Добірка наукової літератури з теми "M. marinum sHSP"

Oceanography is a multidisciplinary science that deals with the physical, chemical, geological e biological aspects of the marine environment. As most of the sciences, oceanographic research relies heavily on sampling procedures, which can be rather simple, as obtaining a water sample at sea surface, or very complex, as bringing an uncontaminated sediment sample from hadal regions (up to 11,000 m deep) to the surface. Despite the sampling operation complexity, it is of primary importance the use of the adequate instrumentation, as well the expertise of the instrument operator. Ideally, the operator should have a good knowledge of the technical characteristics of the instruments themselves, as well as the correct procedures for their operation. In addition, he should be well acquainted to the ship equipment employed in the deployment, operation and retrieval of those instruments, including cables, winches and cranes. Only if these aspects are taken in account a reliable and safe operation can be attained. In this way, this guide was conceived as a basic reference for researchers in their on-board operations, although certainly being useful for a wide range of outdoor activities. It was based on the authors years of experience in field work onboard research and fishing vessels. It includes notions on nautical cables, onboard load handling equipment and hardware, basic ropework, basic net weaving and repairing and a nautical glossary.

Surf-riding/broaching failure mode is one of the Second Generation Intact Stability Criteria (SGISC) dealt by IMO. The SGISC are structured with a multi-tiered approach: Level 1, Level 2 and Direct Stability Assessment (DSA). When a ship does not verify one level, the next once must be applied, or the ship design must be modified. If ship changes are not feasible, Operational Measures (OM) can be provided to avoid dangerous situations and reduce the likelihood of stability failures. The OM are divided into Operational Limitations (OL) related to areas or routes and related to maximum significant wave heights and Operational Guidance (OG). The surf-riding criterion has been applied on the parent hull of the Systematic Series D, a fast semi-displacement naval hull with forms typically vulnerable to surf-riding phenomenon. The 90 m length ship results vulnerable to Level 1 and 2, therefore Operational Measures have been discussed and provided for a hypothetical route in the Mediterranean Sea (Area 26). Following the OL, in considered Area 26 the ship operations are limited when significant wave heights exceed 3.8 m. The simplified OG define critical ship speeds to be avoided for each considered sea state.

In the past, there were very serious casualties under the actions of extreme waves including loss of precious lives. There are cases like loss of M V Derbyshire (Faulkner, 2001) due to hatch cover failure in extreme weather conditions. Use of composite materials in marine fields as major or minor components off floating platforms is discussed in this paper. Application of composites on board ships reduces the self weight and lowers the position of vertical centre of gravity of the floating vessel. There are advantages in using composite structures in marine environment. A link-span fitted with a composite deck and the feasibilities of using composite for hatch covers of bulk carrier ship is described in this paper. In the case of bulk carriers, failure of hatch cover especially in the forward part of the vessel leads to flooding of the forward cargo compartment and occasionally results in fatal casualty. The foremost hatch cover and the next one within 25% length of the vessel.

Skin friction in marine vessels constitutes one of the major issues that have negative environmental and financial impact due to the increased energy consumption. In this paper, the combination of two skin friction reduction techniques of superhydrophobic coating and microbubble lubrication are investigated experimentally. Microbubbles of up to 20 [μm] are introduced in the boundary layer through microbubble generators attached on the stem of a 2.52 [m] long ship treated with a superhydrophobic nano-ceramic coating. Resistance measurements are conducted at various towing speeds and trim angles and a skin friction coefficient reduction of up to 2.15% is noted.

