61.
Dallinga, Reint
FATIMA takes on more prominent role in seakeeping assessments Journal Article
In: MARIN Report, no. 116, pp. 18-19, 2015.
@article{Dallinga2015,
title = {FATIMA takes on more prominent role in seakeeping assessments},
author = {Reint Dallinga },
url = {http://content.yudu.com/web/1r3p1/0A3a046/MR116/html/index.html?page=18},
year = {2015},
date = {2015-12-01},
journal = {MARIN Report},
number = {116},
pages = {18-19},
abstract = {The linear seakeeping code FATIMA is being used more and more at MARIN. Here, we explain why this code is so useful.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
The linear seakeeping code FATIMA is being used more and more at MARIN. Here, we explain why this code is so useful.
62.
van den Boom, Henk; Dang, Jie
Success of renowned ‘Wageningen B’ followed by the future-ready C & D-Series Journal Article
In: MARIN Report, no. 116, pp. 26-27, 2015.
@article{Boom2015,
title = {Success of renowned ‘Wageningen B’ followed by the future-ready C & D-Series},
author = {Henk van den Boom and Jie Dang},
url = {http://content.yudu.com/web/1r3p1/0A3a046/MR116/html/index.html?page=26},
year = {2015},
date = {2015-12-01},
journal = {MARIN Report},
number = {116},
pages = {26-27},
abstract = {A three-year JIP leads to 35 new, open and ducted Controllable Pitch Propeller (CPP) designs after a test programme involving more than 750 open water tests.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
A three-year JIP leads to 35 new, open and ducted Controllable Pitch Propeller (CPP) designs after a test programme involving more than 750 open water tests.
63.
Starke, Bram
A Workshop on CFD in Ship Hydrodynamics, Tokyo, Japan, no. 15-2, Tokyo 2015, 2015.
@conference{Starke2015,
title = {Viscous Free-Surface Power Predictions For Self-Propulsion Using A Hybrid RANS-BEM Coupling Procedure (PARNASSOS-PROCAL)},
author = {Bram Starke},
url = {http://www.marin.nl/web/Publications/Papers/Viscous-FreeSurface-Power-Predictions-For-SelfPropulsion-Using-A-Hybrid-RANSBEM-Coupling-Procedure-PARNASSOSPROCAL.htm},
year = {2015},
date = {2015-12-01},
booktitle = {A Workshop on CFD in Ship Hydrodynamics, Tokyo, Japan},
journal = {Tokyo 2015, A Workshop on CFD in Ship Hydrodynamics, Tokyo, Japan},
number = {15-2},
publisher = {Tokyo 2015},
abstract = {This paper presents results of computations for the 2015 CFD workshop in Tokyo. It briefly describes the RANS method used, the particular treatment of the free surface boundary conditions, and the coupling between the steady RANS code and a boundary element method used for the propeller analysis. Computations for the KCS (case 2.5) have been performed at five grids with different densities. It will be shown that mesh dependence of thrust, torque and RPM at the finest meshes is small, with comparison errors of approximately -0.3 per cent for the resistance, -1.8 per cent for RPM, +3.5 for KT and +5.9 per cent for KQ. The corresponding error estimation results in uncertainties of less than 1 per cent for the powering parameters, but this value may be too optimistic as a result on at least one more grid has to be generated to perform the uncertainty estimation correctly.},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
This paper presents results of computations for the 2015 CFD workshop in Tokyo. It briefly describes the RANS method used, the particular treatment of the free surface boundary conditions, and the coupling between the steady RANS code and a boundary element method used for the propeller analysis. Computations for the KCS (case 2.5) have been performed at five grids with different densities. It will be shown that mesh dependence of thrust, torque and RPM at the finest meshes is small, with comparison errors of approximately -0.3 per cent for the resistance, -1.8 per cent for RPM, +3.5 for KT and +5.9 per cent for KQ. The corresponding error estimation results in uncertainties of less than 1 per cent for the powering parameters, but this value may be too optimistic as a result on at least one more grid has to be generated to perform the uncertainty estimation correctly.
64.
Prins, Henk
MARIN invests in the future as CFD takes on more prominent role Journal Article
In: MARIN Report, no. 115, pp. 12-13, 2015.
