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

Report is a newsletter of MARIN April 2008 no. 93

MARIN leads EU project for the prevention

of environmental disasters
DIFIS aims to develop a cheap and flexible system to remove
oil from shipwrecks. The DIFIS project is highlighted.

12
SBM MoorSpar under test
The 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.

Pipe spiralling is the

new kid on the block
A 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.

15
colophon

25

Tandem offloading simulations for the

Agbami FPSO

The Agbami FPSO vessel is one of the largest production

vessels ever built. Model tests held at MARIN have now been
followed by nautical studies.

Report is a newsletter of MARIN,

Cover DIFIS system for removing oil

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

from shipwrecks in Offshore Basin

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

Editorial consultant Helen Hill

Fax: +31 317 49 32 45

Design & Production

Communicatie & Onderneming B.V.,

Printing 5.000
Editorial Board Arne Hubregtse, Henk van den Boom,
Ellen te Winkel (E.te.Winkel@marin.nl)

Bavel, The Netherlands

editorial
Dear Reader,

6
Early cooperation key to success
8
Dynamic Positioning: Drilling for the Future 10
Two Prosafe FPSOs under test at MARIN

Model test investigation of flow

phenomena around air

14

Elevated Support Vessel (ESV) passes

tests with flying colours

16

Computational Fluid Dynamics now

applied to offshore

17

aNySIM-Pro: the Professional

Hydrodynamic Solution

18

OWME system assists motion critical

operations offshore

20

21st FPSO Research Forum and JIP Week

to focus on harsh environments
FPSO positioning simulation

22
24

MARIN develops anchor-handling

simulator for Swire Pacific Offshore

26

Tackling the potential problems

of open moonpools

27
28

Current Affairs JIP improves current insight

Offshore engineers enthusiastic about
applied hydrodynamics course
e-MARIN: a new way of working!

29
30

MARIN launches new Business Unit Consultancy and Integrated Projects Service

31

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

Welcome to this special issue on OTC

2008. As you will soon see, this Report
is packed full with the very latest
information on MARIN projects.
As the 21st FPSO Research Forum
and JIP Week approaches, many of the
projects highlighted focus on FPSOs
and our offshore work. Prosafe was
awarded two major contracts offshore
Australia and Brazil. Here, MARIN
did an extensive series of model tests
in its Offshore and Seakeeping and Manoeuvring Basins. In addition, we
carried out tandem offloading simulations for the Agbami FPSO, which
is the worlds largest production vessel. SAIPEM also asked MARIN to
carry out positioning simulations for its AKPO FPSO, which is being
positioned in the AKPO Field Offshore Nigeria.
MARIN has also seen several recent developments of its own. We have
launched a new business unit - the Consultancy and Integrated Projects
Service unit. This move reflects the increasing demand for our ship design
service. The major aim of this new integrated unit is to provide better
continuity for multi-disciplinary projects. Our expertise will help guide you
along the entire design process.
In January, we also launched our new Professional Hydrodynamic
Solution - aNySIMpro. This again, reflects the need for a more integrated
and flexible approach. Report provides an overview of the new software.
Additionally, Report introduces e-MARIN - the first completely webbased hydrodynamic service in the world. An interview with Ir. Enrico
Della Valentina, the project manager of e-MARIN is in this issue.
And as environmental issues continue to impact developments in the
industry, we outline the EU research project Double Inverted Funnel for
the Intervention on Shipwrecks (DIFIS). MARIN is leading this project
that aims to prevent environmental disasters by developing a cheap and
flexible system to remove oil from shipwrecks, even if they are in very deep
waters.
I have provided a very brief overview of just a few of the topics covered
in 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 FPSO
Research Forum and JIP Week!

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.

Arne Hubregtse
President of MARIN

E-mail: E.te.Winkel@marin.nl

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

website: www.marin.nl.

