Effect of Whipping on Fatigue and Extreme Loading of a 13000TEU Container Vessel in Bow Quartering Seas Based on Model Tests

2011 ◽  
Author(s):  
Gaute Storhaug ◽  
Quentin Derbanne ◽  
Byung-Ki Choi ◽  
Torgeir Moan ◽  
Ole Andreas Hermundstad
Keyword(s):  
Cross Sections ◽  
Wave Energy ◽  
Safety Margin ◽  
Fatigue Loading ◽  
Operational Experience ◽  
Sea State ◽  
Hull Girder ◽  
Numerical Tools ◽  
Vertical Vibrations ◽  
Large Container

Many large and ultra large container vessels have entered operation lately and more vessels will enter operation in the coming years. The operational experience is limited and one of the concerns is the additional effect of hull girder vibrations especially from whipping (bow impacts), but also from springing (resonance). Whipping contributes both to increased fatigue and extreme loading, while springing does mainly contribute to increased fatigue loading. MAIB recommended the industry to join forces to investigate the effect of whipping after MSC Napoli, a Post-Panamax container vessel, broke in two in January 2007. This has been followed up by a JIP initiated in 2008 with the following participants: HHI, DNV, BV, CeSOS and Marintek. In 2009 a new design 13000TEU vessel was tested in head seas and reported in [1]. The current paper deals with fatigue and extreme loading of the same vessel, but from realistic quartering sea conditions tested in 2010. Different headings and the effect of wave energy spreading have been investigated and compared to results from head seas. Further, the effect of the vibrations have been investigated on torsion and horizontal bending, as the model is also allowed to vibrate with realistic frequencies in other modes in addition to vertical bending. The findings suggest that changing the course is not effective to reduce the fatigue loading of critical fatigue sensitive details amidships. The effect of wave energy spreading did also not reduce the fatigue loading significantly. For the highest observed vertical bending moments in each sea state and for the three cross sections the wave energy spreading in average reduced the maxima, but for the highest sea state the effect of wave spreading did not consistently give reduced maxima. This is an important aspect when considering the available safety margin that may be reduced by whipping. The whipping gave also a considerable contribution to horizontal bending and torsion. This suggests that validation of numerical tools is urgent with respect to off head sea conditions and that these tools must incorporate the real structural behavior to confirm the importance of the response from torsional and horizontal as well as for vertical vibrations.

Full Scale Measurements of Fatigue and Extreme Loading Including Whipping on an 8600TEU Post Panamax Container Vessel in the Asia to Europe Trade

2011 ◽  
Author(s):  
Svein Erling Heggelund ◽  
Gaute Storhaug ◽  
Byong-Ki Choi
Keyword(s):  
Fatigue Cracks ◽  
Safety Margin ◽  
Fatigue Loading ◽  
Significant Degree ◽  
Full Scale ◽  
Environmental Data ◽  
Hull Girder ◽  
Bow Flare ◽  
Large Container ◽  
Side Shell

Large container vessels are known to vibrate heavily in head sea storms due to its flexible hull girder, pronounced bow flare and high vessel speeds. Strong vibrations are mainly excited by bow impacts causing transient vibrations referred to as whipping. This whipping response increases both fatigue and extreme loading. Further resonance vibration by springing response is also well known to contribute to increased fatigue loading. On these large container vessels it may however not be only the vertical vibration mode that is excited but also horizontal and torsional vibrations (coupled). The current paper describes the measurement system installed on a vessel operating between East Asia and Europe. Sensors for global loading, local loading and transverse hatch opening distortions are supplemented by navigational and environmental data. The system is an extended hull monitoring system analyzing data onboard and providing decision support onboard as well as providing statistical and time series of data to shore for further assessment. The measurements confirm that the fatigue loading of critical details are dominated by the vibrations, and that the fatigue loading level in deck in a storm is higher than ever measured before, also leading to high extreme loads above IACS rule values. The full scale measurements do to some degree confirm previous model tests of the same vessel, but the real vessel has been operated at reduced speeds. So far the fatigue loading on this route is at a comfortable level, partly due to reduced speeds, but also the encountered sea states may be less severe than the route specific scatter diagram. The loading may however increase if the vessel speed is increased, and the loading may become uncomfortable high if the vessel is put on a more harsh trade like North Pacific (or North Atlantic). Also torsional and horizontal vibrations are observed, but the transverse hatch opening distortions are moderate. Stern slamming is not measured to any significant degree, but bow flare slamming is measured in the storms. Side shell fatigue loading is at a comfortable level due to the CSA-2 notation involving direct hydrodynamic load calculations in the design introducing a sufficient safety margin against fatigue cracks. Vibration is however contributing significantly also in the side shell. Only a few storms have been encountered so far. The fatigue damage is concentrated amidships and the affect of warping in front of the superstructure does not increase the fatigue loading to a level of concern.

