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50 years : 50?? anniversary : past, present, future

Dette materiale er lagret i henhold til aftale mellem DBC og udgiveren.

www.dbc.dk

e-mail: dbc@dbc.dk

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DMI NEWS

Forside OK

50 ^th Anniversary Past · Present · Future

years

D M I N E W S 2 00 9 50

th

A n n iv er sa ry

DMI News, 2009 has been printed in English at a total number of 4000 Editor: Nadia Maria Lind · Design & production: Team Rapo ISSN No. 0905-3549 (printed media) · ISSN No. 1602-8554 (PDF)

FORCE Technology 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

FORCE Technology Headquarters Park Allé 345 2605 Brøndby Denmark Tel. +45 43 26 70 00 Fax + 45 43 26 70 11 force@force.dk www.forcetechnology.com

2831-8-en

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Past

4 How it all began

6 A fantastic journey in the world of manoeuvring

8 The seventies and eighties – the decades of Ro-Ro and passenger vessels 10 Building studies in the large boundary wind tunnel

12 Vortex induced vibrations

14 The great oil adventure in the North Sea

16 Great belt bridge – a challenging project for DMI 18 More than 15 years with Human Factors

20 First double ender ferry for Scandlines and Sweferries 22 Adriatic LNG terminal

24 Building the “Emma Maersk”

Present

26 Main facilities

28 Model tests and simulator training with new Tug-Barge system for DONG Energy A/S 30 DMI delivers integrated tactical training centre to the police coast guard in Singapore 32 DMI builds state-of-the-art bridge simulators for Carnival Corporation & pLC

34 Tailor-made bridge team management and emergency response course 36 Leading in simulation of special vessels with special propulsion

38 The simulator is worth gold 40 Reopening of Dansim 42 New climatic wind tunnel

44 Windsea – an offshore wind turbine platform

46 Insight and improvement in the numerical towing tank 48 Dynamic positioning

50 Seatrend – performance analysis

51 Seaplanner Fuelsaver – fuel efficient route planning 52 Green Ship of the Future

Future

54 DMI and the future 57 Future events

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DMI NEWS or less leaving that to the industry, DMI has put all its

emphasis on developing highly realistic math models of any floating structure. this has had a rather long entry into the world market – 10 years - but no doubt that the market values the high quality and professionalism inherent in our (simFlex) products, and sees the direct link to safety and profitability of its own operation.

this issue of DMI news is a special anniversary edition, and it is organized in three sections addressing what we have achieved in the past, describing our capabilities at present, and looking into our challenges and possibilities in the future. We have been here for 50 years, and we plan to be here for at least another 50.

Finally, we wish to thank our customers, business partners, r&D organizations, suppliers etc. in and outside Denmark for contributing to placing DMI in the position it has today.

enjoy your reading!

the management of the Division for Maritime Industry, FOrCe technology

On the occasion of the Division for Maritime Indus- try’s anniversary, it is a pleasure to provide you with a review of 50 years in operation. It is an even greater pleasure to have taken part in just a fraction of its exciting development.

Given this chance to look at DMI in perspective, it is striking how technology has changed our services and products, and even our working environment. On the other hand, certain tools and methods have been re- markably invariant. the latter goes for the use of towing tanks and derivation of resistance, propulsion and seakeeping characteristics of ships. this has, by many, been predicted to cease long ago and be overtaken by numerical models. CFD codes are in rapid development, though, and they play an increasing role now in the commercial design services, but the tank tests have not left the stage.

In parallel, the tank tests have laid the seed for the simulation technology, which has indeed developed rapidly. In the slip stream of the game industry, features such as image generation and projection technology have lifted the fidelity of maritime simulation. More

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Opening of Danish Hydro- and Aerodynamic Laboratory.

Lindø shipyard is established.

The polar vessel M/S Hans Hedtoft sinks off Greenland New International Collision Regulations implemented

N/S Savannah The worlds first nuclear powered

commercial vessel

1957 1959 1960 1962 1963

Great Britain, Sweden, Norway, Denmark, Switzerland, Austria and Portugal establishes the ”European

Free Trade Association”

Cuban missile crisis On October 4, the Soviet Union

launches the first satellite into space Vaccine against measles introduced.

John F. Kennedy is killed November 22, 1963, in Dallas, Texas.

Maritime events Global events

Inauguration of the Danish Hydro- and

Aerodynamic Research Centre in Lyngby, Denmark.

On 4 May 1959, Dr. techn. H.P. Christensen (chairman of the first board) opened the Danish Hydro- and aerodynamic Laboratory at Hjortekjærsvej 99, Lyngby, Denmark.

the managing director was Professor C.W. Prohaska. His deputy (and manager of the workshops) was Professor s.a. Harvald. M.sc.

Klaus Dwinger was the first Head of Dept for Hydrodynamics and M.sc. Helge Petersen was likewise the head of aerodynamics.

the total staff included 20 persons.

It all began in 1870, when William Froude built the first ship model tank in england. the interest for acquiring data in a controlled test environment grew. In Denmark, the technical university (Dtu) was the key initiator in 1914-1915 and again in 1938, when plans were developed for extension of the university in central Copenhagen. However, in 1939, Dtu in cooperation with the Danish academy of technical sciences, atV, found a much more suitable site in Lyngby. Detailed plans for the establishment were developed in 1941, but then World War II put all on hold. In 1947, H. P. Christensen (now president of atV) revived the plans and included an aerodynamic laboratory.