@article{Prins2015,
title = {MARIN invests in the future as CFD takes on more prominent role},
author = {Henk Prins},
url = {http://content.yudu.com/web/1r3p1/0A3a046/MR115/html/index.html?page=12},
year = {2015},
date = {2015-08-01},
journal = {MARIN Report},
number = {115},
pages = {12-13},
abstract = {To facilitate the use of reliable CFD in the design and engineering process, MARIN has invested in a new, large computer cluster, and is sharing its CFD code ReFRESCO with its customers.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
To facilitate the use of reliable CFD in the design and engineering process, MARIN has invested in a new, large computer cluster, and is sharing its CFD code ReFRESCO with its customers.
65.
Dang, Jie; Chen, Hao; Rueda, Luis; Willemsen, Harry
Fourth International Symposium on Marine Propulsors (SMP), Austin, Texas , Symposiums on Marine Propulsors 2015.
@conference{Dang2015,
title = {Integrated Design of Asymmetric Aftbody and Propeller for an Aframax Tanker to Maximize Energy Efficiency},
author = {Jie Dang and Hao Chen and Luis Rueda and Harry Willemsen},
url = {http://www.marin.nl/web/Publications/Papers/Integrated-Design-of-Asymmetric-Aftbody-and-Propeller-for-an-Aframax-Tanker-to-Maximize-Energy-Efficiency.htm
http://www.marinepropulsors.com/proceedings.php},
year = {2015},
date = {2015-06-01},
booktitle = {Fourth International Symposium on Marine Propulsors (SMP), Austin, Texas },
organization = {Symposiums on Marine Propulsors},
abstract = {With the implementation of the EEDI, energy saving and emission reduction of ships, especially merchant ships, become more and more important. To achieve high efficiency and low emissions, recently Energy Saving Devices (ESDs) have been re-studied and installed to many ships, both new buildings and also retrofits. Various ESDs, including new concepts, have been tested in model scale and large improvements on energy efficiency have been confirmed. However due to the fact that most ESDs are fitted in the wake field, the performance of the ESDs is influenced by scale effects. For the operators, the fouling and the structure integration of the ESD’s with the hull are the important issues to make decisions on applying ESDs to their ships.
Distinguished from the ESDs where extra ‘appendages’ have to be added in front of and/or behind a propeller, an asymmetric aftbody can also change the flow towards the propeller without appendages. The wake with pre-swirl generated by an asymmetric aftbody is in general more uniform than that by an ESD (such as a pre-stator with finite blades) and with almost no penalty on the ship’s resistance. By integrating a propeller, a ship with asymmetric aftbody can be designed so that the hull-propeller interaction is optimized for its total propulsive efficiency and the required shaft power is minimized at given speed.
In this paper, discussions have been given on the optimization procedure by using the Computational Fluid Dynamics (CFD) towards a fully-integrated hull-propeller design to maximize the energy efficiency of a single screw ship. Comparative model tests, carried out with optimized symmetric and asymmetric ships, showed more than 6% gain in efficiency with a moderate asymmetric aftbody, without detriments to its course stability. },
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
With the implementation of the EEDI, energy saving and emission reduction of ships, especially merchant ships, become more and more important. To achieve high efficiency and low emissions, recently Energy Saving Devices (ESDs) have been re-studied and installed to many ships, both new buildings and also retrofits. Various ESDs, including new concepts, have been tested in model scale and large improvements on energy efficiency have been confirmed. However due to the fact that most ESDs are fitted in the wake field, the performance of the ESDs is influenced by scale effects. For the operators, the fouling and the structure integration of the ESD’s with the hull are the important issues to make decisions on applying ESDs to their ships.
Distinguished from the ESDs where extra ‘appendages’ have to be added in front of and/or behind a propeller, an asymmetric aftbody can also change the flow towards the propeller without appendages. The wake with pre-swirl generated by an asymmetric aftbody is in general more uniform than that by an ESD (such as a pre-stator with finite blades) and with almost no penalty on the ship’s resistance. By integrating a propeller, a ship with asymmetric aftbody can be designed so that the hull-propeller interaction is optimized for its total propulsive efficiency and the required shaft power is minimized at given speed.
In this paper, discussions have been given on the optimization procedure by using the Computational Fluid Dynamics (CFD) towards a fully-integrated hull-propeller design to maximize the energy efficiency of a single screw ship. Comparative model tests, carried out with optimized symmetric and asymmetric ships, showed more than 6% gain in efficiency with a moderate asymmetric aftbody, without detriments to its course stability.