scholarly journals Statistical Analysis of Vertical and Torsional Whipping Response Based on Full-Scale Measurement of a Large Container Ship

2020 ◽  
Vol 10 (8) ◽  
pp. 2978
Author(s):  
Ryo Hanada ◽  
Tetsuo Okada ◽  
Yasumi Kawamura ◽  
Tetsuji Miyashita
Keyword(s):  
Sensor Data ◽  
Future Research ◽  
Container Ship ◽  
Stress Monitoring ◽  
Sea State ◽  
Operational Conditions ◽  
Hull Girder ◽  
Future Design ◽  
Vibrational Response ◽  
Large Container

In this study, as a preliminary attempt to reveal the whipping response of large container ships in actual seaways, the stress monitoring data of an 8600 TEU large container ship were analyzed. The measurement lasted approximately five years, and using a large amount of data, we investigated how the sea state and operational conditions affected the whipping response. In addition, the midship longitudinal stresses were decomposed into hull girder vertical bending, horizontal bending, and torsional and axial components. Thereafter, we found that the whipping magnitude on the torsional and horizontal bending components is much smaller than that on the vertical bending component. Future research would include the analysis of a larger amount of data, analysis of other sensor data, and effects of various patterns of vibrational response on the ultimate strength and fatigue strength. The obtained results will benefit the future design and operation of large container ships for safer navigation.

Which Sea States Are Dimensioning for Container Vessels When Whipping Is Included?

2014 ◽  
Author(s):  
Gaute Storhaug
Keyword(s):  
Model Tests ◽  
Main Concern ◽  
Container Ship ◽  
Sea State ◽  
Hull Girder ◽  
Severe Accidents ◽  
Wave Heights ◽  
Bow Flare ◽  
Large Container ◽  
Flare Model

Four container vessels have broken in two during the last four decades. There may not be one single cause explaining these severe accidents. They all broke in moderate storms, but they did not break in extreme storms in terms of extreme wave heights. How could this happen? This paper addresses one possible contributing effect to all of these accidents, i.e. whipping, and how whipping contribute in different sea states. Whipping, as a sudden hull girder vibration caused by bow flare impacts, can contribute significantly to increase the vertical hull girder bending moments of container vessels, which have high design speeds and pronounced bow flare. Model tests have been carried out based on modern container ship designs covering one Panamax vessel, one Post Panamax vessel and one Ultra Large Container Ship. The tests have been carried out primarily in head seas. The whipping contribution depends on the vessel speed, and the tests have been carried out using realistic speed in each sea state. Lower sea states are more frequent than higher sea states, and lower sea states are associated with higher speeds. Does this speed dependence give other dimensioning sea states when whipping is considered? For all three vessel designs, it is not the highest sea states, which define the dimensioning wave moments when whipping is included. Actually, realistic encountered storms can produce the dimensioning wave bending with whipping. These sea states differ considerably from the sea states, which produce the maximum wave moment without whipping. It is also demonstrated how different trades affect the dimensioning wave bending with whipping. The industry seems most concerned about the effect of whipping for the largest vessels. These model tests demonstrate that the dimensioning moment with whipping for the largest vessel is not the main concern. The tests suggest that the bow flare angle is most important, and these may be high for Post Panamax vessels. The speed is well known to be important, while size in terms of length is not particularly important from these tests.

Optimization of a Torus-Shaped Wave Energy Converter Attached to a Hinged Arm

2021 ◽  
Author(s):  
Mojtaba Kamarlouei ◽  
Thiago S. Hallak ◽  
Jose F. Gaspar ◽  
Miguel Calvário ◽  
C. Guedes Soares
Keyword(s):  
Genetic Algorithm ◽  
Objective Function ◽  
Wave Energy ◽  
Wave Energy Converter ◽  
Prime Mover ◽  
Optimal Result ◽  
Energy Converter ◽  
Sea State ◽  
Absorbed Power ◽  
Spring System

