MARITIME NEWS 2012

FORCE Technology / DMI News

There is a strong focus on climate and energy, both in terms of reducing energy consumption
and in nding or developing new energy sources. This has a strong effect on the activity
level at the Division for Maritime Industry. The focus on energy and climate and a wish
to become independent of hydrocarbons triggered the establishment of the worlds rst
offshore wind farms in Denmark years ago. The planned further development and
installation of wind farms in Denmark and abroad is a perfect segment for our activities
where we can apply our unique coherent maritime services within hydro- and aerodynamics,
simulation, training and human factors.
New oil and gas elds require new platforms, and the test of vortex-induced motion is a
very active area. Also, the high oil price is the main driver behind a large number of ship
performance optimisation tests and CFD projects and presently we are very busy in the
ship design market.
Unfortunately, the uncertainty with regard to the nancial markets affects expenditure on
maintenance which inuences safety. At the same time, some companies are cutting down
on training. Fortunately, an increasing number of shipping companies understand that
investment in knowledge and skill development is necessary and pays off.
However, this is only the case if the training ensures a high degree of knowledge transfer,
and that the knowledge gained is followed up on board. We know our training methods
work. They have been developed since 1997 together with leading pedagogical specialists.
The training concepts have recently been transferred to the air trafc controller segment.
Normally, the failure rate for air trafc cotroller trainees was about 50% but now it has
been brought down to nearly zero!
Being a part of a large organisation such as FORCE Technology has made it possible to
activate the necessary investments to establish a new simulator centre in Singapore. In
April 2012, the centre was opened by the Singapore Deputy Transport Minister as part of
the MARSIM conference. There is more about this event and about our other activities in
this issue of Maritime News which I hope you will enjoy.
Peter K. Srensen
Vice President, Division for Maritime Industry
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Division for Maritime Industry, page 2
Norwegian Coastal Administration, page 4
Hull form optimisation at the next level, page 6
FORCE Technology Singapore, page 8
Trim guidance in perspective, page 10
Successful SimFlex4 engineering tools, page 12
Ship propulsion optimisation, page 14
Fehmarn Belt ship simulations, page 16
Wind tunnel tests on offshore platforms, page 18
Service and support of SimFlex4, page 20
New technical guideline, page 22
New R&D on added resistance in waves, page 24
Upgrade of DanSim, page 26
Cable studies with rain, wind and ice, page 28
Eastern Bosporus Strait Bridge, page 30
Publications and presentations, page 32
Read about how FORCE Technology takes hull
form optimisation to the next level
Read about the success of the SimFlex4
engineering tools
Read about the continuous upgrade of our
training facilities, DanSim
Read about a new 3-year R&D project on
prediction of added resistance in waves
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At the organisational level, the Division for Maritime Industry is divided into three departments,
Hydro- & Aerodynamics, Simulation, Training & Ports and Applied Psychology, but in the daily
operation, we function across the organisational boundaries.
Division for Maritime Industry
The strength of FORCE Technology Division
for Maritime Industry is the unique combination
of specialised knowhow, modern facilities
within hydro- and aero-dynamics, state-of-
the-art simulators and top-class simulator
training facilities. In our two towing tanks
and ve wind tunnels, we are testing and
measuring everything related to ships, ports
and bridges. The knowledge we gain from
these tests can be used in our seven full-
mission and part-task simulators where we
train captains, masters, navigators and pilots
and also perform engineering studies for
ports and waterways.
The Division for Maritime Industry is divided
into three departments, Hydro- & Aerodynamics,
Simulation, Training & Ports and Applied
Psychology, but in the daily operation we
function across the organisational boundaries.
Hydro- & Aerodynamics
Our specialists within hydro- and aerody-
namics are supported by advanced testing
facilities such as towing tanks and wind tunnels
and several in-house developed numerical
design tools combined with state-of-the-art
commercial CFD codes. The department has
been entrusted with hydro- and aerodynamic
consultancy for numerous prestigious projects,
and among our customers are leading ship-
yards, shipowners, oil companies, consultancies
and civil engineering contractors. Our services
include hull line optimization, propeller design
and cavitation tests, manoeuvring tests, sea-
keeping tests on ships and offshore structures,
wind forces on ships, offshore platforms,
buildings and bridges, as well as wind
environment investigations.
Simulation, Training & Ports
The department for Simulation, Training &
Ports is focussed on developing shiphandling
simulators, simulator training of crews and
port and ship engineering studies.
Our simulators range from desktop to full-
mission solutions. Depending on customer
requirements and specications, we offer
shiphandling simulators using the latest and
most sophisticated COTS technology and
simulation software developed in-house. The
cornerstone in creating an optically realistic
and professional simulation is the realism of
the mathematical ship model DEN-Mark1.
This model, which is considered to be the
most accurate on the market for maritime
simulation, is continuously developed and
improved on the basis of the knowledge
gathered in our department for Hydro- and
Aerodynamics.
Our training courses are executed on the
in-house developed exible and renowned Sim-
Flex4 simulators. The training is carried out
by experienced instructors using state-of-the-
art pedagogical tools and our accurate ship
models. We offer a wide range of maritime
simulator training courses including extensive
train-the-trainers programmes. Further, we
offer services that support our clients in the
engineering phase of port construction and
ship development.
Applied Psychology
Our department for Applied Psychology
offers services to our customers within safety
and occupational psychology, design psycho-
logy and consumer psychology. We help our
customers design commercially successful
products, services, environments and processes
with focus on usability, positive user experi-
ence and better satisfaction of consumer
requirements. Our methods are based on a
unique combination of applied psychological
knowledge and the use of psychological,
anthropological and ethnographic techniques.
The Division for Maritime Industry has more
than 50 years of experience within the
maritime world.
We offer extensive services and expertise
within aerodynamic and hydrodynamic model
testing, numerical uid mechanics and
computer-based simulations to our customers.
Within the eld of simulations, we base our
competencies on a combination of our
hydro- and aerodynamic know-how and
state-of-the-art graphical simulation
reproduced through our market-leading
SimFlex4 software. SimFlex4 is a joint
designation for our ship simulator systems
that span from PC to full-mission set-up.
For more than 25 years, we have been
providing advanced maritime training to
the shipping industry, and our wide range
of training courses targets experienced
navigators and pilots as well as freshly
graduated junior ofcers. Furthermore, we
perform more than 30 port studies in our
simulation facilities every year.

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Full-mission simulator, 360
Equipped with full size bridge consoles
for control and monitoring. Real NACOS
Radar, Conning and Ecdis system. Full HD
visual system.
Full-mission simulator, 210
Equipped with full size bridge consoles
for control and monitoring. Real NACOS
Radar, Conning and Ecdis system. Full HD
visual system.
Full-mission simulator, 210
Equipped with full size bridge consoles
for control and monitoring. Real NACOS
Radar, Conning and Ecdis system. Full HD
visual system.
Part task simulator, 130
Full HD projection theatre. Real size bridge
consoles. Single NACOS Radar system.
Ideal for engineering studies.
Tug cubicles, 2 pcs
Mini Tug bridges. Mostly used in
conjunction with multi bridge setups,
dealing with tug operations.
Full-mission tug simulator, 360
Control and monitoring from a real life
tug boat. 2 X Full HD visual system with
52 LCD screens. Perfect for tug operations.
Closed circuit wind tunnel
Dimensions:
Test section length x width x height:
2.60 x 1.00 x 0.70m
Max Flow Velocity: 70m/s.