62179

s%5RESEARCHPROJECTIN&0TH&RAMEWORK
0ROGRAMME#ONTRACT.O&03 
s4OTALBUDGETM
s4OTAL%#FUNDING1.8m
s%IGHTPARTICIPANTSFROMFOURDIFFERENT
European countries
s0ROJECTDURATIONMONTHS
s-OREINFORMATIONCANBEFOUNDAT
www.difis.eu

MARIN leads EU project

for the prevention of
environmental disasters
Hans Cozijn / j.l.cozijn@marin.nl

MARIN 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 this
pollution-busting system.
4

n 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,
WHICHISLOCATEDAPPROXIMATELY MBELOWTHE
sea surface.

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.

After installation, the DIFIS system remains in

place 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.

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

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

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

MARIN tests two Prosafe

FPSOs destined for
Australia and Brazil

Cicade de Sao Mateus

Charlotte Saltner
Hans Cozijn
j.l.cozijn@marin.nl

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 Mateus
FPSO 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.
6

Offshore Australia

he Van Gogh field lies in a water depth of about

MANDISLOCATEDOFFTHE.ORTH7ESTCORNER
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
MODELATASCALEOF4HEVESSELWILLBETURRETMOORED
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 long
proven designs.

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-depth
mooring 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.

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 full
depth 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.

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 being
reconnected 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.

Van Gogh

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
MANDWILLUSE0ROSAFEgSIN HOUSEDEVELOPED
spread mooring arrangement. About 48 risers will be
accommodated by this FPSO.
Van Gogh

Early cooperation in design

process fundamental to
successful SSP project
Willemijn Pauw / w.pauw@marin.nl

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.

06-016328

he 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 conventional
floating production units and the topsides deck
has plenty of space for production equipment.

The SSP design clearly has some very interesting

characteristics 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 columns
that make up the centre column. And it also provides
the possibility to tune the natural period of roll

66626

4HE -!2). STUDY FOCUSED ON A  FT DIAMETER

PLATFORM330 WHICHHASASTORAGECAPACITYOF
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.
and pitch away from the wave periods by changing the amount of entraped
seawater (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 and
model basin experiments proved to be the perfect recipe to establish a solid
base for the next stage of the design.

68056

DDU Model in the Max Operational Drilling Condition

Dynamic Positioning:

Drilling for the Future

In 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.

10

Olaf Waals
Jorrit Jan Serraris
o.waals@marin.nl

n 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.

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 thrust
has 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 optimum
of 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

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 its
moonpool and dynamic positioning system, which
consists of six azimuth thrusters.

75060

Transocean drillship tests

11

New SCR capable Disc

System tested for SBM
The 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.

69923

TLB and FPSO connected

Remmelt van der Wal

Arjan Voogt
a.j.voogt@marin.nl

he 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 and
look for shelter by sailing away, while the buoy withstands the storm.

12

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 the
vessel by means of hinges that allow the yoke to

onnectable Mooring
Atlantia
pitch. 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, fullysubmerged, 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 winchcontrolled 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.

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 new
MoorSparTM design showed its capability to moor FPSOs and support
SCRs in connected, disconnected and reconnect conditions off the Gulf
of Mexico.

Concept minimises SCR motions

To simulate different Gulf of Mexico weather

CONDITIONS SEASTATES VARYING FROM (S M TO
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 were
investigated.

69920

70237

13

Model test investigation of

flow phenomena around air can
assembly for Grouped SLOR
concept initiated by Subsea7
The growing trend of deep and ultra deepwater developments necessitates the use of risers that
will give good stress response and fatigue performance. They should also be able to optimise field
architecture to accommodate complex and congested seabed layouts.

Connection between the vessel and the Grouped SLOR

is provided by a flexible jumper from a gooseneck
located at the top of the riser assembly.