The marine transportation industry is a significant contributor to global emissions of CO2 and other pollutants. Although marine emission standards have become increasingly stringent, increasing fuel efficiency remains the primary objective in terms of further reducing emissions and overall marine energy use. In this paper, a hybrid powertrain is investigated as a means of increasing fuel efficiency for a modern, 100 m class, passenger vessel. The hybrid powertrain includes an Energy Storage System (ESS) based on sodium sulfur (NaS) batteries and commercially available Caterpillar diesel engine-generator sets. The ship’s power load profile is based on annual averages for similar vessels. A control strategy and simulation models are developed and implemented in Simulink to analyze the power and energy flows in the hybrid powertrain. The Simulink model is used to compare the base scenario of a ship without energy storage to a hybrid scenario employing a 7.5 MWh NaS battery pack with related control strategy. Annual fuel consumption is the primary measure that is used to assess efficiency. Unlike hybrid powertrains for light-duty surface vehicle transportation, which achieve efficiency gains on the order of 10–20% [8, 9, 10], the hybrid powertrain for a large ship is estimated to lower annual fuel consumption by approximately 2%. The surprisingly small level of fuel savings is explained largely by the granularity of marine power systems, which include multiple generators that can be switched on and off to maximize fuel efficiency.

Navy fleet problems with damage to hatches and other appendages after operation in high sea states suggest that wave impact loads may be greater than the current design guidelines of 1000 pounds per square foot (48 kilopascal) (Ship Specification Section 100, General Requirements for Hull Structure and Guidance Manual for Temporary Alterations, NAVSEA S9070-AA-MME-010/SSN, SSBN). These large impact forces not only cause damage to ships and ship structures, they can also endanger the ship’s crew. To design robust marine structures, accurate estimates of all encountered loads are necessary, including the wave impact forces, which are complex and involve wave breaking, making them difficult to estimate numerically. An experiment to investigate wave impact loads was performed at the Naval Surface Warfare Center, Carderock Division in 2005. During this experiment, the horizontal and vertical loads of regular, non-breaking waves on a 12 inch (0.305 m) square plate and a 19.75 inch (0.5 m) diameter horizontal cylinder were measured while varying incident wave height, wavelength, wave steepness, plate angle and immersion level of the plate and cylinder. Wave heights of up to 1.5 feet (0.46 m) were tested, with wavelenghs of up to 30 feet (9.1 m). In all cases, the horizontal wave impact force increased with wave steepness. For some angles, the horizontal wave impact force increased with greater submergence. A feed-forward neural network (FFNN) developed by Applied Simulation Technologies was used to predict the horizontal forces measured during the experiment based on the values of wave height, wavelength, wave steepness, plate angle and immersion level of the plate and cyclinder. A FFNN is a computational method used to develop nonlinear equation systems that use input variables to predict output variables. Predictions of forces from the FFNN compare well with the experimental data, and may be useful in future design of ships and ship structures.