Boundary-layer wind tunnel
Dimensions:
Test section length x width x height:
20.40 x 2.60 x 1.80 - 2.30m
Max Flow Velocity: 24m/s.
Wide boundary-layer wind tunnel
Dimensions:
Test section length x width x height:
15.50 x 13.60 x 1.70m
Max Flow Velocity: 7.3m/s.
Wide boundary-layer wind tunnel
Dimensions:
Test section length x width x height:
9.00 x 7.50 x 1.70m
Max Flow Velocity: 12.0m/s.
Climatic wind tunnel
Dimensions:
Test section length x width x height:
5.00 x 2.00 x 2.00m
Max Flow Velocity:
25.0m/s. Temperature down to -5 degrees
Celsius at Max Flow Velocity.
Simulator assembly hall
Deep water towing tank
Length x breadth x water depth:
240 x 12 x 5.5m
Speed: From 0 to 14m/s, Accuracy:
0.2% of actual value
Maximum wave height: 0.9m.
Shallow water towing tank
Length x breadth x water depth:
25 x 8 x 0 to 0.8m.
Speed: From 0 to 2m/s, Accuracy:
0.2% of actual value.
Workshop
Workshop for construction of all types
of models for towing tank and wind
tunnel tests.
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12
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9b 14 5
At our facilities in Lyngby, Denmark, we
offer training and port studies in our seven
full-mission and part-task simulators and
testing and design evaluation in our towing
tanks and wind tunnels.
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Norwegian Coastal Administration
Jesper Hvolbl Nielsen, Sales Manager, Simulation, Training & Ports
Norwegian Coastal Administration chooses Danish simulator centre for training
of their Pilots and VTS Operators.
FORCE Technology has won a ve year contract
on training of Pilots and VTS Operators for the
Norwegian Coastal Administration (NCA).
The contract was won through a public
tender, and during the contract period, FORCE
Technology will conduct training of approxi-
mately 350 Norwegian Pilots and VTS Operators
focussing on resource management and team-
work between Pilots and VTS Operators.
We chose FORCE Technology because of their
high competence level and their experience
gained through many years of conducting
training with a strong focus on human factors
and pedagogical methods within simulator-
based training, explains Jon Leon Ervik, Head
of Centre for Pilotage and Vessel Trafc
Services in Norway.
Another decisive factor in the choice of FORCE
Technology as training provider was the market-
leading simulator facilities offered in the DanSim
training centre in Lyngby near Copenhagen,
Denmark. Cathrine M. Steenberg, Head of
Department, Simulation, Training & Ports says,
This is a signicant contract for the maritime
training department of FORCE Technology.
FORCE Technology has been conducting
international pilot training and providing input
to design of VTS operations for many years,
and we are very happy that the NCA has
chosen our company as training provider.
We see this as the result of many years of
focused effort on the development of efcient
training tools
High degree of training transfer
FORCE Technology is known for providing
highly knowledgeable and experienced
simulator instructors, and with the ve year
contract, FORCE Technology will add further
distance to the other simulator training
centres. But besides this, Cathrine M.
Steenberg highlights the NCAs choice of
experience and quality when it comes to
training.
Cathrine M. Steenberg explains, Together
with the simulator instructors competences,
the pedagogical approach is the most important
non-technical factor in achieving a high degree
of training transfer. It is easy to be tempted by
the low-cost simulator training courses offered
by providers in some parts of the world. But
we have proved that the degree of training
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During the 5-year period, FORCE Technology will conduct training of approx. 350 Norwegian Pilots
and VTS Operators. The training will take place at FORCE Technologys advanced simulator training
centre in Lyngby, Denmark.
Operators screen at Fedje VTS at Mongstad north of Bergen
FORCE Technology uses the in-house
developed software SimFlex4, based on
the mathematical model DEN-Mark1
transfer is proportional with the quality of the
training including the quality of the instruc-
tors, the pedagogical tools and the quality
of the simulator facilities. Therefore, we are
happy that our Norwegian neighbours are
committed to providing the best possible
training for their Pilots and VTS Operators.
On the technical side, the accuracy of the ship
models and the simulator set-up are the most
important factors. FORCE Technology uses the
in-house developed software SimFlex4 which
is based on the most accurate mathematical
model, the DEN-Mark1 model, within maritime
ship simulation. The mathematical core of the
software is based on more than 50 years
of hydro- and aerodynamic knowledge and
supported by a unique and unmatched
combination of knowledge within simulator
development and use.
Internationally recognised training
FORCE Technology has been engaged in the
development of simulator-based training
methods for many years, and our methods are
now internationally recognised and used in
other domains using simulators, e.g. air trafc
controllers and power station operators. The
methods have e.g. resulted in a reduction of
the failure rate for air trafc controllers from
50% to near zero.
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Hull form optimisation at the next level
Claus D. Simonsen, Senior Specialist, Hydro- & Aerodynamics
FORCE Technology takes hull form optimisation to the next level by incorporating
the operational prole in the design.
To incorporate the operational prole in the
ship design process, FORCE Technology has
acquired the optimisation tool FRIENDSHIP
Framework which is to be combined with our
CFD tools. With the application of FRIEND-
SHIP Framework, we expect to see hull forms
with better resistance characteristics over
the operational prole which will help the
shipowner to reduce the fuel cost during
operation.
Many hull forms are designed and optimized
for operation at one speed and one draught.
In reality, however, many ship types are not
constantly operating at the design point
since the speed and loading conditions vary
during operation. This is important to take
into account in the hull optimisation process
since the hull form must perform well in all
conditions. If this is neglected, the ship-
owner will pay a penalty in terms of
disproportionally high fuel consumption.
The challenge of optimisation
Much optimisation work can be done
manually based on experience, but keeping
the overview of the performance of many
design variants in several operational
conditions and making the right hull form
deformations while simultaneously satisfying
design constraints on for instance LCB,
displacement and tank and thruster tunnel
arrangements is quite difcult without some
sort of automation.
Therefore, in January 2012, FORCE Technology
acquired the FRIENDSHIP Framework to auto-
mate the hull form optimisation process.
FRIENDSHIP Framework is a tool which,
based on parameterization of the hull form
and automatic optimisation algorithms, can
rank designs and nd the optimum hull form
within given design constraints using a given
object function. FRIENDSHIP Framework is
not a CFD tool, so the hydrodynamic design
evaluation is done externally by external CFD
software packages which are interfaced with
FRIENDSHIP.
Large potential for cost reduction
At present, FORCE Technology has been
involved in several optimisation assignments
with good results. Looking at the ships
performance, it is not unusual to see that the
resistance, on average over the operational
prole, has been reduced by 5 to 10%
between initial and nal designs. As the
RANS CFD simulation of ow around bulbous bow
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estimated saving is typically used as basis for
evaluation of a business case which is used
to judge if a design change is protable, it is
important that the accuracy of the estimated
saving is reliable. To ensure this, FORCE
Technology relies on its long-term experience
within CFD applications using CFD tools and
procedures that are well proven and con-
tinuously checked against towing tank tests
every time projects involving both CFD and
towing tank testing are executed.
FRIENDSHIP Framework has been fully
integrated in the optimisation work ow at
FORCE Technology and is now offered as a
standard service to our clients. The applica-
tions cover optimisation of new ship designs
as well as of ships that are in operation but
need to be retrotted with new bows.