Abstract This paper presents the adaptation of a torus wave energy converter prime mover to an onshore or nearshore fixed platform, by a hinged arm. An optimization code is developed to obtain the best torus and arm geometry, as well as the power take-off parameters, taking as objective function the maximization of total wave absorbed power. In this paper, the power take-off system is modelled as a simplified damper and spring system, where the parameters are optimized for the phase control of the wave energy converter in each sea state, whereas the optimization process is performed with a genetic algorithm. Finally, the optimal result for the productive sea state indicates that the absorbed power is relatively considerable while a better survivability performance is expected from a torus wave energy converter compared to a conventional truncated prime mover.

scholarly journals Recent Efforts in Modeling and Simulation of Textiles

Textiles ◽  
2021 ◽  
Vol 1 (2) ◽  
pp. 322-336
Author(s):  
Julia Orlik ◽  
Maxime Krier ◽  
David Neusius ◽  
Kathrin Pietsch ◽  
Olena Sivak ◽  
...  
Keyword(s):  
Cross Sections ◽  
Frictional Contact ◽  
Structural Information ◽  
Structural Parameters ◽  
Thin Plates ◽  
Loading Direction ◽  
Numerical Tools ◽  
Weaving Pattern ◽  
Spacer Fabrics ◽  
Theoretical Results

In many textiles and fiber structures, the behavior of the material is determined by the structural arrangements of the fibers, their thickness and cross-section, as well as their material properties. Textiles are thin plates made of thin long yarns in frictional contact with each other that are connected via a rule defined by a looping diagram. The yarns themselves are stretchable or non-stretchable. All these structural parameters of a textile define its macroscopic behavior. Its folding is determined by all these parameters and the kind of the boundary fixation or loading direction. The next influencing characteristic is the value of the loading. The same textile can behave similar to a shell and work just for bending, or behave as a membrane with large tension deformations under different magnitudes of the loading forces. In our research, bounds on the loading and frictional parameters for both types of behavior are found. Additionally, algorithms for the computation of effective textile properties based on the structural information are proposed. Further focus of our research is the nature of folding, induced by pre-strain in yarns and some in-plane restriction of the textile movements, or by the local knitting or weaving pattern and the yarn’s cross-sections. Further investigations concern different applications with spacer fabrics. Structural parameters influencing the macroscopic fabric behavior are investigated and a way for optimization is proposed. An overview of our published mathematical and numerical papers with developed algorithms is given and our numerical tools based on these theoretical results are demonstrated.

On the Effect of Hull Girder Flexibility on the Vertical Wave Bending Moment for Ultra Large Container Vessels

2012 ◽  
Author(s):  
Ingrid Marie Vincent Andersen ◽  
Jørgen Juncher Jensen
Keyword(s):  
Bending Moment ◽  
Main Concern ◽  
Hull Girder ◽  
Numerical Predictions ◽  
Strip Theory ◽  
Reliability Method ◽  
Non Linear ◽  
Large Container ◽  
The Waves ◽  
Good Agreement

Currently, a number of very large container ships are being built and more are on order, and some concerns have been expressed about the importance of the reduced hull girder stiffness to the wave-induced loads. The main concern is related to the fatigue life, but also a possible increase in the global hull girder loads as consequence of the increased hull flexibility must be considered. This is especially so as the rules of the classification societies do not explicitly account for the effect of hull flexibility on the global loads. In the present paper an analysis has been carried out for the 9,400 TEU container ship used as case-ship in the EU project TULCS (Tools for Ultra Large Container Ships). A non-linear time-domain strip theory is used for the hydrodynamic analysis of the vertical bending moment amidships in sagging and hogging conditions for a flexible and a rigid modelling of the ship. The theory takes into account non-linear radiation forces (memory effects) through the use of a set of higher order differential equations. The non-linear hydrostatic restoring forces and non-linear Froude-Krylov forces are determined accurately at the instantaneous position of the ship in the waves. Slamming forces are determined by a standard momentum formulation. The hull flexibility is modelled as a non-prismatic Timoshenko beam. Generally, good agreement with experimental results and more accurate numerical predictions has previously been obtained in a number of studies. The statistical analysis is done using the First Order Reliability Method (FORM) supplemented with Monte Carlo simulations. Furthermore, strip-theory calculations are compared to model tests in regular waves of different wave lengths using a segmented, flexible model of the case-ship and good agreement is obtained for the longest of the waves. For the shorter waves the agreement is less good. The discrepancy in the amplitudes of the bending moment can most probably be explained by an underestimation on the effect of momentum slamming in the strip-theory applied.