Impression of Grouped SLOR arrangement

Jaap de Wilde
j.dewilde@marin.nl

14

The growing trend of deep and ultra deepwater

developments necessitates the use of risers that will give
good stress response and fatigue performance. They
should also be able to optimise field architecture to
accommodate complex and congested seabed layouts.
In order to achieve this, Subsea 7 and 2H Offshore
have developed the Grouped SLOR, a patented hybrid
riser solution which captures the above stringent riser
requirements and maintains maximum operability in
deepwater developments at water depths greater than
700m. The Grouped SLOR consists of individual free
standing risers, grouped together by a buoyant guide
frame tethered down at either ends to suction piles.

Therefore, MARIN was consulted by Subsea7 for

model test investigation of the flow phenomena around
the air can assembly. Initially, the fluid loads on the array
of air cans was tested in a fixed arrangement. This data
was compared with CFD calculations with CFX. The
next step involves the model testing of the complete
Grouped SLOR assembly, including air cans, guide
FRAMESRISERANDTHETHERSSCALE

Scale 1:73 model of Grouped SLOR

Courtesy Subsea7

Courtesy Subsea7

The behaviour of the array of air cans in the current is

hydrodynamically complex and of serious importance
for the design.The air cans are fairly large structures
TYPICALLY  M IN DIAMETER AND  M IN LENGTH
and may see cosiderable fluid loads. As a result of the
low restoring there is potential risk for large offsets
or instabilities due to vortex shedding or varying lift
forces.

Courtesy Wintershall

Floating pipe spiralling provides

alternative to pipelaying vessels
A 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 assessment
calculations. Pipe spiraling is the new kid on the block. Report explains.
Pieter Aalberts
p.j.aalberts@marin.nl

onventional 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, with
approximately 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.

15

Elevated Support Vessel sailing with legs down

Elevated Support Vessel passes

tests with flying colours
Arjan Voogt
a.j.voogt@marin.nl

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 capability
for 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

emedial 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.

combine a strong link to the Netherlands with direct

support from our Houston office.
16

The results were even better than expected and

provided another milestone in this innovative
project.

Computational Fluid
Dynamics now applied to
offshore structures
MARIN has applied and developed
Computational Fluid Dynamics (CFD)
for several decades in the field of ship
resistance and propulsion but now the
offshore industry is also asking for CFDbased advice. Therefore, the time has
come to apply MARINs CFD experience

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

to new offshore developments.

Tim Bunnik
Guilherme Vaz
t.bunnik@marin.nl

he 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.

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 shearlayers 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

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 stepby-step development and validation of the new
in-house code FRESCO. The first step towards

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

Investigation into the Vortex Formation in the Wake of an Oscillating
#YLINDERUSING0ARTICLE)MAGE6ELOCIMETRY)3/0%0APER *3# 
3AN&RANCISCO
Vaz, G. et. al., Viscous flow computations on smooth cylinders, a Detailed
.UMERICAL3TUDYWITH6ALIDATION/-!% 3AN$IEGO

17

New innovative developments of MARIN clients

require flexible and dedicated simulation tools
(Courtesy SBM Offshore, Excalibur, BHP Billiton)

aNySIM-Pro:

aNytime, aNyplace,
Olaf Waals
o.waals@marin.nl

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.

18

n 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
PROBLEMS"ASEDON YEARSOF-!2).SEXPERIENCE
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.

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 validated
step 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.

aNywhere
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. In
principle, 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 aNySIMPro, 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.

19

Henk van den Boom

h.v.d.boom@marin.nl

Many offshore operations are dependent on wave-induced vessel motions. The On Board Wave and
Motion Estimator (OWME) predicts floater motions some two minutes in advance. Report catches-up
with OWME development as it gears up for field trials.