In all cases, the optimisation process is done
in close dialogue with the client in order to
ensure that the right operational conditions
and hull form constraints are taken into
account and thereby make sure that the ship
satises the clients requirements and at the
same time performs well.
Currently, focus of the optimisation work
has been to minimise the wave resistance,
but in the near future, the applications will
be extended to cover optimisation towards
improved performance of the stern ows and
improved seakeeping properties.
FRIENDSHIP Framework has been fully integrated in the optimisation work ow at
FORCE Technology and is now offered as a standard service to our clients.
AFTER
OPTIMISATION
BEFORE
OPTIMISATION
Wave pattern before and after bow optimisation
Global wave eld before (upper part) and
after (lower part) optimisation
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Stig Sand, Director, FORCE Technology Asia
In April 2012, the new simulation centre was
inaugurated in connection with the MARSIM
Conference. FORCE Technologys new subsi-
diary was formally opened and inspected by
Mr Choi Shing Kwok, Permanent Secretary,
Ministry of Transport. More than 200 visitors
came by during the following 2-3 days.
FORCE Technologys new centre encompasses
advanced full-mission simulators (incl 360
tug), desktop simulation and numerical models
which provide feasibility studies, operational
guidelines (limits), port design/layout, layout
of fairways and navigation channels, tug
master training, specialised training of e.g.
fast ferries, ship design tests and other services
(energy, offshore, shipyard). Notable features
of the simulation facilities include push, pull,
escort towing, hawsers, advanced ship-ship
interaction, wash, fender friction, squat and
slide effects, all based on state-of-the-art
mathematical models of ships, offshore
vessels and structures.
Our centre has already attracted serious
interest from a number of the key players in
Singapore, including shipowners, shipyards,
consulting companies, contractors, tug
operators, maritime and port authorities
and academia (with regard to R&D).
The new entity is registered as FORCE
Technology Maritime Simulation Services
Pte Ltd. The company is owned by FORCE
Technology (in Denmark) and with DHI
Water & Environment (S) Pte Ltd as minority
shareholder.
The partnership with Singapore Maritime
Academy has led to a joint operating
agreement under which the entire centre
(including SMAs facilities) will be branded
as SIMULATION@SMARTFORCE.
The aim is to develop the partnership into a
leading international simulation centre with
regard to advanced simulation technology
as well as competence and knowledge.
FORCE Technology Singapore
Through partnerships and close cooperation with amongst other the Singapore Maritime
Academy (Singapore Polytechnic), MPA and the PSA Marine in Singapore, FORCE Technology
is now fully operational in Singapore.
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FORCE Technologys training facilities in Singapore
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The energy-saving strategy is dependent on
the vessel type and size, and one must consider
which measures will provide the best return
on investment. So far, slow steaming has
become the favourite choice of many ship-
owners in order to reduce the required
power and thereby fuel consumption.
Energy-efcient technologies
Various means of improving the ship energy
efciency are available, and selecting which
technology to invest in can be a difcult
task. Energy-efcient solutions can both be
physically implemented in the ship design
such as pre-swirl or counter rotation propeller
etc. which normally have a large cost impact.
As an alternative to physical implemented
solutions, the shipowner can improve the
way the ship is operated, for example through
trim optimisation, route planning or ship
performance optimisation.
The latter are initiatives which FORCE
Technology support in the package of onboard
systems called SeaSuite, and in the following,
we will focus on trim guidance of ships which
is one of the methods offered in SeaSuite.
Trim guidance
Trim optimisation is a way of optimising the
ships energy efciency in the operation of
the vessel. Choosing the optimum trim has
a signicant impact on the fuel consumption
for ship types like container vessels due to
the effect of the ships bulbous bow and
relatively high operating speed. However, trim
optimisation can also be adopted to other
vessel types like tankers and bulk carriers.
FORCE Technology can supply trim guidance
data to be used either in the vessel loading
computer software or in our self-developed
software tool, SeaTrim, to select the optimum
trim. We have so far supported more than
280 vessels with trim guidance data for use
in the daily task of selecting optimum trim
for the given speed and displacement of the
ship.
SeaTrim
SeaTrim is a decision support tool used for
displaying the trim guidance data provided
by FORCE Technology. The software itself is
provided for free in connection with delivery
of trim guidance data, but the data can also
be used for implementation in the vessel
loading computer if this is supported by the
manufacturer.
The shipping industry is met with new requirements from IMO in the form of SEEMP (Ship Energy
Efciency Management Plan) which must be available on board ships from 2013, thus the demand
for improving ship energy efciency is higher than ever.
Jacob Wiegand Clausen, Sales Manager, Hydro- & Aerodynamics
Trim guidance in perspective
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In order to use SeaTrim, only three para-
meters are typed into the programme: draught
forward, draught aft and planned vessel
speed. The program will display the power
consumption for the given vessel condition
and guides the user by simple colour codes
to a condition with less power consumption.
Alternatively, the programme can show the
relative increase or decrease in required
power compared with the initial trim condition
and speed of the vessel. Moreover, a report
can be generated to display the initial trim
and power as well as selected and optimum
trim conditions and power for the given
displacement and ship speed. In the latest
edition of SeaTrim, version 2.0, a side view
of the vessel in the selected trim condition is
displayed at the top of the user interface as
well as the propeller clearance.
Potential gains
The potential gain of using trim optimisation
depends not only on vessel type and size, but
also on the way the vessel is operated. In a
recent study completed under the Danish joint
industry project Green Ship of the Future, the
operational data for six 10,000 DWT tankers
of 118 meters, operated by Nordic Tanker, was
analysed with respect to trim optimisation.
The operational data used in the study came
from the noon reports submitted by the six ship
crews from October 2009 to January 2012
logged with our onboard tool SeaTrend.
From the dataset, the distance sailed, speed,
draught and actual trim were used to compute
the potential saving by using trim optimisa-
tion. The results of the study showed an
average fuel saving per day of 2.9% when
using optimum trim compared to the way
the vessel was actually operated. For tankers,
the major gain from trim optimisation was
achieved in ballast condition in which there
was better opportunity to use the ballast
water to achieve optimum trim. The study
showed that the average potential saving
was 2.6% for loaded conditions and 3.7%
for ballast condition. When operating at a
fuel price of $615 per ton, the ROI was in all
274 days at sea, or for the six vessels 46
days at sea per vessel.
The conclusion was that there is considerable
fuel savings to gain from using trim optimisa-
tion for vessel types such as tankers and bulk
carriers. Moreover, the payback time even for
smaller vessels with small absolute fuel
consumptions is also reasonable.
FORCE Technologys trim guidance is based on model-scale self propulsion tests which take the
propulsion efciency into account rather than potential ow CFD (Computational Fluid Dynamics).
About trim guidance data
FORCE Technology has recently issued a paper about the physics of trim at Green Ship
Technology Conference in Copenhagen held in March 2012.
The study shows that the propulsion efciency is not constant with the trim. This is important
because research shows that around 80% of the power reduction from trim optimisation is caused
by the residual resistance coefcient, i.e. changes in the ow around the bulbous bow. The
remaining 20% of the reduction is from improved propulsive efciency in the trimmed condition.
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The port studies performed at FORCE
Technology have proven their worth as the
engineering companies have saved many
resources by simulating the results of the
constructions of new harbours or changes to
existing ones before carrying them out in real
life. The success of the studies has resulted in
an increasing demand from engineering com-
panies for our evaluation tools, and therefore
we have decided to market the actual tools
towards port engineering companies.