Simulation of stress-strain state for ropes of closed construction during tension and torsion

2021 ◽  
pp. 2-9
Author(s):  
V. F. Danenko ◽  
◽  
L. M. Volgograd State Technical University
Keyword(s):  
Finite Element ◽  
Cross Sections ◽  
Outer Layer ◽  
Strain State ◽  
Structural Integrity ◽  
Safety Margin ◽  
Stress Strain ◽  
Stress Strain State ◽  
Axial Forces ◽  
Element Simulation

A computer finite-element simulation of the stress-strain state of elements of a closed rope under conditions of joint tension and torsion has been carried out. The redistribution of axial forces and torques in the cross sections of layers during rotation of the rope under the influence of external torque was determined, which leads to a decrease in the safety margin of the rope, a violation of the compatibility of axial and radial movements in the layers and the structural integrity of the rope in the form of wire breakage of the outer layer.

Code Development for Ship Structures—A Demonstration

1997 ◽  
Vol 119 (2) ◽  
pp. 114-119 ◽  
Author(s):  
A. E. Mansour ◽  
P. H. Wirsching ◽  
B. Ayyub ◽  
G. White
Keyword(s):  
Failure Modes ◽  
Safety Margin ◽  
Limit States ◽  
Hull Girder ◽  
Load Combination ◽  
Plate Buckling ◽  
Design Variables ◽  
Critical Detail ◽  
Safe Side ◽  
Future Publication

A demonstration summary of a reliability-based structural design code for ships is presented for two ship types: a cruiser and a tanker. One reason for the development of such a code is to provide specifications which produce ship structure having a weight savings and/or improvement in reliability relative to structure designed by traditional methods. Another reason is to provide uniform safety margin for ships within each type. For both ship types, code requirements cover four failure modes: hull girder bulkling, unstiffened plate yielding and buckling, stiffened plate buckling, and fatigue of critical detail. Both serviceability and ultimate limit states are considered. Because of limitation on the length, only hull girder modes are presented in this paper. Code requirements for other modes will be presented in future publication. A specific provision of the code will be safety check expression, which, for example, for three bending moments (still water Ms, wave Mw, and dynamic Md), and strength Mu, might have the form, following the partial safety factor format: γsMs+γwMw+γdMd≤φMu γs, γw, γd, and φ are the partial safety factors. The design variables (M’s) are to be taken at their nominal values, typically values in the safe side of the respective distributions. Other safety check expressions for hull girder failure that include load combination factors, as well as consequence of failure factors, are considered. This paper provides a summary of safety check expressions for the hull girder modes.

Effect of Oscillating Water Column Chamber Inclination on the Performance of a Savonius Rotor

2020 ◽  
Vol 142 (4) ◽  
Author(s):  
Deepak D. Prasad ◽  
M. Rafiuddin Ahmed ◽  
Young-Ho Lee
Keyword(s):  
Water Column ◽  
Wave Energy ◽  
Hollow Structure ◽  
Flow Characteristics ◽  
Wave Crest ◽  
Oscillating Water Column ◽  
Sea State ◽  
Wave Condition ◽  
Improved Performance ◽  
Incident Waves

Abstract The power potential in the waves that hit all the coasts worldwide has been estimated to be of the order of 1 TW. Each wave crest transmits 10–50 kW/m of energy, which is 15–20 times higher than wind or solar energies. The availability of wave energy is 90% compared to 30% for wind and solar energies. The oscillating water column (OWC), which is the most investigated wave energy converter consists of a partially submerged hollow structure positioned either vertically or inclined. The bidirectional airflow above the water column drives a turbine. The conventional OWCs experience flow separation at the sharp corners of the chamber. To address this issue, researchers have proposed inclining the chamber at an angle with respect to the incident waves to improve the flow characteristics. In the present work, the effect of OWC inclination on rotor performance is studied using the computational fluid dynamics (CFD) code ansys-cfx. The results highlight that the 55 deg inclined OWC showed improved performance compared to the conventional OWC and modified OWC (optimized in a previous work). The maximum power for the inclined OWC was 13% higher than that for the rotor in the modified OWC and 28% than that in the conventional OWC at mean wave condition. The 55 deg inclined OWC recorded peak rotor power of 23.2 kW with an efficiency of 27.6% at the mean sea state. The peak power and efficiency at maximum sea state were 26.5 kW and 21.5%, respectively.

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