Distinguished from the ESDs where extra ‘appendages’ have to be added in front of and/or behind a propeller, an asymmetric aftbody can also change the flow towards the propeller without appendages. The wake with pre-swirl generated by an asymmetric aftbody is in general more uniform than that by an ESD (such as a pre-stator with finite blades) and with almost no penalty on the ship’s resistance. By integrating a propeller, a ship with asymmetric aftbody can be designed so that the hull-propeller interaction is optimized for its total propulsive efficiency and the required shaft power is minimized at given speed.
In this paper, discussions have been given on the optimization procedure by using the Computational Fluid Dynamics (CFD) towards a fully-integrated hull-propeller design to maximize the energy efficiency of a single screw ship. Comparative model tests, carried out with optimized symmetric and asymmetric ships, showed more than 6% gain in efficiency with a moderate asymmetric aftbody, without detriments to its course stability.
66.
de Jong, Johan
IMO Minimum Power Requirement – A joint way ahead in adverse conditions Journal Article
In: MARIN Report, no. 113, pp. 19, 2014.
@article{Jong2014,
title = {IMO Minimum Power Requirement – A joint way ahead in adverse conditions},
author = {Johan de Jong},
url = {http://content.yudu.com/web/1r3p1/0A3a046/MR113/html/index.html?page=18},
year = {2014},
date = {2014-12-01},
journal = {MARIN Report},
number = {113},
pages = {19},
abstract = {New JIP aims to deliver better design for sustained speed in a seaway, following new EEDI regulations.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
New JIP aims to deliver better design for sustained speed in a seaway, following new EEDI regulations.
67.
Grin, Rob
On the Prediction of Wave-added Resistance with Empirical Method Journal Article
In: Journal of Ship Production and Design, vol. 30, no. 4, pp. 11, 2014.
@article{Grin2014,
title = {On the Prediction of Wave-added Resistance with Empirical Method},
author = {Rob Grin},
url = {http://www.marin.nl/web/Publications/Publication-items/On-the-Prediction-of-Waveadded-Resistance-with-Empirical-Methods.htm},
year = {2014},
date = {2014-11-01},
journal = {Journal of Ship Production and Design},
volume = {30},
number = {4},
pages = {11},
abstract = {The prediction of wave-added resistance is important for several reasons. In heavy weather safety aspects are most important.
Is the ship able to sustain sufficient speed to maintain heading and is the main engine able to cope with the overload? In moderate weather conditions, fuel economy is most important. In these conditions, the power demand increases when speed is sustained or when sailing at constant power the added resistance will result in speed loss.
The safety and economic aspects can already be studied in the design stage with so-called operability studies. These studies account for the actual service conditions and assist the designer to optimize for service conditions and to select an appropriate service margin. When the service margin is too low, safety might be at risk and the reliability in terms of arrival times will be low. When the service margin is too high, the main engine will run most of the time at inefficient power settings and (future) energy efficiency design index (EEDI) requirements might not be met.
Within the present work we compared two recently developed empirical prediction methods, two established empirical methods developed in the 1970s and experimental data in regular waves and irregular seas. The first new method (STAWAVE2) predicts added resistance in head seas only and has been developed within the Sea Trial Performance Joint Industry Project (STA-JIP). The goal of this JIP was to improve transparency and accuracy of speed trials. One of the requirements was to deliver a reliable correction method for wave-added resistance. The second new method (SPAWAVE) is suitable for all wave directions and has been developed within the service performance analysis joint industry project (SPA-JIP). This JIP aimed at the reduction of fuel consumption by careful analysis of the vessel performance in service conditions.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
The prediction of wave-added resistance is important for several reasons. In heavy weather safety aspects are most important.
Is the ship able to sustain sufficient speed to maintain heading and is the main engine able to cope with the overload? In moderate weather conditions, fuel economy is most important. In these conditions, the power demand increases when speed is sustained or when sailing at constant power the added resistance will result in speed loss.
The safety and economic aspects can already be studied in the design stage with so-called operability studies. These studies account for the actual service conditions and assist the designer to optimize for service conditions and to select an appropriate service margin. When the service margin is too low, safety might be at risk and the reliability in terms of arrival times will be low. When the service margin is too high, the main engine will run most of the time at inefficient power settings and (future) energy efficiency design index (EEDI) requirements might not be met.
