M A R I N ’s n e w s m a ga z i n e fo r t h e m a r i t i m e indus tr y

A p r i l 2011 no. 102

Mark Randall, Swire Pacific Offshore

World-class Anchor
Handling Simulator
re

Deepwater pit ­proves popular for TLP model tests Valuable training on LNG Floating
ho

Storage and Regasification Unit Complex coupled model tests for Petrobras
L
offs

IA
EC
SP
 editorial

6
Dear Reader,

6 MARIN, MPRI and Swire Pacific Offshore (SPO) develop a
world-class deepwater Anchor Handling Simulator
Report interviews Captain Mark Randall, Project Manager of the Swire Marine Training
Centre (SMTC) in Singapore about whether the simulator has lived up to expectations.
9 June 2011: 30th OMAE Conference & the Floating Wind
Turbine Challenge!
10 Deepwater pit proves popular for TLP model tests
We delve the inner depths of the deepwater pit and examine these challenging projects.
Welcome to this Report. As this is my first edition
at the helm of MARIN, I will introduce myself in a
few lines to those of you who don’t know me yet.
I am a naval architect by training and have always
been fascinated by everything that sails and floats.
Based on this fascination I did my PhD on the in-
triguing subject of ‘green water loading’, alongside
my work as the manager of MARIN’s Offshore De-
partment. I share the enthusiasm of all my MARIN
colleagues for extending the boundaries of our
knowledge and indeed, we think we need to do this
to assist you with your problems and innovations.
The other thing that fascinates me in this respect is
technical progress through cooperation. An open

colophon 12 Valuable training on LNG Floating Storage and dialogue and cooperation with clients and research
Regasification Unit partners is very important. Our future challenges
report is a news magazine of MARIN MARIN’s Full Mission Bridge simulators provided simulation training for what is believed are simply too complex to be solved alone.
Haagsteeg 2, P.O.Box 28 to be the world’s first FSRU installed offshore.
6700 AA Wageningen, The Netherlands With this special offshore edition we hope to share
P  +31 317 49 39 11 some of the latest progress and projects. And we
have a interesting interview with Swire Pacific
F  +31 317 49 32 45 14 Complex coupled model tests for Petrobras ­Offshore about its world-class, deepwater Anchor
Printing 5,500 Model tests were carried out simultaneously on three floaters in MARIN’s Offshore Basin. Handling Simulator.
The complexities of this test programme are unravelled for the first time.
Editorial Board Bas Buchner,
Henk van den Boom, Ellen te Winkel As part of our commitment to cooperation, MARIN is
(e.te.winkel@marin.nl) busy organising the OMAE 2011 conference, together
16 Increasing interest in tests for Vortex Induced Motions
14
with the Dutch offshore industry and OMAE. Together
Editorial consultant Helen Hill Report highlights the latest VIM tests. with INORE we have organised a special design and
build contest, the “Floating Wind Turbine Challenge”.
Design & Production You can find out more in this issue.
Verheul Communicatie 18 MARIN has the wind in its sails And of course, MARIN is present at the OTC. This
Alphen aan den Rijn, The Netherlands With the growth in renewable energy, there is an increasing focus on offshore wind.
year we will be there with a demo model of our
MARIN is actively participating in the development of the offshore wind energy sector.
Cover Screen shot of Anchor Handling deepwater Anchor Handling Simulator. I would
Simulator ­encourage you to come along to our OTC stand and
take a chance to try your skills on the simulator.
The editorial staff has made every attempt
to ensure the accuracy of the contents.
­However, experience has shown that,
despite the best intentions, occasional
10 20 Managing fatigue in riser systems
Report puts the new MonaRisa Joint Industry Project in the spotlight.
And you are most welcome for a drink on Tuesday
May 3, 16.00 hrs.

I look forward to meeting

18
errors might have crept in. MARIN cannot, 21 CrackGuard – it’s all in the name! you personally at OTC,
OMAE or at MARIN!
therefore, accept responsibility for these A new JIP will help ensure the structural integrity of marine structures. Report cracks the
errors or their consequences. For remarks case open.
or questions, please contact Ellen te Winkel. Bas Buchner
President
E-mail: e.te.winkel@marin.nl

For subscription to MARIN Report

22 L&R study for new GOWIND OPV
DCNS chose MARIN to conduct an operability study of the Launch and Recovery system
or cancellation, please visit
to be installed on the new GOWIND type Offshore Patrol Vessels.
www.marin.nl/MARINReport.htm.