Besides the SimFlex4 simulation software,
our toolbox consists of SimFlex4 Fast-time
simulation, SimFlex4 Shipyard and SimFlex4
Area Engineer which are all developed in-
house. SimFlex4 Area Engineer is the basis
for every port engineering study and will be
presented in more detail in this article.
SimFlex4 Area Engineer
With SimFlex4 Area Engineer, it is possible
to create a new exercise area or to modify
an existing one by using a number of unique
features and functionalities in the process.
A sea chart is shown according to the IMO
S-52 display standard. The chart is highly
congurable and operates in layers based
on the S57 standard, each one representing
a physical object type (i.e. land contours,
fenders etc.). SimFlex4 Area Engineer provides
a wide range of tools that allows each layer
to be modied or extended by for instance
moving, deleting, inserting and modifying
objects.
With SimFlex4 Area Engineer it is possible to
import data from open S57 format, AutoCAD
format, DTED (digital terrain elevation data
format) and from different text le formats.
The imported data can be used for genera-
ting detailed environment models for depth,
current, wave, tide, wind, fender and banks.
Furthermore, SimFlex4 Area Engineer
generates information for the SimFlex4 Visual
System and the SimFlex4 Radar System
including detailed navigation aids and
terrain. SimFlex4 Area Engineer is based on
the mathematical framework used in the
real-time simulators. This ensures that the
responses of the ship due to impacts from
depth, current, wind, waves etc. are as
realistic as in our full-mission simulators.
The programme is extremely user-friendly
and requires limited training before use.
With the trend going towards larger ship types, many harbours are being constructed or reconstructed
in order to receive these ships. FORCE Technology is among the leading providers of quality port
studies due to our in-house developed mathematical model, DEN-Mark1.
Dan Knudsen, Sales Manager, Simulation, Training & Ports
Successful SimFlex4 engineering tools
SimFlex4 Area Engineer makes it possible to create a new exercise area or modify an existing one
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Besides the SimFlex4 simulation software, our toolbox consists of SimFlex4 Fast-time simulation,
SimFlex4 Shipyard and SimFlex4 Area Engineer which are all developed in-house.
Numerical navigator
Normally, the vessel is controlled by the
navigator by means of standard control
equipment (rudder, engine telegraph etc.)
and running in realtime.
However, in fast-time mode, a so-called
numerical navigator controls the vessel,
and the simulator is running as fast as the
computer allows which enables a huge
number of simulations to be completed
within a short period of time.
Once the fast-time simulations have been
set up it is relatively easy to perform a large
number of runs in various environmental con-
ditions and various channel or harbour layouts.
Hence the fast-time simulations are especially
suited for relative comparisons of various
harbour and navigational channel layouts,
thus providing a solid basis for selection of
nal design.
Realistic behaviour
The numerical navigator controls the ship
and has been developed to behave as far as
possible as a mariner. It follows a pre-dened
plan which might include straight legs, wheel
over-line waypoints and curved tracks with a
given turn rate.
Furthermore, the plan includes a desired
speed over ground. Human errors or
misjudgements are included as a random
function with a given standard deviation to
obtain a number of tracks that are different
and to obtain a realistic track envelope.
Observations and corrective actions are
made at discrete time intervals which are
given as a mean time interval with a
corresponding standard deviation.
If the ship is not able to keep the planned
track, and the maximum rudder angle is
used, the handle setting is increased step-
wise until the desired heading is reached.
Then the handle setting is decreased step-
wise again until the target speed is reached.
The time series logged during the simula-
tions are afterwards analyzed statistically
with FORCE Technologys own software
program Replay. The statistical analysis
provides information on e.g. controllability
of the vessel, use of rudder and distances
to certain structures. This is valuable for
decision-making.
Presently, more than 400 companies have
bought licenses to the SimFlex4 engineering
tools.
Example of a swept area plot showing
swept pass of several fast time runs.
When all these are added on top of each
other, the intensity of the entire swept area
becomes visible. The intensity is illustrated
with different colors as shown on the scale.
Screen dump from the SimFlex4 new visual system
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Anton Minchev, Chief Naval Architect, Hydro- & Aerodynamics and Christian Klimt-Mllenbach, Project Manager, Hydro- & Aerodynamics
When optimising existing ships, there are two
main approaches: Keep speed constant and
optimise the hull and propulsion system or
reduce speed and optimise the hull and pro-
pulsion system to the new speed. Through the
years, we have worked closely together with
engine providers and sub-suppliers in order
to deliver the best possible result to the client.
Reduction of speed
Speed reduction is a highly effective way to
reduce fuel consumption and emission. When
reducing speed, the rule assumes that the
power scales with third power of speed. Thus,
a 10% speed reduction leads to about 27%
(0.93=0.73) power saving. But slow steaming,
as it is popularly named, does come with a
capacity cost, capital costs, crew costs and safety:
'|owe| speed reaus |educed |auspo|
capacity. Reducing speed by 10% would
require 10% more ship capacity to keep
transport capacity constant. However,
revenues and required ship capacity scale
with speed, while fuel saving scales with
speed to the third power or more.
Cap|a| coss o ca|o depeud ou |auspo|
time and cargo value. Slower transport
increases the capital costs on the cargo.
C|ew coss a|e |udepeudeu o speed.
However, slow ships transport less. So for the
same transport capacity, more ships are
needed, hence crew costs increase.
fo| sae, |easous, speed s|ou|d uo be oo
low. For a ship to maneuver safely against
strong winds and seaways, her speed must
not be reduced below her steerage capabilities.
Main engine upgrade/tuning
When reducing speed, the main engine should
be generally updated and/or tuned to match
the lower speed steaming of the ship. Sea
margins should be adapted to ship size and
type and carefully considered (estimated)
based on the prevailing ship routes and
associated environmental conditions - for some
routes it may be possible to use a route-based
sea margin, for some this might not be relevant.
A study performed by FORCE Technology on
the Grontmij designed Seahorse 35 showed
that an engine optimised for slow steaming
meant that the required engine power at 14
knots was reduced by 3%.
With todays nancial markets, shipowners are focusing on performance of their existing eet instead
of ordering newbuildings. Many possible measures can be taken when it comes to retrotting a ship,
but as we will discuss in this article, some measures provide a much better return on investment (ROI)
than others.
Ship propulsion optimisation
Effect of propeller D and RPM on shaft power
15
When evaluating fuel-saving devices, the owner must take into consideration the ship
type, speed, range of operation, draughts etc. to nd the best match for his vessel and
conguration.
Propeller redesign
When slow steaming and/or upgrading the
main engine, a redesigned propeller can
provide further gains. Basic propeller theory
clearly indicates an advantage (in terms of
propeller efciency) of slow-rotating, high-
diameter propellers. Hence, in the pursuit of
reduced fuel consumption, re-design of the
propeller towards lower RPM/larger propeller
diameter most often leads to effective power
savings. In addition to the diameter optimi-
sation, several vendors are offering new and
improved propeller designs for existing vessels
providing savings from 3-7% depending on
whether speed is kept constant or is reduced.
At constant speed
When keeping the speed constant, a set of
tools is available for optimisation purposes.
These are, of course, also usable when
optimising at reduced speed.