Within the present work we compared two recently developed empirical prediction methods, two established empirical methods developed in the 1970s and experimental data in regular waves and irregular seas. The first new method (STAWAVE2) predicts added resistance in head seas only and has been developed within the Sea Trial Performance Joint Industry Project (STA-JIP). The goal of this JIP was to improve transparency and accuracy of speed trials. One of the requirements was to deliver a reliable correction method for wave-added resistance. The second new method (SPAWAVE) is suitable for all wave directions and has been developed within the service performance analysis joint industry project (SPA-JIP). This JIP aimed at the reduction of fuel consumption by careful analysis of the vessel performance in service conditions.
Is the ship able to sustain sufficient speed to maintain heading and is the main engine able to cope with the overload? In moderate weather conditions, fuel economy is most important. In these conditions, the power demand increases when speed is sustained or when sailing at constant power the added resistance will result in speed loss.
The safety and economic aspects can already be studied in the design stage with so-called operability studies. These studies account for the actual service conditions and assist the designer to optimize for service conditions and to select an appropriate service margin. When the service margin is too low, safety might be at risk and the reliability in terms of arrival times will be low. When the service margin is too high, the main engine will run most of the time at inefficient power settings and (future) energy efficiency design index (EEDI) requirements might not be met.
Within the present work we compared two recently developed empirical prediction methods, two established empirical methods developed in the 1970s and experimental data in regular waves and irregular seas. The first new method (STAWAVE2) predicts added resistance in head seas only and has been developed within the Sea Trial Performance Joint Industry Project (STA-JIP). The goal of this JIP was to improve transparency and accuracy of speed trials. One of the requirements was to deliver a reliable correction method for wave-added resistance. The second new method (SPAWAVE) is suitable for all wave directions and has been developed within the service performance analysis joint industry project (SPA-JIP). This JIP aimed at the reduction of fuel consumption by careful analysis of the vessel performance in service conditions.
68.
van den Boom, Henk; Hasselaar, Thijs
Ship Speed-Power Performance Assessment Conference
SNAME Annual Meeting, Houston, TX, no. T04, The Society of Naval Architects and Marine Engineers 2014.
@conference{Boom2014,
title = {Ship Speed-Power Performance Assessment},
author = {Henk van den Boom and Thijs Hasselaar},
url = {http://www.marin.nl/web/Publications/Papers/Ship-SpeedPower-Performance-Assessment.htm
http://www.sname.org/},
year = {2014},
date = {2014-10-01},
booktitle = {SNAME Annual Meeting, Houston, TX},
journal = {SNAME Annual Meeting, Houston, TX},
number = {T04},
organization = {The Society of Naval Architects and Marine Engineers},
abstract = {The speed/power characteristics of ships have always been at the core of ship design. To prove contractually agreed values, speed trials are conducted by the yard prior to delivery of the ship to the owner. In the past schedule integrity of the vessel was often the most important factor for the speed requirement. Today, owners and operators are keen to reduce fuel consumption to decrease operational costs. So far a variety of methods for conducting and analyzing speed/power trials have been used by shipyards. With the assistance of the Sea Trial Analysis-Joint Industry Project, ITTC developed guidelines for the execution and analysis of speed/power trials compliant with IMO EEDI. The need to reduce fuel costs and exhaust gas emissions including the upcoming environmental regulations such as EEOI by IMO urge for reliable monitoring of ship performance in service conditions. This requires accurate information of the speed through water. Although the speed log is one of the oldest instruments on board it is not considered the most reliable one. Results of an extensive monitoring campaign on board a 1800 TEU container vessel equipped with six speed logs within SPA-JIP will be presented. The state of art of performance monitoring will be presented.},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
The speed/power characteristics of ships have always been at the core of ship design. To prove contractually agreed values, speed trials are conducted by the yard prior to delivery of the ship to the owner. In the past schedule integrity of the vessel was often the most important factor for the speed requirement. Today, owners and operators are keen to reduce fuel consumption to decrease operational costs. So far a variety of methods for conducting and analyzing speed/power trials have been used by shipyards. With the assistance of the Sea Trial Analysis-Joint Industry Project, ITTC developed guidelines for the execution and analysis of speed/power trials compliant with IMO EEDI. The need to reduce fuel costs and exhaust gas emissions including the upcoming environmental regulations such as EEOI by IMO urge for reliable monitoring of ship performance in service conditions. This requires accurate information of the speed through water. Although the speed log is one of the oldest instruments on board it is not considered the most reliable one. Results of an extensive monitoring campaign on board a 1800 TEU container vessel equipped with six speed logs within SPA-JIP will be presented. The state of art of performance monitoring will be presented.