Committee Mandate Concern for investigation and applications of ships, offshore structures and engineering equipment for ocean space utilization in the context of marine resource exploitation, human habitation and other marine infrastructure. Focus should be given to fluid-structure interaction associated with large marine structures and structural flexibility. Due consideration should be given to the comparison of modelling approaches, existing and emerging guidance & best practices. Introduction In the light of rising sea level, scarcity of land-based resources and increasingly populated coastal areas, interest of project developers and countries turns towards the ocean, exploring the possibilities of utilizing this space for various purposes. With the oceans covering roughly 70% of the Earth’s surface and more than half of the world’s population clustered in coastal areas, the oceans are a natural direction to turn to. Ocean Space Utilization (OSU), i.e., the use of ocean waters and/or the seabed for human activities, is by no means new. Shipping and fishing in ocean waters date back millennia. During the last century, aquaculture of seafood production developed into a global industry. Also, the seabed has provided minerals (mostly sand) as building material. Recently, the marine mining industry experienced a development from traditional sand dredging to deep sea mining for precious or rare mineral resources. The offshore oil and gas industry developed from first wooden platforms in the shallow coastal waters of the Gulf of Mexico to Floating Production Storage and Offloading systems and subsea equipment in more than 2000 m water depth offshore Brazil. More recently, the wind energy industry followed the steps of the oil and gas industry and moved from land-based installations first to shallow coastal waters with bottom-founded wind turbines and now starts developing offshore floating wind turbines for larger water depth and greater distances to shore. Marine Renewable Energies (MRE) including Wave Energy Converters (WEC), flow turbines for electricity production from ocean or tidal currents, and Ocean Thermal Energy Conversion (OTEC) are emerging. Another recent form of renewable energy production on the ocean are Offshore Floating Photovoltaic (OFPV) Installations (Karpouzoglou et al., 2020; Trapani & Millar, 2016; Trapani & Redón Santafé, 2015). Furthermore, marine infrastructure projects of floating airports (Suzuki, 2005), floating bridges and submerged tunnels (Moan & Eidem, 2020; Watanabe et al., 2015), floating oil storage terminals (Ueda, 2015; Zhang et al., 2020), floating logistics hubs/ports (Waals et al., 2018), a floating event stage (Koh and Lim, 2015), as well as even entire floating cities (Callebaut, 2015) are discussed in the literature. Eventually, recreational use and ocean research also belong to the broad field of Ocean Space Utilization. As an inventory of Ocean Space Utilization projects, this committee gathered as many OSU projects as possible in various stages (from concept study to commercial project) and from various fields in a project atlas based on Google maps. Offshore oil and gas projects are excluded from the atlas to prevent overloading it. Figure 1.1 shows a screenshot of the project atlas with a global overview of all projects. The projects can be grouped and color-coded by OSU field or by project status as shown in the two columns on the right of the figure. At the time of writing, this project atlas contained 235 projects. Even without offshore oil and gas projects, the energy field, comprising mainly offshore wind farms, dominates the list with 90 projects. Two other large fields of OSU are food production, i.e., mainly (offshore) aquaculture with 46 projects, and infrastructure projects (35) like floating bridges and airports. From the project list by field, it is apparent that there are many projects associated with more than one field. This signifies the new trend of multi-use ocean space utilization. An example for this multi-use is mussel farming within an offshore wind farm (see Edulis project in food & energy field). Regarding the project stage, the project entries range from mere concepts and research projects to fully operational structures. The database behind this project atlas contains more information on the individual projects with details on the field (use), project name and location, coordinates, the associated institution as well as a link for further information.

As a relatively high-speed warship a frigate has to maintain the capability to operate in rough seas. At this sea condition the ship certainly often experiences slamming since it normally has a low draft. This paper presents a numerical prediction of the slamming pressure on a frigate ship. The frigate has a typical V-shape hull form and operated at a head-sea condition which assumed to have maximum slamming load/pressure. The locations of prediction are determined for places which are prone to dynamic loads that affected the performance of warships. The locations are the tip of the bow which is usually a sonar dome, and a quarter of the area of the bow of the ship length which is the location of weapons systems, and the area aft (stern) in where a helipad , helicopter hangars, and the weapons systems are mainly placed . The main dimension of the vessel for this study is LPP = 120m, B = 15.89m, D = 9.365 m and T = 4. 83 m, with a service speed of V = 25 knots. The environmental condition of the open sea is selected as JONSWAP spectrum with a significant height Hs of 5 m, and a peak period Tp of 13,782 secs. Steps of slamming loads prediction from the procedure of Slamming Strength Assessment of the American Bureau of Shipping (ABS) Rules of 2011 is applied for this study. It starts with a Response Amplitude Operator (RAO) motion calculation of the frigate to obtain the range of peak frequencies in which the response of relative vertical motion and velocity is a maximum. Then, these frequencies are set to be the working frequencies for calculating the pressure distribution of the ship hull. These calculation results are used to obtain the design slamming pressure by applying the formula from ABS Guide for Slamming Loads and Strength Assessment for Vessels, 2011 (see references). The comparison of the result of this study to a well- known Stavovy & and Chuang method and modified data from Mariner full- scale measurement has been made and found that they agree well each other. Accordingly this information of the pressure can be used for preliminary life assessment and size determination of the structural component of the frigate.