Energy Saving Devices (ESD)
For both approaches, it is possible to t the
vessel with ESDs. Below are some of the
reasons for poor performance and sugges-
tions on how to use ESD to optimise the
propulsive efciency:
lu|oroeuous |uow o p|ope||e|. wa|e
equalizing ducts; ns, vortex generators
Roa|oua| |osses. l|esw||| u s,sers,
contra rotating propellers
loo| |u||p|ope||e| |ue|ac|ou. !w|sed |udde|
Fub .o|e |osses. l|ope||e| boss cap us
(PBCF), rudder bulbs in general
Alternatively, certain ESDs can provide
additional thrust, e.g. nozzles or rudder ns.
A typical example of combined energy-saving
effect is the recent Becker Mewis Duct
concept which combines the wake-equalis-
ing/thrust-producing effect of the duct in
front of the propeller with the reduced
rotational losses of the pre-swirl n system.
Optimised hull form
A more drastic approach can be to change
the hull form. In these projects, the ship-
owners typically replace the bulb or even
a greater part of the fore-ship. In a recent
project for Clipper, FORCE Technology carried
out a comprehensive optimisation study on
Clippers G-class using FRIENDSHIP Frame
work/RANS CFD. The study showed a saving
of up to 7.5% for a specic condition and a
saving on the operational prole of about
4% giving an ROI of less than 2 years.
Illustration of Becker Mewis duct concept
Original bulb and bulb optimised for an operational prole
k
w
a
r
k
y
t
M
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e
5
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v
16
The Fehmarn Belt is the entrance to the Baltic
Sea. It is one of two international waterways
leading to numerous ports in Sweden, Finland,
Russia, Poland, Estonia, Latvia, Lithuania, and
Germany.
As the Fehmarn Belt is an international water-
way, it is not possible to make any restrictions
on the ship trafc other than the natural
limitations that exist. Following an extensive
trafc study of the existing situation and
predictions of the future situation carried out
by Ramboll, FORCE Technology would make
an extensive manoeuvring simulation study.
The trafc in 2030 was predicted to increase
from the present level of 46,200 to about
90,000 east-west passages. At the same time,
the ferry trafc would almost cease which
would make it easier for navigators to pass
through the area as only limited crossing
trafc would be present.
The bridge project
Several bridge types were considered in a
pre-study, among other suspension bridges
and cable stayed bridges. However, due to
technical reasons, a cable stayed bridge with
two spans was chosen as the preferred option.
This bridge type could better handle the heavy
load of two fully loaded freight trains and four
lanes of road trafc on the bridge at the same
time. Also, the cable stayed bridge was the
most economically feasible bridge solution.
The total length of the bridge would be about
18 km coast to coast. The side pillars suppor-
ting the side bridges would be about 240m
apart allowing small crafts to pass and
thereby avoiding the main spans. The height
under the bridge was designed with a
clearance of about 70m allowing even the
largest cruise ships to pass under the bridge.
The area along the bridge has a water depth
of approx. 20m or more in a width of about
5nm. Today, most ships navigate close to the
centre line of route T. However, even large
ships can pass far from the main span (centre
line of route T) because the air draft under
the side bridges is between 60 and 70m.
This is due to the relatively small vertical
curvature of the road/rail sections. This was a
concern at an early stage as the side bridges
were not wide enough for large ships, and
the pillars could not withstand ship collisions
greater than that of a 2,000 dwt ship.
In 2007, the Danish and German governments decided to create a xed link between northern
Germany and southern Denmark. The link should be a combined road and railway connection.
Two options were to be investigated: a tunnel and a bridge connection.
Jens Bay, Project Manager, Simulation, Training & Ports
Fehmarn Belt ship simulations
17
As known from previous simulation studies with two other bridge project in Denmark, it was once
again proven that marine simulators is a powerful tool when nding and comparing different
layouts of fairway/bridge solutions.
Consequently, one of the navigational
challenges was how to lead the ships through
the two navigational spans. A fairly extensive
marking system and a separation zone were
developed to handle this challenge. As an ad-
ditional safeguard, it was decided to have VTS
coverage in the entire area with planned
reporting points east and west of the bridge
line.
Simulation studies
The simulation studies were conducted in 2009
and 2010. All simulations were conducted by
use of FORCE Technology developed state-of-
the-art SimFlex4 system using three full-mission
simulator bridges with a navigator on each
bridge controlling a ship in the same scenario.
The planning of each simulation session
included choice of fairway/bridge layout to
be tested, design of scenarios, ships to be
used, choice of navigators and preparation
of evaluation system. The scenario descrip-
tions covered trafc situations, ship type and
size, weather conditions, unexpected behaviour
of other ships and emergency situations.
Apart from the three navigator-controlled
ships, a number of trafc ships, sailing along
preplanned routes, were included in each scena-
rio. These were controlled by the simulator
operator who acted as the captain.
VHF communication between all ships and
the VTS centre were included to provide a
realistic atmosphere with relevant communi-
cation between ships and with the VTS
control centre.
Test method and evaluation
The method used for testing different fairway/
bridge layouts was based on an expected
trafc distribution predicted for year 2030.
Combinations of weather and trafc were
merged into a number of different scenarios
that typically ranged with a likelihood of once
per month to once per year or 10 years. There-
fore the participating navigators often found
themselves in difcult and stressful situations
where average to good navigational skills
were needed.
In order to evaluate each run and get the
navigators impression of his/her experience,
an evaluation system was developed. This
system consisted of two parts; one was a
questionnaire to be lled out by all naviga-
tors of the watch just after the completion of
a run, the other was a one-on-one interview
of each navigator by a FORCE Technology
Captain/Instructor. The interviews included
general discussions and a review of the
navigators answers to the questionnaire.
Ships and navigators
Ships chosen for the simulation study
included Oil tankers, LNG carriers, Bulk
carriers, Car carriers, Container ships, Ferries,
Cruise ships, Tug and tow and Coasters.
During the study a total of 650 ships passed
the bridge in 80 different scenarios.
Navigators chosen to sail the ships included
pilots, senior and junior ofcers from 7
different countries including Denmark,
Germany, Sweden, Finland, Croatia, The
Philippines, and China. In all 88 navigators
participated in the ve simulation sessions
covering 11 weeks of simulations.
As known from previous simulation studies
with two other bridge project in Denmark, it
was once again proven that marine simulators
is a powerful tool when nding and com-
paring different layouts of fairway/bridge
solutions.
Aftermath
In late 2010, Fehmarn Belt A/S, who are
responsible for the construction of the
Fehmarn link, decided that a tunnel solution
carrying both road and rail trafc would be
the overall best solution for the environment,
and therefore the bridge solution was in
practice vacated.
Visual impression of the cable stayed bridge
featuring modern, advanced architectural
design.
18
On average, FORCE Technology performs
20-30 wind tunnel tests of offshore platforms
each year. The projects involve a large number
of newbuildings covering both feed and
design phases for newbuildings as well as
rechecking the stability of existing platforms
after major conversions and upgrades.
The clients seeking FORCE Technologys
expert guidance cover oil majors, design
bureaus in all Europe and North America
and shipyards in Europe, North and South
America and Asia.
Benets
Platforms like for example semi-submersibles
with small water plane area are highly
sensible to weight changes. An over-dimen-
sioned and very heavy mooring system is
therefore most unfavourable since it limits
the payload. The wind and current loads are
very important parameters when analysing
the platforms dynamic positioning, mooring
and stability capability.
The main purpose of the wind tunnel tests
of offshore platforms is, therefore, to acquire
data for stability calculations, mooring and
DP analyses through determination of the
wind and current loads for the above- and
underwater portions.
The benets outlined below ensure far more
cost-effective platforms.