69.
van der Meij, Karola; Raven, Hoyte
Promising hydrodynamic improvements for inland vessels Conference
EIWN Conference, Budapest, Hungary, European Inland Waterway Navigation Conference , 2014.
@conference{Meij2014,
title = {Promising hydrodynamic improvements for inland vessels},
author = {Karola van der Meij and Hoyte Raven},
url = {http://www.marin.nl/web/Publications/Publication-items/Promising-Hydrodynamic-Improvements-for-Inland-Vessels-1.htm
},
year = {2014},
date = {2014-09-10},
booktitle = {EIWN Conference, Budapest, Hungary},
publisher = {European Inland Waterway Navigation Conference },
abstract = {In the EU project Move IT! and the Joint Industry Project SAVE, extensive CFD calculations have been performed for several existing inland vessels. The objective was to investigate possible retrofit options to improve the hydrodynamic performance, and to determine the potential reduction in fuel consumption. This paper presents the results of the CFD calculations performed for the vessels. Different bow shapes have been analysed and a detailed investigation was performed on the shape of the aftship, especially focussing on the tunnel design. Some of the improvements were very promising and provide an interesting basis for inland ship design in general.
},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
In the EU project Move IT! and the Joint Industry Project SAVE, extensive CFD calculations have been performed for several existing inland vessels. The objective was to investigate possible retrofit options to improve the hydrodynamic performance, and to determine the potential reduction in fuel consumption. This paper presents the results of the CFD calculations performed for the vessels. Different bow shapes have been analysed and a detailed investigation was performed on the shape of the aftship, especially focussing on the tunnel design. Some of the improvements were very promising and provide an interesting basis for inland ship design in general.
70.
Abeil, Bastien
Largest containership in the world ‘Triple-E’ first tested at MARIN! Journal Article
In: MARIN Report, no. 112, pp. 22-23, 2014.
@article{Abeil2014,
title = {Largest containership in the world ‘Triple-E’ first tested at MARIN!},
author = {Bastien Abeil},
url = {http://www.marin.nl/extra/marin-bladermodules/html/112/#22},
year = {2014},
date = {2014-08-01},
journal = {MARIN Report},
number = {112},
pages = {22-23},
abstract = {MARIN was delighted to take part in a truly historic milestone in the industry when Daewoo Shipbuilding and Marine Engineering (DSME) asked MARIN to investigate the seakeeping ability of what would become the largest container vessel in the world - Maersk Line’s Triple-E.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
MARIN was delighted to take part in a truly historic milestone in the industry when Daewoo Shipbuilding and Marine Engineering (DSME) asked MARIN to investigate the seakeeping ability of what would become the largest container vessel in the world - Maersk Line’s Triple-E.
71.
Drummen, Ingo; Koning, Jos
Ensuring design meets operating reality Journal Article
In: MARIN Report, no. 112, pp. 18-19, 2014.
@article{Drummen2014,
title = {Ensuring design meets operating reality},
author = {Ingo Drummen and Jos Koning},
url = {http://www.marin.nl/extra/marin-bladermodules/html/112/#18},
year = {2014},
date = {2014-08-01},
journal = {MARIN Report},
number = {112},
pages = {18-19},
abstract = {Monitoring - Does your ship perform as expected? Is the operating environment as anticipated? Should the next vessel be the same? MARIN helps provide some of the answers.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
Monitoring - Does your ship perform as expected? Is the operating environment as anticipated? Should the next vessel be the same? MARIN helps provide some of the answers.
72.
Hooijmans, Patrick; van der Meij, Karola; Greening, David; Yu, Lai
Traditions broken in modern container ship design Conference
Design & Operation of Container Ships, 21-22 May 2014, London, UK, The Royal Institute of Naval Architects, 2014.