14
2 report report 3
 news
OTC 2011 - May 2-5
MARIN will again attend OTC in Houston. Meet us at
the Dutch Pavilion (stand 2517) and train your Anchor
Handling skills! On Tuesday May 3, 16.00 hrs you are
most welcome to join us for drinks and shake hands
with our new President Bas Buchner.
C&SI - May 10-12
MARIN will be present at “Construction & Shipping
­Industry” in Gorinchem, the ­Netherlands. Visit us at
stand 326 to discuss the latest technologies we offer
the inland shipping industry and find out how you can
save fuel and reduce CO2 emissions just by a few clicks.
Nor-Shipping - May 24-27
You can again meet us at Nor-Shipping in Oslo.
We would like to welcome you at stand C02-18a
within the Dutch Pavilion of HME (Hall C).
Harsh Weather Summit
May 31 & June 1
The 5th Harsh Weather Summit in Maastricht, the ­Netherlands, has been organised
by E
­ nergyWise. The theme this year is “Discovering the next Arctic frontiers: from the
Yamal Peninsula to the Chukchi Sea”. Meet us at the conference where Henk van den
Boom will give a presentation on Helicopter operations on offshore vessels in harsh
weather, or visit us at our stand.
ECMAR Appoints New Director
The European Council of Maritime tion of around 30 applied research organi-
­Applied R&D is pleased to announce sations, from 14 European countries, where
the appointment of Mr Graham Clarke as their primary focus is on commercial
its new ­Director, in success to Dr Tony ­activities. A key ECMAR function is to make
Morrall, with effect from February 2011. the link between basic research, undertaken
Graham is a graduate naval architect, by universities, and its use by industry, in
who has worked in both large and small which role, ECMAR members have exten-
maritime businesses for over 40 years, sive experience of technology transfer for
involved with manufacturing and exploitation. ECMAR members undertake a
­research aspects of the sector. great deal of leading-edge research and
Founded in 2006, ECMAR is an associa- ­investigation work, not least from their
4 report
papers
MARIN offers a wide selection ­
of papers and doctoral theses in
the field of hydrodynamics on
its website at www.marin.nl.
The most recent publications include:
Free-surface viscous flow solution
methods for ship hydrodynamics
Wackers, J., Koren, B., Raven, H.C.,
Van der Ploeg, A., Starke, A.R., Deng,
G.B., Queutey, P., Visonneau, M., Hino,
T. and Ohashi, K., Archives of Computa-
tional Methods in Engineering,
March 2011
Calculation of bottom clearance
­effects on Walrus submarine
­hydrodynamics
Bettle, M.C., Toxopeus, S.L. and Gerber,
A.G., International Shipbuilding Progress,
December 2010
Validation of an approach to analyse
and understand ship wave making
Raven, H.C., Journal of Marine Science
and Technology, December 2010
e­ xtensive hydrodynamic testing facili-
ties, amongst the most advanced in the
world. ECMAR acts as an interface with
other ­networks and with the European
Commission and provides facilitation
and support for its members in partici-
pating in EU ­research projects. For more
details see www.ecmar.eu
news
More than 170 attendees at 26th FPSO Forum & JIP Week
From March 21 to 25 SBM Offshore hosted
the 26th FPSO Forum & JIP Week in Mona-
co. With more than 170 attendees the
event continued to attract all stakeholders
in the FPSO industry; all major oil compa-
nies, FPSO operators, engineering contrac-
tors, class societies and R&D organizations
were present. In total ten Joint Industry
Projects had their progress meetings and
three new JIPs had open meetings.
Theme of this year’s Open Forum was
­“Re-allocation & Life Time Extension” with
excellent presentations by SBM, Petrobras,
Bluewater and several others. During this
forum also three JIP initiatives were
­presented.
MARIN launched three new JIP’s:
MONARISA
The initiative concerns integrity monitoring
of rigid and steel catenary risers. r­ iser which is already instrumented. and the development of computational
Utilizing the approach developed for FPSO
hulls in the MONITAS JIP, the focus in this
The proposal is currently in preparation
and your input is highly valued.
­simulation tool SHUTTLE, both for tandem
and side-by side offloading of oil and gas.
project is the processing of data from a Contact p.aalberts@marin.nl In phase III the focus is on in-situ measure-
minimum monitoring system to obtain ments for validation of the numerical results.
meaningful data on the integrity and OFFLOADING OPERABILITY III Contact a.voogt@marin.nl
­fatigue lifetime of the riser. For the develop- Phase I and II of this JIP were successfully
ment preferably use will be made of an completed and concerned model testing HELIOS
This JIP is aiming at improving both safety
and workability of helicopter operations on
offshore vessels. Existing practice to fly to
moving heli-decks is based on strict limita-
tions on heli-deck inclinations and heave
rate over the last 20 minutes. This strict
regime leads to a low workability for small
vessels and harsh weather regions but is
not necessarily safe as accelerations and
wind are not included and the prediction of
maximum motions are based on the 20
mins. history. HELIOS JIP saw her lift-off