Class rules on overturning moment
Class rules predict that the overturning
moment due to wind forces on a free-
oating platform increases with the heel
angle which results in reduced stability.
This does not apply to all platforms. A large
number of wind tunnel-tested platforms
show a decrease of overturning moment
with heel angle improving the stability and
possible payload. Determining the wind and
current loads by wind tunnel tests instead of
using class rules estimations can reduce the
dimensions of the moorings, and when the
total mooring system can be reduced in
weight, size and price, the gained weight
can be used for payload on the platform.
Boundary layer/turbulence
The wind loads on the above-water portions
of the offshore platforms are determined in a
simulated ocean boundary-layer wind ow
Wind tunnel tests of offshore structures have been and still are an easy approach to determine
global forces acting on the platform.
Jens Christian Smidemann, Project Manager and Dennis Ingham, Project Engineer, Hydro- & Aerodynamics
Wind tunnel tests on offshore platforms
19
It is very cost effective both in the early design and feed phase to check the stability of the structure
as well as rechecking the structures after major conversion or upgrades of existing platforms.
corresponding to a simulated ocean wind
prole. The proles simulated in the wind
tunnel are selected so they match both the
wind and turbulence shear of the naturally
occurring ocean winds.The current loads on
the underwater part of the platform are
determined in a uniform airow. The uniform
airow is simulated in the wind tunnel by
suction which removes the naturally occurring
boundary-layer in the wind tunnel.
Reynolds Test
To ensure exactly the same ow conditions
in model scale as in full-scale, it is necessary
to make model tests at a Re-number identical
to that of full-scale. For a model on a typical
scale of 1:200, this means that identical Re-
numbers would require tunnel wind speeds
200 times greater than typical natural wind
speeds. However, for practical purposes, it is
sufcient to require that the character of the
ow in the model scale is the same as the
character of the full-scale ow to obtain
reliable results from model tests. This is
demonstrated by Castro, I.P. and Robins, A.G.
in 1977.
Overturning moment
In the wind tunnel, a model of the platform
is tested using two parts of the model: an
above-water part and an underwater part.
On the above-water and underwater parts
of the model, the wind load is measured as
three forces and three moments. These six
load components and the wind directions for
the tests hold the necessary information to
determine the critical axis, heeling levers, lift
and drag forces and their lines of action.
Once the critical axis has been determined
for a given draught, the model is tested for
different angles of heel about this axis.
Other services
In connection with testing of offshore
platforms, FORCE Technology also offers
services within investigation of funnel
performance, wind chill index, anemometer
calibration curves and guidance for
helicopter operations.
20
21
The SimFlex4 exceeds the standards for
maritime training simulators by supplying
enhanced operators control features, full
support to all tug types, new ways of exploiting
display hardware and increased usability.
Involving the users
During the last 18 months, our users have
been an active part in the design of the user
interface and features of the SimFlex4, thereby
ensuring that the development of the simulator
package meets the requirements of new and
existing users.
Flexible upgrade
During a new installation at the customers
site, the technician from FORCE Technology in
cooperation with the customer congures the
software packages to t the hardware set-up.
This has benetted the installation of SimFlex4
as troubleshooting has been limited and
handled immediately on site.
Existing users experience an even more
exible upgrade process as the upgrade on
existing installations can be done remotely
through the internet. To make the remote
installation run as smoothly as possible, the
development team at FORCE Technology has
put a great effort into making tools for an
automated installation or upgrade process,
leaving the user in charge of only selecting
the modules to install.
At our facilities in Lyngby, we cover both the
SimFlex4 development team, the assembly
line and the training facilities of DanSim, FORCE
Technologys in-house training centre. Due to
this complete simulator life cycle environment,
we are well-equipped to offer support and
training to our users. Therefore, our experienced
simulator instructors have been highly active
with support and training of our users during
the important initial period just after the instal-
lation of SimFlex4. This service, which has been
offered as part of the delivery package, has
increased the transfer of knowledge and
abilities from FORCE Technologys instructors
to the users instructors.
Service and support team
After installation, when the users training
site is in operation, FORCE Technology Service
and Support Team is available around the
clock to assist in terms of both training and
fault nding. Due to the integrated service
link over the internet, the users experience
a very capable and fast response on
troubleshooting.
The service link is also widely used to upload
newly purchased databases and ship models.
This service can be carried out at non-opera-
ting hours of the users simulator site, thereby
ensuring that they can continue servicing their
users while FORCE Technology is servicing the
simulators.
In the past year, users like CSMART in Holland,
SmartShip in Australia and SAMTRA in South
Africa have all received new models and data-
bases remotely, and temporary failures have
been corrected using the remote service link.
At our facilities in Lyngby, we cover both the SimFlex4 development team, the assembly
line and the training facilities of DanSim, FORCE Technologys in-house training centre.
Dan Knudsen, Sales Manager, Michael Brinch, Business Unit Manager, SimFlex and Christian Vejlgaard, Support Manager, Simulation, Training & Ports
Service and support of SimFlex4
Christian Vejlgaard, Support Manager, FORCE Technology Service and Support Team
22
Supplementary technical guideline
In order to assist the lighthouse authorities,
AtoN producers, port and waterway planners
and mariners, IALA approved guideline 1058
on The use of simulation as a tool for water-
way design and AtoN planning. The guideline
is a high level, strategic document on how simu-
lation tools can assist in planning and implemen-
ting AtoN.
However, a new guideline is currently under
development by the Aids to Navigation
Management Committee. This guideline shall
be seen as a more technical guideline supple-
menting Guideline 1058. Users of this guide-
line are mainly intended to be AtoN designers,
developers, researchers and testers including
mariners. This group wishes to know to what
extent a given simulator system is providing
the required quality and delity to suit the
purpose of simulation studies and
investigations.
Todays modern technology and the pace at
which the technology developed for computer-
based simulation systems is progressing
provide users with a high level of delity and
realism. On the other hand, this technology has
its limitations. With the new guideline, users
will be provided with an overview of current
status of simulation technology with focus
on capabilities and limitations of simulation
software, visual systems, visualisation media
and other relevant systems. The guideline will
also identify a collection of features that are
important to consider when specifying objectives
of a simulation study for planning, research
and test of AtoN.
The guideline will represent the technological
status at the time of publication. As marine
simulation tools include several elements of
particular types of technology that are under
constant and fast development, the users
must be aware that certain parts of this
guideline might very well have advanced
further. Thus, it is recommended that users
consult simulator system producers for
information on the latest developments.
The guideline is intended to be nalised
during the next Committee meeting which
takes place in November 2012 and will
then go to the IALA Council for approval.
A new technical guideline is currently under development to assist AtoN designers,
developers, researchers and testers.
New technical guideline
Cathrine M. Steenberg, Head of Department, Simulation, Training & Ports
23
FORCE Technology has been an industrial
member of the International Association of
Marine Aids to Navigation and Lighthouses
Authorities, IALA, since 2006. Since then
we have contributed with our competences
within maritime simulation in the Aids to
Navigation Management, ANM Committee.
The ANM Committee deals with the
management aspect of aids to navigation
services. The committee aims to develop
and review related IALA documentation on
issues such as Aids to Navigation (AtoN)
and channel design, management of
services relating to AIS networks, the
maritime buoyage system and quality
management systems.