JAMSTEC (Japan Agency for Marine-Earth Science and Technology) has been developing the deep sea ROV ABISMO (Automatic Bottom Inspection and Sampling Mobile) having the capability to dive to the deepest sea. The purposes of ABISMO are to inspect on the seabed in the deep sea and to obtain sediment samples from there. ABISMO consists of a launcher and a vehicle which is launched from the launcher and surveys on the seabed to determine the place for sampling. Core sampling system, which is exchangeable with a gravity piston type or a grab type, is equipped in the launcher. The both of the launcher and the vehicle have cameras to observe. One of the features of ABISMO is that the vehicle has crawlers in addition to thrusters in order to advance mobility. ABISMO is operated with the support ship KAIREI and dived by means of its onboard equipment including a primary cable. We conducted sea trials in January and September 2007 at the areas with the water depths up to 1,300m in Sagami Bay as primary function tests. And we conducted the third sea trial at Izu-Ogasawara trench in December 2007 and made the successful results of diving to the depths up to 9707 m and obtaining a sediment sample from the seabed in 9760 m water depth. This paper describes the features and the outline of ABISMO as well as the sea trial results.

Committee Mandate Concern for descriptions of the ocean environment, especially with respect to wave, current and wind, in deep and shallow waters, and ice, as a basis for the determination of environmental loads for structural design. Attention shall be given to statistical description of these and other related phenomena relevant to the safe design and operation of ships and offshore structures. The committee is encouraged to cooperate with the corresponding ITTC committee. Introduction and Metocean Forcing Environment Committee of ISSC, by its Mandate, deals with the Metocean environments. “In offshore and coastal engineering, metocean refers to the syllabic abbreviation of meteorology and (physical) oceanography” (Wikipedia). Metocean research covers dynamics of the oceaninterface environments: the air-sea surface, atmospheric boundary layer, upper ocean, the sea bed within the wavelength proximity (~100 m for wind-generated waves), and coastal areas. Metocean disciplines broadly comprise maritime engineering, marine meteorology, wave forecast, operational oceanography, oceanic climate, sediment transport, coastal morphology, and specialised technological disciplines for in-situ and remote sensing observations. Metocean applications incorporate offshore, coastal and Arctic engineering; navigation, shipping and naval architecture; marine search and rescue; environmental instrumentation, among others. Often, both for design and operational purposes the ISSC community is interested in Metocean Extremes which include extreme conditions (such as extreme tropical or extra-tropical cyclones), extreme events (such as rogue waves) and extreme environments (such as Marginal Ice Zone, MIZ). Certain Metocean conditions appear extreme, depending on applications (e.g. swell seas are benign for recreational sailing, but can be dangerous for dredging operations and are extreme for vessels transporting liquids). This report builds on the work of the previous Technical Committees in charge of Environment. The goal continues to be to review scientific and technological developments in the Metocean field from the last report, and to provide context of the developments, in order to give a balanced, accurate and up to date picture about the natural environment as well as data and models which can be used to accurately simulate it. The content of this report also reflects the interests and subject areas of the Committee membership, in accordance with the ISSC I.1 mandate. The Committee has continued cooperation with the Environment Committee of ITTC and with ISSC Committee V.6 Ocean Space Utilization. The Committee consisted of members from academia, research organizations, research laboratories and classification societies. The Committee formally met as a group in person two times before the COVID onset: in Glasgow, Scotland on the 9th of June 2019, before the 38th International Conference on Ocean, Offshore and Arctic Engineering (OMAE 2019) and in Melbourne, Australia on the 10th of November 2019, following the 15th International Workshop on Wave Hindcasting and Forecasting. It’s also held a number of regular teleconferences: two before the face-to-face meetings and seven after, once international travel was stopped by the pandemic. Additionally, Committee members met on an ad-hoc basis during their international travels in 2019. With the wide range of subject areas that this report must cover, and the limited space, this Committee report does not purport to be exhaustive; however, the Committee believes that the reader will be presented a fair and balanced view of the subjects covered, and we recommend this report for the consideration of the ISSC 2022 Congress. The report consists of 11 Sections: two of which include the Introduction and Conclusions, and nine are the main content. The opening Section 1 outlines and defines Metocean Forcings which can affect the offshore design and operations and are the subject of this Review Chapter. The review of publications starts from progress in Analytical Theory in 2018-2021, Section 2. It covers the basic framework of experimental, numerical, remote sensing and all the other methods and approaches in Metocean science and engineering. Numerical Modelling (Section 3) is one of the most rapidly developing research and application environments over the past two decades, it allows us to extend the theory when analytical solutions are not possible, and to complement (or even replace) some of the experimental approaches of the past. Computer simulations will always need verification, validation and calibration of their outcomes through experiments and observations, particularly in engineering applications and offshore Metocean science. Therefore, Section 4 (Measurements and Observations) is the largest in the Chapter. Section 5 is effectively a modern extension of the measurement section – it is dedicated to Remote Sensing. Over the last four decades, the remote sensing has both become a powerful instrumental tool for field observations and remains an active area of engineering research in its own right as we see through growing developments of new capabilities in this space. While the first five chapters are broadly dedicated to direct outcomes of Metocean research, the rest of the chapters focus more on analysis and indirect outputs. With mounting amounts of collected data: numerical, experimental, remote sensing, - Section 6 discusses advances in Data Analysis, and Section 7 in Statistics, its Theory and Analysis. Section 8, on Wave- Coupled Phenomena, reflects one of the most rapidly developing areas in Metocean science, particularly important in our era of numerical modelling. It accommodates various topics of interactions between small-scale phenomena (waves) and large-scale processes in the air-sea environments: wave breaking, wave-current and wave-ice interactions, wave influences in the Atmospheric Boundary Layer (ABL) and in the upper ocean, and complex wave-coupled modelling in the full combined air-sea-ice-wave system. Most essential for offshore engineering, is modelling and understanding of Extreme Events and Conditions, which are the subject of Section 9. Last, but not the least, Section 10 discusses Wind-Wave Climate which is connected to the global climate change. This connection is threaded throughout other sections of the chapter and is of utmost significance in offshore Metocean design and planning.