@conference{Hooijmans2014,
title = {Traditions broken in modern container ship design},
author = {Patrick Hooijmans and Karola van der Meij and David Greening and Lai Yu},
url = {http://test.sssri-marin.com/wp-content/uploads/2016/01/Paper-Traditions-broken-in-modern-container-ship-design.pdf
http://www.rina.org.uk/Containership2014.html},
year = {2014},
date = {2014-05-21},
booktitle = {Design & Operation of Container Ships, 21-22 May 2014, London, UK},
publisher = {The Royal Institute of Naval Architects},
abstract = {The design of a say 5 year ‘young’ container ship is usually the result of an optimisation for maximum speed at design draught. Such design is mostly the result of an attempt to reach the contractual speed. However, a well balanced modern container ship should be a compromise between minimum fuel consumption and maximum cargo capacity across an intended or forecasted operational profile. In the design process, the focus should not only be on the calm water resistance and propulsive aspects but also the added resistance due to wind and waves should be considered, as well as the cavitation behaviour and related propeller induced pressure pulses. The SAVER 10000 developed for and in cooperation with the Canadian Owner Seaspan Ship Management Limited (Seaspan) is a pioneer in this new approach to balance the minimum fuel consumption and maximum loadability, taking into account the aspects as indicated.},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
The design of a say 5 year ‘young’ container ship is usually the result of an optimisation for maximum speed at design draught. Such design is mostly the result of an attempt to reach the contractual speed. However, a well balanced modern container ship should be a compromise between minimum fuel consumption and maximum cargo capacity across an intended or forecasted operational profile. In the design process, the focus should not only be on the calm water resistance and propulsive aspects but also the added resistance due to wind and waves should be considered, as well as the cavitation behaviour and related propeller induced pressure pulses. The SAVER 10000 developed for and in cooperation with the Canadian Owner Seaspan Ship Management Limited (Seaspan) is a pioneer in this new approach to balance the minimum fuel consumption and maximum loadability, taking into account the aspects as indicated.
73.
van den Boom, Henk
IMO approved method for EEDI Journal Article
In: MARIN Report, no. 111, pp. 13, 2014.
@article{Boom2014b,
title = {IMO approved method for EEDI},
author = {Henk van den Boom},
url = {http://www.marin.nl/extra/marin-bladermodules/html/111/#12},
year = {2014},
date = {2014-04-01},
journal = {MARIN Report},
number = {111},
pages = {13},
abstract = {The new STAIMO software for Speed/Power Trial analysis and reporting on board was released in January for use by the worldwide maritime industry free of charge.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
The new STAIMO software for Speed/Power Trial analysis and reporting on board was released in January for use by the worldwide maritime industry free of charge.
74.
Dang, Jie; van den Boom, Henk; Ligtelijn, Do
The Wageningen C- and D-Series Propellers Conference
12th International Conference on Fast Sea Transportation (FAST), Amsterdam , no. P03, Conference on Fast Sea Transportation 2013.
@conference{Dang2013,
title = {The Wageningen C- and D-Series Propellers},
author = {Jie Dang and Henk van den Boom and Do Ligtelijn},
url = {http://www.marin.nl/web/Publications/Papers/The-Wageningen-C-and-DSeries-Propellers.htm
http://www.fastconference2013.com/
},
year = {2013},
date = {2013-12-01},
booktitle = {12th International Conference on Fast Sea Transportation (FAST), Amsterdam },
number = {P03},
organization = {Conference on Fast Sea Transportation},
abstract = {The Maritime Research Institute Netherlands (MARIN) has recently started a Joint Industry Project (JIP) on developing two new propeller series for Controllable Pitch Propellers (CPPs). Following the well known Wageningen B-series and Ka-series, the new C-series comprise open CPPs whereas the new D-series concern ducted CPP’s. The primary objective of developing the new CPP series is to help the shipbuilding and offshore industries in understanding the off-design per-formance of the CPPs, for which systematic information was lacking.
CPP blades have been generated for 4- and 5-bladed open propellers and for 4-bladed ducted propellers in two ducts, representing the most contemporary propeller design practice. Systematic measurements of the propeller and duct thrusts, the torque and also the blade spindle torque have been carried out for the entire range of operational conditions and pitch-settings of each propeller. The results of the C4-40 series are presented in this paper as an example case. },
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
The Maritime Research Institute Netherlands (MARIN) has recently started a Joint Industry Project (JIP) on developing two new propeller series for Controllable Pitch Propellers (CPPs). Following the well known Wageningen B-series and Ka-series, the new C-series comprise open CPPs whereas the new D-series concern ducted CPP’s. The primary objective of developing the new CPP series is to help the shipbuilding and offshore industries in understanding the off-design per-formance of the CPPs, for which systematic information was lacking.
CPP blades have been generated for 4- and 5-bladed open propellers and for 4-bladed ducted propellers in two ducts, representing the most contemporary propeller design practice. Systematic measurements of the propeller and duct thrusts, the torque and also the blade spindle torque have been carried out for the entire range of operational conditions and pitch-settings of each propeller. The results of the C4-40 series are presented in this paper as an example case.