New OWME system assists

motion critical operations
offshore

10 x 10 wave gauge arrray for 3-D wave propagation tests in SMB

20

ell intervention from a small monohull vessel, installation of top-sides

by float-over operation, helicopter
landing, ROV-retrieval and lift-operations all
strongly depend on the wave-induced motions
of the vessel. In limiting sea-states go/no-go
decisions have to be made on the motions foreseen
in the near future. To assist such decision-making,
a system has been developed which is capable of
predicting quiescent motion periods some two
minutes in advance.
The OWME development and tests are supported
by StatoilHydro, Total, SBM, Seaflex, OceanWaves,
Sirehna, Delft University, University of Oslo and
MARIN. The three-year project was awarded the
Eureka label and is supported by the Dutch
Ministry of Economic Affairs.

Three components are being addressed in the OWME development:

1. Derivation of the wave profiles some
1 nm ahead of the vessel
2. Wave propagation modelling to derive
the wave profile at the vessel
 0REDICTIONOFTHEVESSELMOTIONSBASED
on the predicted local wave
Single wave detection is achieved by processing X-band radar data, which
has 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
the wave direction.
Wave propagation models have been developed by Delft University of
Technology and the University of Oslo. These models are verified against
WAVEPROPAGATIONMODELTESTS&ORTHISPURPOSE-!2).CONDUCTED $
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 measured. MARIN made 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 the 4-D video technique developed by Prof. Wu. Ref. [1, 2]
Field trials

Once the components have been integrated in the prototype, OWME will
be subjected to extensive field trials. The system will be installed on a light
well intervention vessel operating offshore Norway. Field trials are being
conducted in close cooperation with Seaflex. These trials comprise the
deployment of a directional wave rider buoy in the window of the X-band
radar, the measurement of the local waves at the vessel by means of a level
gauge 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 each of the three 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
OF/CEAN7AVE&IELDSIN&OUR$IMENSIONS/-!%
;= 7ANEK*-AND7U#(!UTOMATED4RINOCULAR3TEREO
Imaging System for the Three Dimensional Surface Wave
-EASUREMENTS/CEAN%NG

Norway FPSO Forum to

focus on harsh environments
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.
Henk van den Boom
h.v.d.boom@marin.nl

he event follows the FPSO Forum and JIP Week in November

last year, hosted by Hyundai Heavy Industries in Geongju, Korea.
The theme of the 20th Forum was yard practice. All the major
Korean yards and class societies presented their views on FPSO construction
in relation to standard shipyard practice for merchant shipbuilding.
The Forum also celebrated its 10th anniversary with a tour around the ship
and offshore yard of HHI in Ulsan. This was a good opportunity for the
DELEGATESTOTAKEACLOSERVIEWOFTHE!+0/&03/UNDERCOMPLETION
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 this theme.

22

FPSO JIP Week

The FPSO JIP Week which is organised around

the open Forum, will focus on motions and wave
loading, strength and fatigue, inspection and
maintenance, as well as operational aspects. In
addition, the week accommodates the progress
meetings of 10 Joint Industry Projects. During these
projects FPSO operators, engineering contractors,
shipyards, authorities and researchers, work closely
together and share their expertise. A big benefit
of this cooperation is the promotion of common
understanding and acceptance of the results by the
FPSO community.
Hereby follows an update on the projects lead by
MARIN.
Current Affairs

This new initiative addresses the Vortex Induced

FPSO Forum at HHI Offshore yard in Ulsan

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 semisubmersibles, 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 (o.waals@marin.nl)
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 be
completed next year. The project is supported by 17
companies. For further information see OTC paper
TITLED h3ENSINGAND5NDERSTANDING&ATIGUE
Lifetime Prediction of New and Converted FPSOs
Contact: Mirek Kaminski (m.kaminski@marin.nl)

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
 $OSCILLATIONEXPERIMENTSWITHASCALETANKMEASURINGMWIDE
ANDMHIGH3UPPORTEDBYPARTICIPATINGORGANISATIONS#OM&,/7))
will be completed this year. Contact: Tim Bunnik (t.bunnik@marin.nl).
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 (a.j.voogt@marin.nl).
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 (h.v.d.boom@marin.nl)
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. The
two-year project, which is supported by 24 companies, will have its close-out meeting
during the JIP Week. Contact: Radboud van Dijk (r.r.t.van.dijk@marin.nl).
The full programme, as well as previous presentations is available from
www.fpsoforum.com.