Maritime transportation is a significant contributor to SOx, NOx and particle matter emissions, even though it has a quite low CO2 impact. New regulations are being enforced in special areas that limit the amount of emissions from the ships. This fact, together with the high fuel prices, is driving the marine industry towards the improvement of the energy efficiency of current ship engines and the reduction of their energy demand. Although more sophisticated and complex engine designs can improve significantly the efficiency of the energy systems in ships, waste heat recovery arises as the most influent technique for the reduction of the energy consumption. In this sense, it is estimated that around 50% of the total energy from the fuel consumed in a ship is wasted and rejected in fluid and exhaust gas streams. The primary heat sources for waste heat recovery are the engine exhaust and the engine coolant. In this work, we present a study on the integration of an organic Rankine cycle (ORC) in an existing ship, for the recovery of the main and auxiliary engines exhaust heat. Experimental data from the operating conditions of the engines on the M/S Birka Stockholm cruise ship were logged during a port-to-port cruise from Stockholm to Mariehamn over a period of time close to one month. The ship has four main engines Wärtsilä 5850 kW for propulsion, and four auxiliary engines 2760 kW used for electrical consumers. A number of six load conditions were identified depending on the vessel speed. The speed range from 12–14 knots was considered as the design condition, as it was present during more than 34% of the time. In this study, the average values of the engines exhaust temperatures and mass flow rates, for each load case, were used as inputs for a model of an ORC. The main parameters of the ORC, including working fluid and turbine configuration, were optimized based on the criteria of maximum net power output and compactness of the installation components. Results from the study showed that an ORC with internal regeneration using benzene would yield the greatest average net power output over the operating time. For this situation, the power production of the ORC would represent about 22% of the total electricity consumption on board. These data confirmed the ORC as a feasible and promising technology for the reduction of fuel consumption and CO2 emissions of existing ships.