Simulation of Towing
Two boats connected by a catenary, initially at rest. A constant
propulsion force is applied to the front boat instantly it starts moving
and tows the second boat...
Superposition of Multiple Motions
Superposition of vessel motion, propeller rotation
and oscillatory motion of each blade...
Overset Grids, I
Multiple regions (background, overset)"
Each region is associated with one grid continuum (any
grid type).
Easy to set up:
- Set overset grid interface for regions,
- Set overset boundary on overset grid(s).
Cells are automatically grouped into active and passive.
Active cells along interface to passive cells refer to donor
cells at another grid instead of the passive neighbours on
the same grid...
The first layer of passive cells next to active cells are called
acceptor cells...
Variable values at acceptor cells are expressed via variable
values at donor cells using an interpolation function.
Overset Grids, II
Background
grid
Overset
grid
N
1
, N
2
, N
3

Neighbors from
the same grid;

N
4
, N
5
, N
6

Neighbors from
the overlapping
grid.

In the overlapping zone, cells should be of comparable size
(recommendation).
Between two walls belonging to different grids, there should be
at least 4 cells to enable coupling (requirement).
The overset grid should not move more than one cell per time
step (recommendation).
Overset Grids, III
Pitching foil in a
channel
Store separation
Simulation of Missile Launching
M
a
c
h

N
u
m
b
e
r

/

S
u
r
f
a
c
e

T
e
m
p
e
r
a
t
u
r
e

T
e
m
p
e
r
a
t
u
r
e

Parametric Study With Overset Grids, I
Simulation of motion of a
container ship in Stokes
waves propagating from
right to left:

- Wave length equal to ship
length

- Initial vessel orientation 30
(upper) and -30 (lower)
relative to the direction of
wave propagation
Parametric Study With Overset Grids, II
Simulation of floating of a
container ship in Stokes waves
propagating from right to left
Lifeboat in Waves
Simulation of lifeboat falling into a wave using overset grids
Lifeboat Launching From a Platform
Wave propagates from
left to right
Wave propagates from
right to left
Two Ships With Crossing Paths
Simulation of motion of two ships whose paths cross
using overset grids
Human-Powered Boat
Simulation of motion of two ships whose paths cross
using overset grids
Fluid-Structure Interaction, I
Efficient simulation of fluid-structure
interaction requires implicit
coupling, i.e. updates of both flow-
induced forces on the body and
position and deformation of the
body within every outer iteration.

Solid body deformation can be
computed within STAR-CCM+ using
implicit coupling:
- FVM (3D solids only);
- FEM (3D, plates, shells,
membranes, beams), currently
under development;
- Co-simulation with ABAQUS
Fluid-Structure Interaction, II
Grid adaptation to structural deformation: Morphing in the whole domain (left;
may require re-gridding if grid quality becomes poor) or morphing only in the
region around body using overset grids (right; grid quality is less affected).
Fluid-Structure Interaction, III
Coupled simulation of flow and deformation of floating structures
(co-simulation with STAR-CCM+ and ABAQUS)
Implicit coupling to ABAQUS is
possible since V 7.04 (ABAQUS
V 6.12)
What is Simulation Used for?
Simulation is already extensively used in many industries"
Major application areas in marine engineering:
Solving problems (when all else fails")
Helping to understand what is going on"
Testing ideas (virtual experiments)"
Helping to set up experiments (what to measure or visualize and
where)"
Analysis in design phase"
Optimization of products"
Like with any tool, good results are obtained in hands of a
capable user engineering insight is essential"
Innovation Through Simulation
Courtesy of Voith Turbo Schneider Propulsion GmbH & Co. KG
The slots in the guard plate
were introduced after the
analysis of computed flow
around it indicated that
additional thrust
could be obtained
(~4% increase in
efficiency)...
Examples of Application
Prediction of impact of ice pieces on hull and erosion due to cavitation
(Lloyds Register)
Prediction of wave impact in shallow water (DNV, GL, Chevron)
Prediction of slamming loads and whipping (GL)
Prediction of roll damping (Technical University of Hamburg-Harburg)
Optimization of nozzle of a ducted radial propeller for maximum
performance and of a linear jet for minimum cavitation (Voith)
Prediction of propeller ventilation effects (Voith)
Prediction of lifeboat water entry (CFD Marine, umoe)
Prediction of ballast-water handling (Germanischer Lloyd)
Prediction of Ship-Ice Interaction
Simulation by Lloyd's Register
Analysis of interaction between ice pieces and structures using DEM in STAR-
CCM+ and co-simulation with ABAQUS
Objective: Assessment of risk of damage caused by impact of ice pieces on
sensitive parts of structure (like propeller blades, rudder etc.).
Prediction of Cavitation Erosion
Damage to rudder due to erosion
CFD prediction based on two fixed rudder positions (4 deg).
Simulations over a full range of rudder positions needed to assess
the probability of cavitation erosion damage more accurately"
Simulation by
Field
observation
Simulation
Prediction of Wave Impact in Shallow Water, I
Simulation by DNV
Simulation of wave
impact onto a
platform (not shown)
in shallow water by
DNV (presented at
OMAE-conference
2012). Note: User-
generated shallow-
water waves were
used"
Prediction of Wave Impact in Shallow Water, II
Wave impact on an oil
platform:
Coupled simulation of flow
using STAR-CCM+ and
deformation of platform
structure using ABAQUS.

Simulation by CD-adapco
Engineering Services for
Chevron. Presented at
OMAE2012 conference.
Evidence of damage on a
platform after it was hit by a
hurricane


Deformation in a simulation:
good agreement with field
observation"
Prediction of Wave Impact in Shallow Water, III
Simulation of wave impact on a jack-up platform in North Sea.
Simulations performed by Germanischer Lloyd
Simulation of Slamming, I
Container ship in waves


Comparison of predicted
and measured mean
pressure over limited area
at two bow locations
(analysis by GL).