CPP blades have been generated for 4- and 5-bladed open propellers and for 4-bladed ducted propellers in two ducts, representing the most contemporary propeller design practice. Systematic measurements of the propeller and duct thrusts, the torque and also the blade spindle torque have been carried out for the entire range of operational conditions and pitch-settings of each propeller. The results of the C4-40 series are presented in this paper as an example case.
75.
Foeth, Evert-Jan
New propeller optimisation process can analyse 10,000 designs a day! Journal Article
In: MARIN Report, no. 110, pp. 14-15, 2013.
@article{Foeth2013,
title = {New propeller optimisation process can analyse 10,000 designs a day!},
author = {Evert-Jan Foeth},
url = {http://www.marin.nl/extra/marin-bladermodules/html/110/#14},
year = {2013},
date = {2013-12-01},
journal = {MARIN Report},
number = {110},
pages = {14-15},
abstract = {A newly developed propeller optimiser makes it much faster to identify propeller-hull reactions and reach design decisions.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
A newly developed propeller optimiser makes it much faster to identify propeller-hull reactions and reach design decisions.
76.
Jaap van Heerd Rob Grin, Victor Ferrari
Hydrodynamic Aspects in the Design of Passenger Vessels Conference
International Conference on Design & Operation of Passenger Ships, London, UK, The Royal Institution of Naval Architects 2013.
@conference{Grin2013,
title = {Hydrodynamic Aspects in the Design of Passenger Vessels},
author = {Rob Grin, Jaap van Heerd, Victor Ferrari},
year = {2013},
date = {2013-11-20},
booktitle = {International Conference on Design & Operation of Passenger Ships, London, UK},
organization = {The Royal Institution of Naval Architects},
abstract = {The present paper discusses in detail the principal hydrodynamic aspects that challenge the design of passenger vessels. This type of ship must not only have good efficiency and operability for keeping tight time schedules, but must also provide comfort and ensure safety to the passengers. To achieve a proper balance between these different aspects the designer must face and solve particular issues, distinctive of this kind of vessel. Recent hydrodynamic studies performed at MARIN, both numerical and experimental, have provided information on this topic and are presented in this paper.},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
The present paper discusses in detail the principal hydrodynamic aspects that challenge the design of passenger vessels. This type of ship must not only have good efficiency and operability for keeping tight time schedules, but must also provide comfort and ensure safety to the passengers. To achieve a proper balance between these different aspects the designer must face and solve particular issues, distinctive of this kind of vessel. Recent hydrodynamic studies performed at MARIN, both numerical and experimental, have provided information on this topic and are presented in this paper.
77.
Hooijmans, Patrick; Hagesteijn, Gerco
Correlation allowances in model tests results: Truth or dare? Conference
Proceedings of the PRADS2013, CECO, Changwon City, Korea, Practical Design of Ships and Other Floating Structures 2013.
@conference{Hooijmans2013,
title = {Correlation allowances in model tests results: Truth or dare?},
author = {Patrick Hooijmans and Gerco Hagesteijn},
url = {http://test.sssri-marin.com/wp-content/uploads/2016/01/Paper-Correlation-allowances-in-model-tests-results-V1.0.pdf},
year = {2013},
date = {2013-10-20},
booktitle = {Proceedings of the PRADS2013, CECO, Changwon City, Korea},
organization = {Practical Design of Ships and Other Floating Structures},
abstract = {Model tests at ballast and design draught are used to convert the sea trial results from the ballast trial draught to the contractual design draught. Correlation allowances in model test results and their effect on the trial performance prediction are of major importance. A large spreading in the values of the correlation allowances for design draughts have been found for merchant vessels tested at different model test institutes, but at ballast trial draught the spreading is much less. Can it happen that some institutes on purpose select favourable correlations allowances? Or should we accept a large spreading in correlation allowances and have these indeed been confirmed by sea trials at design draught? Some statistical analysis will be presented, as well as a discussion on the accuracy of model and full scale tests.
},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
Model tests at ballast and design draught are used to convert the sea trial results from the ballast trial draught to the contractual design draught. Correlation allowances in model test results and their effect on the trial performance prediction are of major importance. A large spreading in the values of the correlation allowances for design draughts have been found for merchant vessels tested at different model test institutes, but at ballast trial draught the spreading is much less. Can it happen that some institutes on purpose select favourable correlations allowances? Or should we accept a large spreading in correlation allowances and have these indeed been confirmed by sea trials at design draught? Some statistical analysis will be presented, as well as a discussion on the accuracy of model and full scale tests.