meeting on March 22 and is still open for
new participants.
Contact h.v.d.boom@marin.nl
The 27th FPSO JIP Week will be hosted by
DNV in their new offices in Houston from
October 24-28, 2011. For further informa-
tion please visit www.fpsoforum.com
report 5
MARIN, MPRI and Swire Pacific Offshore (SPO) develop together
World-class deepwater
Anchor Handling Simulator
Report interviews Captain
Mark Randall, Project
Manager of the Swire
Marine Training Centre
(SMTC) in Singapore, about
whether the simulator has
lived up to expectations.
6 report
a s the search for oil and gas goes
into ever-deeper, more challeng-
ing waters, the need for safe
­Anchor Handling operations becomes even
more pressing. In a unique long-term part-
nership, MARIN, MPRI and SPO embarked
on a project to develop a world-class
­Anchor Handling Simulator with deepwater
functionality.
In the last 15 years there has been aggres-
sive exploration into deeper waters as most
of the easier-to-exploit offshore hydrocarbon
Mark Randall
fields have been found and developed.
With depths of up to 2,000 m, deepwater
technology is the way forward and with the
need to deploy anchors within an accuracy
of 50 m or less, a highly skilled and trained
crew is essential.
For SPO, an Anchor Handling simulator was
a vital piece of equipment given the short-
age of experienced offshore seafarers. One
of the larger challenges facing the industry
is the ability to recruit, train and retain
­seafaring staff, Captain Randall says.
“The IMO has estimated that there will be
a worldwide shortage of 45,000 seafarers
by 2015 and even this appears conserva-
tive. The picture in the specialised offshore
sector is even more acute.”
On-the-job training increasingly
difficult Prior to the establishment of SMTC
nearly four years ago, offshore-specific skills
were nearly entirely learned on-the-job. But
with the increasing activity of the SPO fleet,
the ever increasing rule and regulation-
driven administrative workload pressures on
the bridge and significant ­advances in tech-
nology, relying on that traditional method
was less and less sustainable, particularly
when it came to bridge management and
Anchor Handling operations.
Therefore, in February 2007 SPO issued a
Request for Proposal (RFP) for an Integrated
Anchor Handling Vessel Simulation System.
“Due to the highly specialised nature of this
requirement, the RFP was only made available
to a select shortlist,” says Captain Randall.
MARIN teamed up with MPRI, leveraging
MPRI’s training experience and engine room
simulators with MARIN’s technical solutions
for bridge simulation and Anchor Handling
capability. Although the specific simulation
setup at its centre is the property of SPO,
MARIN is able to use the underlying software
it developed to meet third parties needs.
MARIN’s proposal for SPO was based on
its existing Mermaid 500 vessel simulation
system from MSCN that SPO had already
evaluated during a visit to the Port of
­London Authority. However, to meet SPO’s
specific requirements, MARIN needed to
­develop a new, higher level of simulator
functionality.
Another key component that MARIN was
responsible for was the integration of the
Dynamic Positioning (DP) equipment - that
was supplied by Converteam (formerly
­Alstom) - into the integrated bridge/engine
room simulation environments.
Behavioural realism vital “Phase I” of
the project was in essence the beginnings
of developing a world-class marine training
facility. But SPO and MARIN faced a signifi-
cant technical challenge.
Having a diverse fleet of vessels, currently
ranging from 4,000 hp to 12,000 hp, fulfilling
a variety of operational roles, the simulator
would need to be similarly flexible in
­providing a range of training outcomes.
To meet this requirement MARIN has devel-
oped a range of own ship models, based on
seven classes of SPO vessels. A full mission
(360 degree view) and half mission (135
­degree view) bridge were constructed.
In addition, a full engine control room was
built that was able to be fully integrated to
either of the bridge simulators providing a
realistic training environment. Software
­ evelopment was extensive, with capabilities
d
being developed that are unique to SMTC.
Captain Randall says the primary challenge
for SPO was to develop a level of simulated
Anchor Handling capability that could ade-
quately substitute for traditional, on-the-job
skills development. “To be credible in doing
this, the degree of behavioural realism of
the system needed to be of a sufficiently
high level to avoid potential resistance from
seasoned and experienced Anchor Handling
personnel.”
Phase II - Composite mooring and
deepwater Anchor Handling Captain
Randall explains: “Because of the nature of
the industry and the need to ensure the
necessary competencies, marine training
will be subject to continual development.
From being able to effect training with
­simple mooring wires it will be necessary to
train students in handling chain, synthetic
and composite mooring systems. New vessels
will be fitted as standard with equipment
and new technologies and systems that are
continually being developed to facilitate
­anchor handling operations in ever deeper
report 7