23

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

FPSO under construction

positioning simulation for its AKPO FPSO.

FPSO positioning simulation

for SAIPEM SA
Freek Verkerk
f.verkerk@marin.nl

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

During installation of the mooring lines the AKPO FPSO will be
kept 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
SIMULATIONSWERECARRIEDOUTONADESKTOPSIMULATORAT-!2).SNAUTICAL
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.

24

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 able
to anticipate the tug configuration on the expected
changes in the next given work.

Tandem offloading simulations for the Agbami FPSO

The worlds largest

production vessel

Dimitri van Heel

d.v.heel@marin.nl

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).

rdered 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 possibilities
of 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
HAS A  VISUAL SYSTEM &OR THESE SIMULATIONS
the same database was used as for the fast time

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:
s4EXACO.IGERIA/UTER3HELF)NCA#HEVRONAFFILIATE
s0ETROLEO"RASILEIRO.IGERIA,IMITED
s3TATOIL.IGERIA,IMITED
s&AMFA/IL,IMITED
s.IGERIAN.ATIONAL0ETROLEUM#ORPORATION..0#

25

MARIN develops anchor-handling

simulator for Swire Pacific Offshore
With oil exploration moving into deeper and harsher

Swire s Maritime Training Centre

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.
Nol Bovens
n.bovens@marin.nl

he 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 field

of 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.

26

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.

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.

Frans Kremer
f.kremer@marin.nl

MARIN tackles the problems

of open moonpools on drillship

his becomes especially apparent when

sailing 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
WATERHEIGHTMOVEMENTSABOVEMINAMPLITUDE)N
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 moonpool
and/or avoiding the re-entry of the formed vortex
inside the moonpool. Such an effect can be obtained

by adding a wedge to the leading edge of the moonpool and making a cutout 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.
7ATERINSIDETHEMOONPOOLBECOMESRELATIVELYSMOOTHBELOWMINTHE
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 wave
peak period).

27

Current Affairs JIP

improves current insight

Olaf Waals
o.waals@marin.nl

In the last few years the importance of current on the

behaviour 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.

Thee focus of these experiments is a ssystematic

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
7ORK 0ACKAGE  OF THE *)0 INVOLVING THE #&$
specialists of all participants).
The following aspects will be varied systematically
for multi-column structures:
s#OLUMNSHAPE
(square, rounded corners, circular)
s2ATIOBETWEENTHEDRAUGHT4 AND
the column diameter or width
s#OLUMNSPACING
s3HAPEOFTHEFLOATERSPONTOONSRINGS
aspect ratios of length, height and beam)

MARIN engineers prepare the building block

model of the semi submersible

ifferent 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 and
shipyards, the JIP started at the end of last year. Early this year a set of
interesting experiments was performed.

28

! SCALE  BUILDING BLOCK MODEL WAS BUILT FOR

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.

Offshore engineers
enthusiastic about applied
hydrodynamics course

n the last 12 months almost 100 people have followed MARINs wellknown 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), hydroelastic problems, fatigue, lift operations and shallow water hydrodynamics.
The course provides a lot of insights in the physics without becoming
theoretical 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
(j.v.d.beijl@marin.nl) or see www.marin.nl/courses.htm.

MARIN USA expands and

moves to new office building

arin 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:
-ARIN53!)NC-ONTROSE"LVDSUITE(OUSTON4853!

29

e-MARIN:

A new way of working!

Report interviews Ir. Enrico Della Valentina, project manager of e-MARIN - the first
completely web-based hydrodynamic service in the world. www.e-MARIN.com was
launched in September 2007, at the Monaco Yacht Show.
Enrico Della Valentina
e.valentina@marin.nl
Q: Could you explain what a web-based
application is?