Simulation of Whipping, I
Analysis of whipping
phenomena at
Germanischer Lloyd:

Green water on deck
after one slamming
event (upper), and

comparison of
measured and
computed
accelerations in
bow region for a
rigid and an elastic
ship structure (lower).
Courtesy of Germanischer Lloyd
Simulation of Whipping, II
Coupled simulation of flow, motion, and deformation
of a container ship in waves.
Simulation by Germanischer Lloyd AG
Prediction of Roll Damping
Research Project
Best Roll Damping
University of
Duisburg/Essen

TU Hamburg-
Harburg
Modern ship hulls form with different bilge keels
3 years research project to reduce roll motion
Simulations performed by two universities and
Germanischer Lloyd using STAR-CCM+
Experiments by SVA Potsdam
Simulation of Ballast Water Handling
Problems with ballast water:
"#$%&#'( )*#$+,#- ./012/$3 *#-(*%,(- 4/(#* 524 /'$ $#1/0- $#67/11/-8'93 1#/$- (2
%',*#/-#$ :+#1 ,2'-+&.82' $+# (2 #;(*/ 4#%9<(=>
?%9< ,2-( %: $#67/11/-8'9 ,/''2( 7# ,2&.1#(#$ $+*%'9 8&# -12( /( (#*&%'/1 )1#--
,/*92 ,/' 7# 12/$#$3 @#--#1 71/,A1%-(#$ /( (#*&%'/1>=
Simulations performed by Germanischer Lloyd
Shape Optimisation
Optimization of a nozzle for a thruster (radial propeller) by coupling
STAR-CCM+ (flow prediction) and FRIENDSHIP-Framework (creation
of parameterized geometry and optimization). Courtesy of VOITH.
Voith Linear Jet: Original Design
The original design led to substantial cavitation in the upper range of speeds...
Experiments (performed after simulation) confirmed this...
Simulation
Experiment
Voith Linear Jet: Optimized Design
With the optimized design, cavitation starts at a much higher speed and is
less intensive a substantial increase of efficiency has been achieved...
Propeller Ventilation, I
Study by VOITH (simulation; ventilation of VOITH Radial Propeller)
Propeller Ventilation, II
Variation of thrust as a function of ventilation height.
Propeller Ventilation, III
Study by VOITH (simulation; ventilation of Voith-Schneider Propeller)
Propeller Ventilation, IV
Variation of thrust as as function of ventilation height.
Simulation of Lifeboat Launching: Validation
! Comparison of computed and measured
accelerations (from Mrch et al, 2008)...
! Note: much large acceleration in the rear
part of the lifeboat...
Simulation by H.J. Morch, CFD Marine;
Experiment by Norsafe AS
Lifeboat Launching Into Waves, I
! Initial wave position varied by
20 m (drop from 32 m
height).
! Following wave (180)
! Wavelength ca. 220 m, wave
height 13.5 m, water depth
33.5 m
! The questions to be
answered:
When is the load on the
structure the highest?
When are accelerations the
highest?
Lifeboat Launching Into Waves, II
Pressure at one monitoring point for
different wave hit points, 180
Lifeboat Geometry Variants
Baseline
Modified
aft-section
Modified
bow- and
aft-sections
Effects of Geometry Variation
Simulation predicts the effects
of geometry change correctly...
... both qualitatively and
quantitatively...
CAR-values in the rear were
reduced to a level similar to
those in the front section...
Simulation by H.J. Morch,
CFD Marine;
Experiment by Norsafe AS
Simulation of Lifeboat Launching: Air Bubble Collapse
H = 33 m
H = 43 m
An analysis of collapse of air
bubble on aft bulkhead of
lifeboats was performed; the
pressure loads were very close
to full-scale tests (3-4%) for
two drop heights. Air compres-
sibility was very important"
Analysis by
STAR-CCM+: Future Developments
Additional motion models (prescribed motion + additional DOF)
Overlapping grids for ultimate flexibility in simulation of body
motion
Fluid-Structure-Interaction (modelling body deformation both via
coupling to FEA and by incorporated beam models)
Automatic set-up of standard tests (PMM, circle, zig-zag etc.)
Automatic local mesh refinement and coarsening
Hydro-acoustics and vibro-acoustics modeling"
" and many other improvements and new features, in
collaboration with our partners and clients.
Hydro-Acoustics Analysis: Noise Sources
Simulation of a cavitating jet flow (water in water, cavitation number 0.16)

Noise source at a marked point (resolved by the used grid up to 8 kHz)
Future Trends
More powerful and affordable computers = higher demands from
simulation:
- More complete system analysis, with all geometrical details;
- More transient simulations (URANS, DES and LES);
- Prediction of pressure fluctuation and noise sources (turbulence,
cavitation);
- More fluid-structure-interaction (slamming, sloshing) and other multi-
physics (wind, fire, pollution etc.) applications;
- Simulation of manoeuvring tests (circle, zig-zag, PMM etc.) and other
experiments to be done in the design phase...
- Simulation of interaction (ship + ice, ship + platform, ship + ship etc.).
- More automatic optimization studies...
Smart Engineers are Essential!
An example:

A mega-yacht with 4
propellers suffered from vibrations
at a cruising speed of about 16 - 18 kn.
Germanischer Lloyd and CD-adapco
solved the problem with the help of 2 CFD-
simulations; one FE-analysis and two
field experiments (on real object) were
performed for validation purposes...
Old design
New design
A kind of vortex shedding (but not the obvious one) was the cause...
Thank you for your attention!