waters, such as side rail cranes and anchor
recovery frames, and so simulation of these
must be added to the current capabilities of
the simulation system.”
As the industry moves to deeper water
there is a requirement for SPO to invest in
vessels capable of operating in this sector,
he adds. The first four of a new, 225t
­bollard pull “D-Class”, the first of what will
undoubtedly be a succession of deepwater
capable vessels, are now under construction.
These vessels, which are the largest and
most powerful ever built by SPO are
planned for delivery from January 2012.
“The intent of ‘Phase II’ of the current upgrade
programme is to ensure that the SMTC is able
to familiarise Swire crews on this new class
of vessels well in advance of their delivery.
“Deepwater training brings with it additional
challenges and will place demands on the
system, both from a hardware and software
perspective that were not foreseen or tech-
nically possible to simulate at the inception
phase”, he adds. “Deepwater training and
simulation will involve visualisation and
8 report
handling of chain and composites not
­currently within the original capabilities of
the existing simulator. The calculations of
weights and tensions by the system will
well exceed the processing capability of the
initial fit out of PCs, so the core processing
PCs were upgraded at the end of 2010.
“The nature of the deep and ultra deepwater
scenarios is such that rarely will a single
vessel be able to deal with the tensions
and loads, and so generally these activities
will require multiple vessels. Simulated
combined exercises in which two vessels
operate on the same mooring line together
in a single exercise is another area where
the initial simulator design was incapable
of delivering a satisfactory and stable
­performance.” These are aspects that will
be addressed by the partners as Phase II
progresses.
Powerful teaching aid Since training
commenced in June 2007, the SMTC has
achieved all anticipated objectives. The
ability to ‘fly under water’ (standard with
MARIN’s simulator) and demonstrate to
­students what is happening beneath the
surface has proven itself as an especially
powerful teaching aid.
“SMTC is now one of the very few training
centres in the world where DP training can
be carried out in a full mission environment.
Rather than sit at a PC or DP control station
in a classroom, Swire crews can be trained
on the bridge of a vessel modelled exactly
on those in its own fleet, significantly
­enhancing the degree of realism.
“The centre assists in demonstrating to clients
and customers how the company seeks to
continually enhance the competence of its
staff through the provision of (solely) discre-
tionary training courses for its own seafarers.
SMTC demonstrates the company’s commit-
ment to being a preferred and quality
­employer and it brings staff together,
strengthens morale and significantly
­improves the safety training and culture.”
Captain Randall is in no doubt that the new
training centre is already a highly valued
addition to the company and he looks for-
ward to working with MARIN on Phase II of
the project, and beyond.
June 2011:
30th OMAE Conference & the
Floating Wind Turbine Challenge
In January 2010,
MARIN already started its
efforts to organise the
OMAE 2011 conference,
together with the Dutch
offshore industry. A group
of around 30 young engi-
neers from various Dutch
offshore companies have
volunteered their services
to ensure that the upcom-
ing OMAE is a dynamic
and stimulating event.
Olaf Waals & Sebastien Gueydon
o.waals@marin.nl
This enthusiastic group of youngsters are
organising many interesting events such as
the welcome reception and a tour through
Rotterdam harbour and there will be a lot of
extra activities planned outside of the con-
ference programme. To enjoy this interest-
ing conference and to have a chance to visit
the Dutch offshore industry and experience
the Netherlands in summertime, we would
like to invite you to join OMAE 2011
(www.omae2011.com).
During the OMAE week technical tours will
be organised to IHC shipyards and MARIN.
To complement the technical sessions of the
30th OMAE in Rotterdam, MARIN and the
International Network on Offshore Renewable
Energy (INORE), have organised a design
and build contest, the “Floating Wind
­Turbine Challenge”.
This challenge consists of developing and
testing a small-scale, floating structure for a
wind turbine in 24 hours! Small teams of
students and young researchers will make
their floating turbines on-the-spot and then
their scaled models will be tested in the
Shallow Water basin of MARIN. During the
MARIN technical visit, on the last day of the
OMAE, the winning design of the Floating
Wind Turbine Challenge will be ­announced
and visitors will be able to see the contest
entrants test their designs.
INORE brings together young researchers
from around the world to meet, collaborate
and share knowledge on renewable energy.
Spurred on by the conviction that shipbuild-
ing and offshore knowledge can be applied
to new technology in offshore renewable
energy, MARIN formed the Renewable
­Energy Team (RENT) in mid-2009.
Members of this RENT team soon came
across INORE’s representatives at conferences
and they were very impressed with the level
of ­enthusiasm and dynamism of INORE.
It is very gratifying that MARIN has found
a good partner in INORE to contribute to
the long-term development of offshore
­renewable energy.
Competition registration is via the INORE website
at www.inore.org/events/fwtchallenge.
report 9