Della Valentina: A web-based application is

any software or routine you can run without
downloading anything. It means the service is
accessible as long as an Internet connection is
available. For the IT experts, we are talking
about SaaS (Software as a Service). MARIN has
developed this new working environment with
the combination of e-Groupware as the Internet
portal, Quaestor as a knowledge-based system and
of course, MARIN applications such as DESP.
Q: Is it a sort of virtual memory?

Della Valentina: Not only! I am talking about

applications that allow you to produce, manipulate
and share files and information. In this case, the
user can make a first estimate of a speed power
prediction, design a preliminary propeller including
rake and skew, ask the assistance of an expert, or
request a quotation in a secure working area.

30

I invite you to browse the website www.e-MARIN.com and enter with the
free account: demo and password: demo. In the Calculations Menu you will
find the application for a speed power prediction (demo). In the Ask the
Expert section you can select your Preferred Engineer (please insert your
e-mail address if you want to contact one of them). In the FAQ & Tutorials
you can find the user manuals of the speed power prediction suite (DESP)
and the propeller design tool (PSPDP). For the full service you need to
make your own personal account.
Q: How accurate are the results?

Della Valentina: It is very important to realise that the calculations use the
standard MARIN computer programs, but do not substitute the expertise
of MARIN in computations and model testing. The accuracy is good but
it is not as accurate as the predictions realised by MARIN staff who can
also cross-correlate with model tests results and sea trials.
Q: It sounds interesting but is it expensive?

Della Valentina: It is very interesting and it is indeed a new way of

working. The service works with a credit system, you pay only for the time
you use. It is much cheaper then a licence and more flexible.

news/at your service

vice+++News/At Your Service+++News/At Your Service+++News/At Your Service+++News/At Your Service+++Ne

MARIN and OCENICA

start partnership

MARIN launches new Business

Unit - Consultancy and
Integrated Projects Service

On September 17, 2007 MARIN President Arne Hubregtse

and OCENICA Director Marcos Cueva signed an

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

agreement which now makes OCENICA MARINs official

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

agent in Brazil.

the expertise developed and maintained within the specialised

disciplines of powering, seakeeping and manoeuvring and from

OCENICA is an engineering and consultancy company

MARINs extensive hydrodynamic knowledge.

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

wide range of products to the naval and offshore market,

The integrated unit will provide better continuity for multi-

from everyday calculations to innovative solutions. It is

disciplinary projects and the broad expertise will allow MARIN

specialized in complex hydrodynamics, naval architecture

to offer a complete consultancy service for the concept design

and structural analysis.

process of ships.

OCENICAs Directors Marcos and Cueva stayed for 3 days

Officially launched in January, the unit is headed by Guilhem

at MARIN and were updated on all aspects of MARINs

Gaillarde, who has worked within the seakeeping field of MARIN

services. OCENICA will represent MARIN not only in its

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

traditional offshore market, but also in the markets for

who both come from the powering and manoeuvring sectors.

shipbuilding and nautical ship operations.

The team aim to serve your design development needs and
In the near future OCENICAs and MARINs Brazilian clients

support you in making the best use of MARINs hydrodynamic

will be informed about the partnership. Specific workshops

knowledge.

will be prepared to give more information about the

solutions available with this partnership for Offshore, Ships

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

and Harbours Industries.

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

OTC, Houston, May 5-8

Meet us again in Houston for the Offshore Technology Conference 2008. You are welcome to visit us at the
Dutch 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 19-23

The 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.

31
At Your Service+++News/At Your Service+++News/At Your Service+++News/At Your Service+++News/At Your

2, Haagsteeg

MARIN USA Inc.

P.O. Box 28

4203 Montrose, suite 460,

6700 AA Wageningen

Houston TX 77006

The Netherlands

USA

Phone

+31 317 49 39 11

Phone

+1 832 533 8036

Fax

+31 317 49 32 45

E-mail

usa@marin.nl

E-mail

info@marin.nl

http://www.marin.nl