24
The performance evaluation is typically
focused on determining the average round-
trip duration at a given probability, but also
on calculation of the fuel consumption to
estimate for instance the fuel cost or the
Ship Energy Efciency Operational Indicator
(EEOI) proposed by IMO. One of the key
elements in a reliable route simulation is a
good prediction of the added resistance in
waves. Therefore, FORCE Technology has just
initiated a new 3-year R&D project together
with IIHR Hydroscience and Engineering at
University of Iowa on prediction of added
resistance in waves.
RANS CFD
The new project on added resistance in
waves is partly sponsored by Ofce of Naval
Research (ONR) and was launched in the
summer of 2012. The goal is to investigate
the possibility of using RANS CFD for
prediction of added resistance in head and
oblique waves.
Traditionally, added resistance has been
predicted by means of empirical and/or
potential theory-based methods. However,
these methods have limitations which for
instance means that they cannot handle ow
separation, they do not include viscous
effects, and they apply linearization. Further,
when it comes to following sea conditions
and short waves, the potential ow methods
are experiencing difculties which means
that empirical methods are most often used
for these conditions. However, in spite of this,
the combination of empirical and potential
theory methods is widely used since the
computational effort is limited and many
conditions can be swept quickly.
Possibilities of RANS
The question is how accurate RANS is for
ships sailing in waves, and if it is possible
to extract information about the added
resistance at different wave headings which
can, for instance, be used for route simula-
tions. RANS offers the possibility of
calculating the ow eld, the forces and the
motions with one tool without many of the
limitations of the potential theory tools, and
it seems a promising tool in connection with
data generation in the simpler head sea case.
When it comes to generation of large data
sets, RANS is not as fast to use as the
simpler methods, but it offers the possibility
Today, route simulations play an increasingly important role in connection with ship design and
retrotting where it is essential to evaluate the performance of the ship sailing on a given route
to judge the quality of the new design.
Claus D. Simonsen, Senior Specialist, Hydro- & Aerodynamics
New R&D on added resistance in waves
CFD simulation of container ship sailing in regular waves
25
of studying the ow in detail while the ship
is moving in the waves and can hereby
contribute with information that is useful for
the hull designer in the early design phase.
Further, it may be possible to still use the
potential theory methods and then supple-
ment the results with RANS computations in
the cases where the potential theory is weak
or breaks down.
In theory, RANS should be able to generate
the required added resistance information,
but there are also limitations to this approach.
Therefore, it is necessary to validate the
computations against measured data. The
present project will cover a numerical part
where a number of wave cases will be
computed, an experimental part where the
same cases will be tested in the towing tank
and nally a validation part where the
comparison between computation and
experiment will be made to ensure that the
numerical method performs satisfactorily.
After the project, the goal is to have a more
complete toolbox for generation of added
resistance data for route simulators in order
to improve the quality of the simulations and
give our clients a more accurate picture of
the ships performance on the route during
the initial ship design phase.
Research award
FORCE Technology and IIHR at University
of Iowa have successfully been working
together over the last decade. The collabora-
tion between FORCE Technology and IIHR
has partly been sponsored by US Ofce of
Naval Research (ONR).
The latest project ending in the summer
2012 was focused on the CFD-based PMM
test in order to predict IMO manoeuvres
without experimental data. As part of this
work, FORCE Technology has participated in
a number of research activities related to the
NATO Research and Technology Organization
(RTO) which promotes and conducts coope-
rative research and information exchange,
develops and maintains a long-term NATO
research and technology strategy and
provides advice to all elements of NATO on
research and technology issues.
One of the RTO research groups which
FORCE Technology was part of has focus on
stability and control of air and sea vehicles,
and it has just been announced that this
group is selected to get the RTO Scientic
Achievement Award 2012. This award is the
highest research group award within NATO.
CFD simulation of tanker sailing in head
waves
Simulation of maneuvering tanker in shallow water, which was used in the NATO RTO work
26
Within the last 12 months, we have per-
formed two major upgrades on the hardware
side, and the next will follow shortly:
Four active rotor tugs assisting
an Own ship
DanSim can now be set up to simulate four
simultaneous rotor tugs assisting a bulk
carrier, a containership or any other ship the
client would like to perform exercises with.
The 360 degrees full-mission bridge is con-
gured with rotor tug equipment. The same
goes for our 360 degrees full-mission tug
bridge and the two part-task tug bridges.
The assisted ship can be simulated in any
of the remaining three bridges.
This gives ve active bridges operating in the
same exercise. The set-up has already been
used to train the tug masters from Port Hedland
in assisting a bulk carrier arriving to and
departing from the new iron ore terminal in
Port Hedland.
Tug Cubicle upgrade
DanSim offers two tug cubicles. These
cubicles have been upgraded with the latest
hardware which makes it easier to change
between different tug types such as ASD,
Voith Schneider, rotor tug or a conventional
tug. This upgrade offers an advantage when
it comes to deciding which tug type is best
for a given operation as it increases the time
spent on sailing with the different tug types.
50 3D Monitors with active glasses
When operating a tug close to the side of a
tanker in a simulator, it is difcult to judge
the distance between the tug and the tanker.
Our new 3D visualization technology (known
from movie theatres), which we expect to
implement shortly, will be used to give the
tug master a better depth perception.
The 3D monitors require that the viewer uses
active glasses. The glasses, however, do not
disturb the tug masters in reading his instruments
and screens, and he can work as in real life.
The 3D technology is now in the nal test
phase, and we expect it to be the next upgrade
implemented at DanSim thereby offering our
customers an even better and more realistic
training of tug operations.
With the role as market leader within development of maritime simulator solutions follows the
responsibility to keep our training facilities state-of-the-art. Therefore, we continuously upgrade
our own training facilities, DanSim.
Bugge Torben Jensen, Product Manager & Allan Walbum, Facility Responsible, Simulation, Training & Ports
Upgrade of DanSim
27
The next upgrade to be implemented at DanSim is the 3D technology to offer our customers
an even better and more realistic training of tug operators.
Typical setup with one tanker and
four rotor tugs
One of the simulator bridges which can be
used as a rotor tug
Three azimuth handles for rotor tug handling
28
When designing a new cable-supported
bridge, the above-mentioned issues have to
be considered. The intense research over the
last decades has increased the knowledge
regarding the instability phenomena, and
new, improved concepts for bridge cable
design have been developed.
And yet, many questions are still unaswered,
and many cables continue vibrating in spite
of all achievements. In Denmark, this particular
aspect of civil engineering received special
attention in connection with the planning of
the xed link between the Danish island of
Lolland and the German island of Fehmarn.
Since a multi-span stay-cable bridge of
considerable size was envisaged as the
alternative to a tunnel, the authorities
granted through Femern A/S, a subsidiary
of the Danish state-owned Sund & Blt
Holding A/S, a research program focusing on
the aerodynamic excitation of bridge cables
under different climatic conditions. Part of
this programme is the newly developed
Climatic Wind Tunnel (CWT) facility, jointly
designed and operated by the Department of
Civil Engineering at the Technical University
of Denmark and the Department for Hydro-
and Aerodynamics at FORCE Technology.
This facility allows systematic research to
reveal further vital information on the
aerodynamic excitation process of bridge
cables under particular climatic conditions.
The facility was commissioned in the spring
of 2010. After an initial phase and the deve-
lopment of suitable test setups, numerous
experiments on dry cables have been
performed looking for particular effects of
cable surface textures on the ow-induced
forces and moments.
The capability of re-creating the climatic
conditions for ice accretion on the cable
surface is a particular feature of the new
CWT facility. Alternating with the ongoing
tests series on dry cables, the cooling and
spray system of the wind tunnel was tested
and rened to allow some rst tests on the
effect of ice accretion on the ow-induced
forces on a cable section.