Deepwater pit
­proves popular for
TLP model tests
MARIN’s deepwater pit in the Offshore Basin allows
modeling of TLPs, including their tendons, over the full
water depth. Here, we delve the inner depths of the
deepwater pit and examine these challenging projects.
f ull depth modelling is crucial to
represent the set-down and related
airgap decrease of the TLP correctly.
In 2010, the deepwater pit was used inten-
sively for several TLP projects.
SHELL is considering a TLP for the Ormen
Lange future compression development
­offshore Norway, in an 850 m water depth.
In January 2010, model tests investigated
the hydrodynamic behaviour of the platform
in operational, extreme and survival condi-
tions. Basin waves were generated with
two different methods, denoted as random
phase (RP) and random coefficient (RC).
The application of RC-waves in the Offshore
Basin was one of the techniques new to
MARIN last year.
The Big Foot TLP, which is designed by
FloaTEC and operated by Chevron, represents
three important milestones. Firstly, this was
Jorrit-Jan Serraris, MARIN’s 9000th model! Secondly, Big Foot
Eelco Frickel & will be the world deepest TLP, at 1,581 m.
Jule Scharnke Big Foot actually required the use of the full
j.j.serraris@marin.nl depth of the deepwater pit. The third mile-
10 report
Ormen Lange TLP Wison TLP
111537
100067
stone was the individual modelling of all 16
tendons. Thanks to the detailed engineering
of this complex model the test programme
was completed successfully.
The WISON TLP concept is based on an
­industry standard, four-column design.
The TLP has been engineered to accommo-
date a full drilling package, as well as
­having the ability to process production
from both dry and wet trees. A model of
109949
the WISON TLP concept was tested in wave,
current and wind corresponding to a severe
offshore environment prior to undertaking
the detailed design of the structure.
The Papa Terra TLWP, designed by FloaTEC,
is part of Papa Terra P61 field development
and will be ­accompanied in the field by a
semi-submersible for tender assisted drilling
and an FPSO for storage. All three floaters
were modelled together in the Offshore Ba-
sin and linked to each other by means of a
hawser and fluid transfer lines. The presence
of three floaters in the basin was again, one
of the special moments of 2010.
102994
Papa Terra TLP Big Foot TLP
report 11
 Valuable training on
LNG Floating Storage and
Regasification Unit
MARIN’s Full Mission
Bridge simulators
­provided simulation
training for what is
believed to be the
world’s first FSRU
­installed offshore.
­Report outlines the
programme.
Johan Dekker
j.dekker@marin.nl
12 report
d ue to be installed in 2011, the
FSRU Toscana of the Offshore LNG
Toscana (OLT) project will be one
of the first offshore LNG floating storage and
regasifcation units in the world. The FSRU
Toscana is a turret-moored, converted LNG
carrier with spherical tanks that will be an-
chored in the Mediterranean, 23 km off the
coast of Livorno, Italy. LNG will be imported
by mooring LNG carriers alongside the
FSRU. After contracting ECOS (a joint ven-
ture of Exmar Offshore Services and Fratelli
Cosulich) as the future operator and Fratelli
Neri as the tug company for the facility, OLT
commissioned MARIN’s Nautical Centre
MSCN to prepare a training programme for
the mooring masters, terminal managers
and tug masters that will be mooring the
LNGC’s there later this year.
MARIN had already carried out several ma-
noeuvring simulation projects in the design
stages of the development of Floating LNG
(FLNG) but in December last year, MARIN’s
Full Mission Bridge simulators were used
for the first training courses for the mooring
and tug masters. This comprehensive
­simulation programme included five days of
side-to-side berthing and deberthing of an
LNGC in bad weather conditions.
After a database for the simulations had been
prepared, a two-day workshop was held.
During the workshop a few preliminary sim-
ulator runs were carried out to get an idea
of the required manoeuvres and to evaluate
the database. The results were used to fine-
tune the simulation scenarios and for further
detailing of the training programme. During
the simulations each participant in the
­operation had his own simulator bridge.
Communication between the vessels and the
simulator supervisor connecting the mooring
lines was included in a realistic way.
Participants included:
- A mooring master who led the operation
from the bridge of the LNGC on Full
­Mission Bridge 1, together with an FSRU
terminal manager acting as the master of
the LNGC and a helmsman following the
course or rudder orders.
- A tug master operating the bow tug on
Full Mission Bridge 2. This bridge was
more suitable because the bow tug is
­manoeuvring more during the operation.
- A tug master operating the stern tug on
the compact simulator.
- And the FSRU terminal manager operating
the heading control/stern thruster on
a tertiary station and informing the
­approaching LNGC on the heading of the
FSRU.
All of the participating masters were very
professional and showed a high level of
manoeuvring skills. Their skill level meant
that the training sessions could focus on
emergencies and more in-depth operational
details which will in turn, serve to develop
and optimise the strategies for various
events. Only a few simulator runs were
used for normal arrivals and departures
­under the limiting metocean conditions pre-
determined by OLT. Based on discussions in
the workshop, a range of possible scenarios
was created. These ranged from failures of
the main engine or rudder of the LNGC, to
an emergency departure commanded by
one of the tugs assuming the LNGC was out
of operation due to a fire.
Undoubtedly, the workshop and training
sessions proved to be very useful for all the
participants. The workshop was the first
time that they had met, so it facilitated a
broad exchange of views on certain aspects
of the operation. In the workshop, the par-
ticipants agreed on the way orders to tug
masters would be given regarding the
­required direction and force.
The simulations also proved useful for the
mooring masters and tug masters in under-
standing each other’s position in the
­operation by observing the manoeuvre on
another bridge. In the training simulations
the arrival manoeuvres showed no particu-
lar difficulties and in fact, they showed that
they could even be carried out at higher
wind speeds than the present limits from
the design stages. Departures in cross-­
conditions appeared to be more challenging
because the FSRU has a tendency to trail
behind the departing LNGC. Just before
­operations start a short rehearsal training
will take place. In that session, the Portable
Pilot Unit used by the mooring masters
will be connected to the simulator so
they can familiarise themselves with this