78.
van der Ploeg, Auke; Starke, Bram; Veldhuis, Christian
Optimization of a Chemical Tanker with Free-surface Viscous Flow Computations Conference
Proceedings of the PRADS2013, CECO, Changwon City, Korea, no. 096, Practical Design of Ships and Other Floating Structures 2013.
@conference{Ploeg2013,
title = {Optimization of a Chemical Tanker with Free-surface Viscous Flow Computations},
author = {Auke van der Ploeg and Bram Starke and Christian Veldhuis},
url = {http://www.marin.nl/web/Publications/Papers/Optimization-of-a-Chemical-Tanker-with-Freesurface-Viscous-Flow-Computations.htm},
year = {2013},
date = {2013-10-01},
booktitle = {Proceedings of the PRADS2013, CECO, Changwon City, Korea},
journal = {Proceedigs of the PRADS 2013},
number = {096},
organization = {Practical Design of Ships and Other Floating Structures},
abstract = {This paper discusses a procedure to optimize ship hull forms for minimum required power and best wake field quality, based on CFD computations of the viscous flow. A flexible and effective definition of parametric hull form variations is used, based on interpolation between basis hull forms. All RANS computations were performed for full-scale Reynolds number. An initial optimization has been obtained neglecting the ship’s wave making. Clear Pareto fronts and trends in the solutions are obtained in a systematic variation study for the afterbody of a chemical tanker. In addition we performed a systematic variation using RANS free surface, to study the influence of wave making on the computed trends. As a result, a further decrease in the object functions could be obtained and another hull form appeared to be optimal.},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}
This paper discusses a procedure to optimize ship hull forms for minimum required power and best wake field quality, based on CFD computations of the viscous flow. A flexible and effective definition of parametric hull form variations is used, based on interpolation between basis hull forms. All RANS computations were performed for full-scale Reynolds number. An initial optimization has been obtained neglecting the ship’s wave making. Clear Pareto fronts and trends in the solutions are obtained in a systematic variation study for the afterbody of a chemical tanker. In addition we performed a systematic variation using RANS free surface, to study the influence of wave making on the computed trends. As a result, a further decrease in the object functions could be obtained and another hull form appeared to be optimal.
79.
Schuiling, Bart; vaz, Guilherme
ReFRESCO plays major role in understanding and designing Energy Saving Devices Journal Article
In: MARIN Report, no. 109, pp. 14-15, 2013.
@article{Schuiling2013,
title = {ReFRESCO plays major role in understanding and designing Energy Saving Devices},
author = {Bart Schuiling and Guilherme vaz},
url = {http://www.marin.nl/extra/marin-bladermodules/html/109/#14},
year = {2013},
date = {2013-08-01},
journal = {MARIN Report},
number = {109},
pages = {14-15},
abstract = {Using Computational Fluid Dynamics (CFD), new insights can be obtained into the working principles of Energy Saving Devices (ESDs), which all serve to increase the fuel efficiency of a ship. The advantages of using ReFRESCO to study ESDs are explored in this article.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
Using Computational Fluid Dynamics (CFD), new insights can be obtained into the working principles of Energy Saving Devices (ESDs), which all serve to increase the fuel efficiency of a ship. The advantages of using ReFRESCO to study ESDs are explored in this article.
80.
Veldhuis, Christian; van der Ploeg, Auke
Improved hull optimisation using PARNASSOS Explorer Journal Article
In: MARIN Report, no. 109, pp. 20-21, 2013.
@article{Veldhuis2013,
title = {Improved hull optimisation using PARNASSOS Explorer},
author = {Christian Veldhuis and Auke van der Ploeg},
url = {http://www.marin.nl/extra/marin-bladermodules/html/109/#20},
year = {2013},
date = {2013-08-01},
journal = {MARIN Report},
number = {109},
pages = {20-21},
abstract = {MARIN’s inhouse RANS optimisation tool PARNASSOS Explorer is helping the industry discover more about the optimal hull form in order to improve performance and save energy.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}
MARIN’s inhouse RANS optimisation tool PARNASSOS Explorer is helping the industry discover more about the optimal hull form in order to improve performance and save energy.
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