So far, cable testing has been conducted in
static rigs. Currently a dynamic rig is being
installed enabling studies of cables under
free vibrating conditions.
For many of the worlds large cable-supported bridges, incidents have been reported in which
some of the stay or hanger cables exhibit large-amplitude vibrations under certain climatic
conditions in connection with wind.
Holger Koss, Senior Specialist and Sren V. Larsen, Senior Project Manager, Hydro- and Aerodynamics
Cable studies with rain, wind and ice
29
Research work performed in the new wind
tunnel has so far resulted in a bachelor
thesis and a master thesis. Further, two
master projects and three Ph.D. projects
utilizing this new facility are ongoing.
This high-level research on ow-induced
forces on cables under different climatic
conditions as well as the improved facility
will make FORCE Technology an even better
partner in determining the effects of wind
on structures.
Photos show the ice after two hours of spray
at -4 C at 10m/s on a 16cm diameter cable
30
Sren V. Larsen, Senior Project Manager, Hydro- and Aerodynamics and Aage Damsgaard, Technical Vice President, Division for Maritime Industry
Since the early stages of the design of the Eastern Bosposus Strait Bridge, Vladivostok, Russia,
FORCE Technology has been involved in aerodynamic testing of the bridge.
Due to changes in the design of the bridge,
additional investigations have been con-
ducted in 2011 to verify the structures
aerodynamic stability and its buffeting
response. In addition, as something new,
the investigation included estimation of the
wind effects on the friction damper system
designed to take up longitudinal forces and
motion of the deck caused by earthquake.
The tests were conducted with a 1:200
aeroelastic model covering both the in-service
stage as well as the nal construction stage
with full cantilevered deck girder. Modelling
and controlling the friction in a small-scale
model is inherently problematic, but, fortuna-
tely, the required friction was large enough
to permit manageable tolerances in the
modelling. The required friction was achieved
by supporting the bridge deck on low-friction
rollers and letting it slide on the end support.
Adjusting a weight placed on the deck was
used to inuence the friction, and the friction
force obtained was measured by means of
a force gauge placed on the end support. In
addition, the longitudinal motion of the bridge
deck was recorded allowing an estimation of
the obtained damping to be done.
The Eastern Bosporus Strait separates the
Muravyov-Amursky Peninsula and Russky
Island, and connects Amur Bay and Ussuri
Bay. The strait is about 9km long and only
800m wide at its narrowest point. A new
cable-stayed bridge will connect Russky
Island and mainland Vladivostok.
The Eastern Bosporus Strait Bridge is a
cable-stayed bridge with cable conguration
of the modied fan type. The main span of
the bridge is 1,104m. The bridge is currently
under construction and is expected to open
later this year.
The investigation was commissioned by
Institute Giprostroymost, Saint-Petersburg.
Eastern Bosporus Strait Bridge
31
Detailed view of aeroelastic model in
in-service stage conguration
1:200 aeroelastic model in the nal
construction stage conguration
Aeroelastic model in in-service stage
conguration in FORCE Technologys
13.6m wide boundary-layer wind tunnel
32
PUBLICATIONS AND PRESENTATIONS FROM FORCE TECHNOLOGY
Human Factors & accident investiga-
tions, the relation with Process Safety
and Resilience - Petrobras SMES
Congress
Guillermo G. Garay, Senior Instructor,
FORCE Technology
Too often safety is understood to be a matter
of slips, trips and falls rather than the major
hazards that can blow a plant or a rig apart,
sink a ship or crash a helicopter.
A practical approach to accident investigation
where human factors skills, combined with
the principles of Process Safety and Resilience
Engineering, will ensure that the likelihood
of repetition of a similar adverse event gets
very close to zero.
FORCE Technology was invited to present
a paper at the II Petrobras SMES Congress
(Safety, Environment, Energy Efciency and
Health Management) on the use of human
factors in accident investigations.
The event was held from 26th to 29th March
2012 and received about three thousand
participants. The aim of this conference was
to discuss issues such as sustainability and
energy, health promotion and occupational
health, biodiversity, process safety, and the
management of major emergencies.
Guillermo G. Garay, Senior Instructor, FORCE
Technology (to the right) with Professor
Andrew Hopkins, the Australian National
University
Running at the right trim
3rd Annual Seminar on Technical Fleet
Management and Performance
Management, Practical Guidance for
improving ship performance and voyage
planning, London, 12-13 June 2012.
Christian Schack, Head of Department
Hydro- & Aerodynamics & Nikolaj Lemb
Larsen, Project Engineer, both FORCE
Technology
Development of a mathematical
model of a high speed catamaran
ferry for simulations in hard weather
during arrival based on PMM and
seakeeping model tests
MARSIM 2012, Singapore (2012)
Janne Flensborg Otzen, Project Manager,
Claus Daniel Simonsen, Senior Specialist,
both FORCE Technology
Validation of potential-ow estima-
tion of interaction forces acting upon
ship hulls in side-to-side motion
Accepted for Journal of Ship Research (to be
published in 2012).
Serge Sutulo, Carlos Guedes Soares (Instituto
Superior Tecnico, Lisbon, Portugal) and Janne
Flensborg Otzen, both FORCE Technology
Maneuvering predictions in the
early design phase using CFD
generated PMM data
29th Symposium on Naval Hydrodynamics
Gothenburg, Sweden, 26-31 August 2012,
(2012)
Claus Daniel Simonsen, Senior Specialist,
Janne Flensborg Otzen, Project Manager,
Christian Klimt Nielsen, Project Manager,
Nikolaj Lemb Larsen, Project Engineer, all
FORCE Technology and Frederick Stern
(IIHR, University of Iowa, USA)
Understanding the Physics of Trim
9th Annual Green Ship Technology
Conference, Copenhagen, Denmark (2012)
Nikolaj Lemb Larsen, Project Engineer, Claus
Daniel Simonsen, Senior Specialist, Christian
Klimt Nielsen, Project Manager, Christian Re
Holm, Project Manager, all FORCE Technology
Vessel Emission Study: Comparison
of Various Abatement Technologies
to meet Emission Levels for ECAs
9th Annual Green Ship Technology
Conference, Copenhagen, Denmark (2012)
Christian Klimt Nielsen, Project Manager,
Christian Schack, Head of Department
Hydro- & Aerodynamics, both FORCE
Technology
Computational evaluation of the
added resistance in oblique seas
27th International Workshop on Water
Waves and Floating Bodies, Copenhagen,
Denmark (2012)
Soizic Joncquez, Project Manager, Claus Daniel
Simonsen, Senior Specialist, Janne Flensborg
Otzen, Project Manager, all FORCE Technology
Maritime News 2012 has been printed in English
at a total number of 3,000
Editors: Inger Gade Nordquist, Heidi Terndrup and Magnus Gary
Design: Nina Kampmann, Etcetera Design
Production: F. Hendriksen
ISSN no. 0905-3549 (printed media)
ISSN no. 1602-8554 (pdf)
Division for Maritime Industry Hjortekaersvej 99, 2800 Kgs. Lyngby, Denmark
Tel +45 72 15 77 00, fax +45 72 15 77 01, dmi@force.dk, www.forcetechnology.com
Headquarters Park All 345, 2605 Broendby, Denmark
Tel +45 43 26 70 00, fax +45 43 26 70 11, force@force.dk, www.forcetechnology.com
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