equipment.
report 13
 110512
Complex coupled model tests for Petrobras
Model tests were carried out
simultaneously on three floaters in
MARIN’s Offshore Basin and these
were followed by two-body, coupled
VIM tests in the Depressurised
Towing Tank. The complexities of this
coupled model test programme are
unravelled for the first time.
Jorrit-Jan Serraris &
Eelco Frickel
j.j.serraris@marin.nl
14 report
TAD semi submersible (right) coupled to TLWP (left)
i n an ambitious project for the Papa
Terra P61 field development, MARIN
recently carried out model tests on a
Tension Leg Wellhead Platform (TLWP),
a semi-submersible and an FPSO all at the
same time to assess interaction effects
­between the three coupled floaters. The
floaters will be operated by Petrobras in a
1,185 m water depth, ­offshore Brazil.
The TLWP and the connections between
the floaters were designed by FloaTEC. For
the wave basin model tests the TLWP was
moored with eight tendons installed in the
deepwater pit of the Offshore Basin. Located
at a distance of 35 m from the TLWP, the
semi-submersible platform will be used for
tender assisted drilling during the first three
years of the field development. The semi
was installed in the Offshore Basin by
means of a truncated bundled mooring
­system, representing the mooring system
3 body model tests in the Offshore Basin: TAD semi submersible, TLWP and FPSO (from left to right)
stiffness of the full depth system and it was
coupled to the TLWP by means of a hawser
system. The complex hawser system was
modelled by means of linear springs linked
together to represent the non-linear stiff-
ness characteristics in surge, sway and yaw
correctly. To be moored 350 m away from
the TLWP, the FPSO was also modelled in
the basin to investigate the interaction ef-
fects of radiating waves. Fluid transfer lines
run from the TLWP to the FPSO.
Movable floor Due to the complexity of
this three-model test setup, a detailed
­installation plan was prepared prior to the
test campaign. All of the installation proce-
dures and test configurations were accu-
rately verified and documented to minimise
any risks during the installation in the
­Offshore Basin. The movable floor of the
­basin again proved to be a helpful feature to
minimise the installation time of the setup.
Only three yellow bodies can clearly be
­observed above the still waterline but ­
under water and in close proximity to the
basin, a lot of equipment, structures, actua-
tors and instrumentation were installed
to complete the test setup. In total, more
than 80 measurement channels were
­simultaneously recorded during the three-
body basin tests. Video cameras were
­accurately positioned above and under
­water to capture the coupled motions of
the TLWP and the semi-submersible.
These videos, combined with the analysis
of the measured relative motions, proved
to be a helpful and powerful tool to help
understand the hydrodynamics of such a
complex coupled system.
VIM tests After the wave basin test
­ rogramme VIM tests with the coupled
p rations, as well as during the execution of
TLWP and semi-submersible were per-
formed in the Depressurised Towing tank.
110614
These investigated the VIM and galloping
interaction effects and the coupled system
response. The TLWP was mounted under-
neath an air bearing system to model the
displacement correctly, without modelling
the tendons and without affecting the
mass and inertia of the model. The semi-
submersible was installed in the basin
by means of a horizontal mooring system
and coupled to the TLWP with the hawser
system.
In addition to the test series described,
MARIN also advised on the model test
­programme for the TLWP alone, which
was performed at the LabOceano Offshore
Basin in Brazil. A close cooperation between
MARIN’s engineers, its local agent Oceanica
LabOceano and FloaTEC during the prepa-
the model test programme, resulted in a
very successful model test campaign.
report 15
 Increasing interest in
tests for Vortex Induced Motions
For Marin 2010 was a very busy year for Vortex Induced
Motions (VIM) tests. Report highlights the latest tests.
t he DeepDraft Semi® of SBM
­ tlantia Inc., the Bigfoot TLP of
A
Chevron and the Papa Terra field
two-body, semi-submersible and TLWP of
FloaTec are some of the structures MARIN
has tested recently.
All the VIM tests were successfully carried
out in MARIN’s Depressurised Towing Tank.
Arjen Koop & Measuring 240 m x 18 m x 8 m, this basin
Jule Scharnke has proven extremely suitable for testing
a.koop@marin.nl due to its long tow length and large cross-
104652
BigFoot TLP
16 report
section area. A uniform current flow was
simulated by towing the model in calm
­water. Optimised test programmes were
carried out to investigate the VIM response.
The tow tests clearly indicate that VIM
­response is dependent on current heading,
velocity, hull design and column draught,
shape and its orientation.
For most tests a simple and easy-to-use
set-up was created based on previous
Papa Terra field TAD and TLWP
projects utilising an air bearing system and
vertical mooring springs. The air bearings
mean that the models can be tested at the
correct mass/displacement ratio, which is
important for TLPs. They have an extremely
low friction in the horizontal plane and
­restrict the heave, roll and pitch motions of
the structure. This setup ensures a set of
‘clean’ tests, where the total damping and
flow patterns originate from the structure’s
hull alone. In addition, the tow heading of
DeepDraft Semi® (Courtesy SBM Atlantia Inc.)
the model could be changed very quickly
and efficiently in the basin.
Challenging two-body VIM tests The
two-body VIM tests - with a TLP coupled to
a semi-submersible in close proximity - were
particularly challenging. Comparing the
­results for the TLP alone with the coupled
tests sees the VIM response of the TLP
change. If the TLP was downstream of the
semi-submersible this could relate to current
shielding effects and an unsteady, or dis-
turbed inflow to the TLP. However, when the
TLP is located upstream the VIM motions
change, probably due to the coupling with
the hawser and semi-submersible.
These tests again show that VIM is parti­
cularly important for fatigue issues and
that it remains an important phenomenon
that should be taken into account during
the d
­ esign stage.
108012
report 17
 117515
MARIN has the wind in its
sails pledging commitment
to offshore wind sector l Larger and more efficient wind tur-
bines are being installed offshore
due to the higher wind energy
­potential. Nowadays, fixed offshore wind
turbines are being installed in shallow
­water. However, technology is improving
With the growth in renewable energy, there is an increasing focus on and the wind turbines are expected to move
to deeper water where the wind is more
offshore wind. The offshore wind industry is maturing and going further frequent and stronger. The challenges of
fixed and floating offshore wind turbines
­offshore into deeper and more challenging waters. MARIN too, is actively are very similar to those of the offshore
­industry: safe and economic design,
­participating in the development of the offshore wind energy sector. ­production, transportation, installation,
maintenance, repair and removal. Therefore,
Erik-Jan de Ridder, e.d.ridder@marin.nl MARIN is committed to the investigation,
design and development of these new fixed
and floating offshore wind turbines.
110158
Model tests for floating wind tur-
bines In 2011, MARIN’s Renewable Energy
Team (RENT) will test three different floating
wind turbine concepts for the University of
Maine-led DeepCwind project. The floaters
include a spar buoy, a tension leg platform
and a semi-submersible. The model tests
are being conducted to calibrate and
­validate simulation codes for floating wind
turbines. Therefore, great attention will be
paid to the coupling between aerodynamic
and hydrodynamic behaviour. For example,
the modelling and documentation of the
wind field in the basin will be given special
attention, as well as the relation between
turbine behaviour and wind loading on
the rotor.
From 2010 to 2014, MARIN will participate
in the FP7 project “Future Deep Sea Wind
Turbine Technologies” (DeepWind). The
­hypothesis of this project is that a new
floating vertical axis rotor concept, specifi-
cally developed for offshore applications,
has the potential to offer better cost effi-
ciencies than existing offshore technology.
Simulation code for floating wind
turbine Designing an Offshore Floating
Wind Turbine (OFWT) brings new mechani-
cal constraints to the nacelle and the rotor.
Breaking wave on a wind turbine scale model with realistic flexibility in the MARIN facilities during the Offshore Wind Seminar The motions of the floater affect the perform-
18 report
CFD results for existing wind set-up in Offshore Basin
ance of the wind turbine and vice-versa.
As wind turbines get taller even small pitch
or roll rotations can result in large motions
at the location of the nacelle. To properly
predict the motions of the floater, rotation
of the rotor and the flexible nature of the
blades and tower, the structural response
of the wind turbine on the floater needs to
be taken into account. MARIN and Energy
Research Centre of the Netherlands (ECN)
are working together to tackle the many
challenges of the design of an OFWT.
Therefore, the aero-elastic code PHATAS
of ECN is being coupled to the multi-body,
time-domain simulation code, aNySIM of
MARIN. This facilitates a simultaneous
­calculation of all the aspects of an OFWT
in one numerical simulation.
High quality local wind field in
MARIN’s Offshore Basin To assist in
the testing of floating wind turbines, MARIN
is presently working on a high quality, local
wind field setup in its Offshore Basin. The
wind field is generated by a square bed
of 5*5 wind fans with guides and stators
(straighteners). By controlling the RPMs of
the different rows, the vertical profile of the
wind can be controlled. CFD calculations
are being carried out to assist in the design
New wind set-up to test
floating offshore wind
turbines in Offshore Basin
of the final, dedicated wind setup as illus-
trated in the figures.
Wifi JIP At the end of 2010 more than 60
representatives of the international ­offshore
wind ­industry gathered at the ­Offshore Wind
Seminar organised by MARIN and ECN. This
seminar provided a unique ­opportunity to see
model tests being carried out at MARIN’s fa-
cilities that showed the impact of breaking
waves against an ­offshore wind turbine.
This pilot series of model tests was carried
out with a special model of an offshore wind
turbine with ­realistic flexibility. The tests
confirmed that breaking waves can induce
significant o­ scillations and ­accelerations in
the turbine, resulting in ­extreme fatigue loads
on the foundation, tower, turbine blades,
shaft, gearbox and generator. To further
study this subject, MARIN and ECN, together
with a number of other partners, are in the
process of starting up a Joint Industry Project
(JIP) with the acronym ‘WiFi’: Wave impacts
on Fixed turbines. The objective of this
WiFi JIP is to improve the manner in which
the effects of steep (and breaking) waves
are taken into account in the design meth-
odology of fixed offshore wind ­turbines, so
that ­optimized offshore wind turbines can
be developed.
report 19
 Report spotlights the new MonaRisa Joint Industry Project
Managing fatigue
in riser systems
Following discussions with the industry and the success
of Monitas, a new three-year JIP has launched, designed to
provide the offshore industry with specifications and a
methodology for Advisory Monitoring Systems for risers.
As the offshore industry moves into deeper
and deeper waters, there is an increasing
focus on riser integrity management in order
to ensure that the assets and operations are
managed in a cost-effective, reliable and
safe manner. Riser Condition Monitoring and
inspection, including processing and analyses
of the monitored data, form an important
part of integrity management, providing
valuable information about the accumulated
fatigue damage and remaining lifetime of
the riser system. However, the actual Riser
Condition Monitoring systems do not show
Pieter Aalberts why the accumulated fatigue damage
p.aalberts@marin.nl ­deviates from design predictions.
20 report
The MonaRisa JIP aims to develop an alter-
native method by using the fatigue design
tool of the riser system and measurements
of the environmental conditions, vessel mo-
tions and the riser deformations. As well as
showing the lifetime consumption of the
riser system, the method will also explain
why the actual lifetime consumption deviates
from design predictions and it will advise
how fatigue consumption can be reduced.
Proven technology The basis of the
MonaRisa methodology is a proven techno­logy
that was developed for FPSO hulls within the
Monitas project. This methodology was devel-
oped only recently and measures, explains
and advises on lifetime consumption of FPSO
structures as described by L’Hostis, Kaminski
and Aalberts in “Overview of the Monitas
JIP”, Offshore Technology Conference, May
3-6 2010, Houston, Texas, USA, OTC-20872.
The methodology is schematised in the
­figure below. For selected ­marine floating
structures equipped with risers, the meth-
odology and software will be developed
and tested based on two years of measure-
ments. Led by MARIN, MonaRisa will be
carried out in cooperation with representa-
tives from oil companies, vessel operators,
designers and authorities. A brainstorm
­session was held during the JIP FPSO Week
in Monaco (March 21-25, 2011).
CrackGuard
it’s all in the name!
A new JIP will help ensure the structural
integrity of marine structures. Report cracks
the case open.
Different codes and regulations have been A three-year Joint Industry Project, Crack-
developed over the years to ensure that Guard is being launched, with the first
marine structures are designed, operated meeting held during the last FPSO Forum &
and maintained safely. And within these JIP Week in March.
rules, allowances are made for defects that The main goal of the project is to specify,
should be monitored but that do not develop and test the CrackGuard approach,
­jeopardise safe operations. Fatigue cracks, based on recent achievements in wireless
which are very common in welded marine networking and micro/nano technology. The
structures due to the cyclical character of project will start with a review of potential
wave loading, are examples of such defects. applications. In addition, state-of-the-art
Although there is a lot of effort being crack sensing, wireless communication and
­undertaken to avoid cracks, operators are networking will be reviewed. Current
obliged to periodically inspect structures knowledge on crack propagation rates and
for signs of fatigue. directions will also be reviewed in order to
provide input for the future shape and size
Cracks, which are too long for a safe opera- of the CrackGuard sensor. Once the system
tion, clearly have to be repaired but those of specification has been developed as a
an acceptable length have to be followed ­prototype it will be tested under laboratory
carefully during successive inspections. conditions and then on an FPSO.
But growth rates are uncertain and it is not Participants are welcome to join!
known when cracks will reach their critical
length. Therefore, operators usually either
increase the inspection frequency or reduce
the crack’s length, which leads to higher
operational costs.
Affordable, simple system Interviews
with operators revealed that they are seek-
ing an affordable and simple monitoring
system for guarding the length of cracks
that have been detected. Such a system
should only warn the operator when, and
which crack has reached its allowable
length and the overall cost of the system
Mirek Kaminski should be competitive with the cost of an
trials@marin.nl additional visual inspection by a surveyor.
Source: PhD Thesis GauteStorhaug
report 21
Model tests for early
assessment of Launch and
Recovery operations
DCNS chose MARIN to conduct an
operability study of the Launch and
Recovery system to be installed on
the new GOWIND type ­Offshore
Patrol Vessels (OPV) that are ­
currently under construction.
Bastien Abeil & Yannick Bian, b.abeil@marin.nl
22 report
o ne of the most innovative fea-
tures of the new OPV is a system
designed for the Launch and
­Recovery of two manned, or unmanned
­surface vehicles, which is located at the
stern. Based on existing systems that are
installed on tuna seiners, the new system
will provide fast and safe Launch and
­Recovery procedures in various weather
conditions, at speeds of up to 12 knots.
For example, with the new system two
­marine units should be afloat in approxi-
mately five minutes. Additionally, the
­system is entirely hidden by stern doors
that open at the last moment, giving the
navy a clear strategic asset.
Vehicles are launched and recovered
­passively, without the intervention of the
pilot of the vehicle. The whole procedure is
monitored by an operator onboard the OPV.
Launch and Recovery of Unmanned Surface
Vehicles (USV) can also be performed
­entirely automatically.
In 2010, MARIN was asked to carry out an
operability analysis of the system based on
model tests. Model testing offers a relatively
accurate picture of the complex hydrody-
namics involved and variations or changes
in the design can be assessed easily in a
short time frame. Tests were performed in
MARIN’s Seakeeping and Manoeuvring Basin
with a free-sailing, self-propelled model of
the OPV and a passive model of a Rigid Hull
Inflatable Boat (RHIB). A detailed model of
the Launch and Recovery system was made
Courtesy DCNS
active so procedures could be initiated
­remotely at model scale.
Various combinations of weather factors,
wave direction and sailing speeds were
­investigated in conditions ranging from Sea
State 3 to Sea State 5. For each combination
a series of launches and recoveries were
carried out. At the end of each test the
­operational feasibility was considered,
based on a list of specific criteria.
During the tests attention was paid to the
alignment of the RHIB in relation to the OPV
and to the contacts between the boat and
the ship. Observations were limited to the
phase where the RHIB is located in the
proximity of the OPV in order to optimise
the number of Launch and Recovery opera-
tions that could be performed within one
basin run. However, repeat runs were per-
formed with a RHIB located further aft the
OPV as well.
Test results showed that the Launch and
Recovery system could operate in a wide
range of conditions in Sea State 3. In Sea
State 4 and 5, operations are possible but
they are restricted depending on the wave
direction and sailing speed.
Full-scale trials, to be conducted at the end
of 2011, will help to get a complete picture
of the capabilities of the Launch and Recov-
ery system and they will provide a good
means of comparison with the results
­obtained in the basin.
LAURA JIP launches
Navy operations are increasingly dominated by
systems whereby small craft are ope­rating from
larger platforms. A three-year, Joint Industry
Project named “Launch and ­Recovery of any
small navy crafts”, (known as LAURA), has start-
ed to design a standard for ship Launch and
­Recovery systems for the majority of small navy
craft. MARIN will act as the manager of the JIP
that will be carried out in two phases in close
co-operation with ­navies, shipyards and suppliers.
The system aimed at should be flexible enough
to handle a wide variety of small craft (50 kg -
12 tonnes) and it should be operational in
­moderate sea states (4-5 and possibly up to 6).
­Preferably, it should be able to be used at low to
moderate ship speeds and capable of relatively
quick Launch and Recovery operations (< 5 min,
with the target to launch every two m ­ inutes),
only requiring a ­limited number of crew.
All participating companies will be represented
in the ­L AURA JIP Steering Group and presenta-
tions, reports and other relevant ­information will
be posted on the project’s confidential website.
For more information or participation please
contact Frans Kremer at f.kremer@marin.nl.
report 23
MARIN MARIN USA Inc.
Haagsteeg 2 P +31 317 49 39 11 4203 Montrose Blvd P +1 83 25 33 80 36
P.O. Box 28 F +31 317 49 32 45 suite 460 F +1 71 32 67 22 67
6700 AA Wageningen E info@marin.nl Houston TX 77006 E usa@marin.nl
The Netherlands I www.marin.nl USA I www.marin.nl