It was the american Marshall-plan and the associated legisla- tion that led to the financial break through, and in 1954 the Ministry of Commerce allocated DKK 150,000 to the detailed engineering, and another DKK 4.6 million as a contribution to the actual construction – provided the remaining funding could be established.

Construction and financing were now in the hands of Professor C.W. Prohaska, Professor s.a. Harvald (ship model tank) and Dr. n. Holm Johannesen (wind tunnels). they succeeded in raising the supplementary capital from various foundations (Otto Mønsteds Foundation, the thomas B. thrige Foundation and the association of Danish shipbuilders) to reach a total budget of DKK 6.45 million for the facilities in Lyngby. Construction started in December 1956.

By nadia Maria Lind, Marketing Coordinator, Division for Maritime Industry, & stig sand, Vice President, Division for Maritime Industry

How it all began

The construction work was conducted by Højgaard & Schultz 1956-1959

Airphoto of Hydro- and Aerodynamic Laboratory 1959

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1964 1965 1966 1967 1969

Martin Luther King receives the Nobel Peace Prize.

IBM introduces the system 360 computer - 2nd generation transistor based

On July 20, 1969 The United States space agency NASA achieved the first manned landing on the Moon as part of the Apollo 11

mission commanded by Neil Armstrong

FORCE Technology as we know it today

In the early 1970s, the “Dansk skibsteknisk Forskningsinstitut”

moved in, and the two institutes quickly found that a merger would make sense. In 1973, the merger was a reality and the new name became “skibsteknisk Laboratorium”.

as the commercial engagement grew, also internationally, the board of Directors found that the name “laboratory” was not adequate for the image the organisation wanted to generate.

therefore, in 1996 “skibsteknisk Laboratorium” changed its name again, and became “Danish Maritime Institute” (DMI).

the company name, DMI, lasted for six years. then the chance to merge with FOrCe technology appeared. With FOrCe technology being strong in the industry and DMI in the maritime segments there was an obvious chance of cross sales and technological syn- ergies across the domains. the two companies merged in 2002.

DMI maintained its abbreviation – now with a slightly altered meaning, viz.: the Division for Maritime Industry.

We Frederik the Ninth, By the Grace of God King of

Denmark, the Wends and Goths, Duke of Sleswig, Holstein, the Ditmarshes,

Lauenburg and Oldenburg, We hereby make known:

Whereas a most humble petition for the confirmation of the By-laws

hereto attached for the “Hydro- and Aerdodynamics Laboratory” has been

laid before us We hereby approve and confirm the said By-laws in their

actual form and contents.

In Copenhagen, 5 February, 1959.

Under Our Royal Seal By command of the King

On behalf of the Minister Signed: H. Jespersen/

Signed: Alf Jensen

(Source: By-laws The Hydro- and Aerodynamics Laboratory)

King Frederik the Ninth opened the research center

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Closing of the Suez Canal in connection with the war

in the Middle East Containerization

1966 1967 1968 1969 1970

French surgeon Christian Cabrol performed the first European heart transplantation in the Paris

Pitié-Salpêtrière Hospital

The first direct-dial phones October 21 - The new Lillebæltsbro is opened

gether with Dr. steve Chislett and Mr. Jørgen strøm-tejsen from DMI to establish the manoeuvring characteristics in the horizon- tal plane (3 degrees of freedom).

In the PMM, the vessel, fully equipped with propulsion and steering devices, is forced to perform a series of pre-determined motion patterns during which the forces acting on the hull are measured in the gauge system. Based upon the measured data, manoeuvring coefficients are established and entered into the mathematical model allowing for the manoeuvres to be simulated.

One of the key reasons for the success at the time was the avail- ability of the first micro computers, which DMI purchased as one of the first companies in Denmark, which made it possible to analyse the large amount of data.

With the PMM apparatus it is possible reliably and cost effectively to obtain the manoeuvring characteristics of a vessel in a normal towing tank.

In the early sixties, an important journey started in the towing tank at DMI. a long journey into the advanced techniques of obtaining the manoeuvring data and with them enabling the naval architects to simulate the manoeuvres of a vessel sailing at sea. and it is a journey with a strong influence on the history and development of the Division of Maritime Industry (DMI) and the services and products offered today to clients all over the world.

early in 1962, Professor C. W. Prohaska, the first managing director of DMI (1959 to 1973) arranged that Professor M. a.

abkowitz could spend his sabbatical year from MIt as a visiting professor at DMI.

In the David taylor Model Basin, Professor abkowitz had seen the methods used to predict the vertical motions of a sub- merged submarine developed by Goodmann & Gertler, and this knowledge he brought to DMI. During his stay, the first versions of the Planar Motion Mechanism (PMM) were developed to-

a fantastic journey in the world of manoeuvring

By Leif Wagner smitt, senior specialist, Hydro & aerodynamics Christian schack, Head of Department, Hydro & aerodynamics

Large tanker vessel fitted with POD units mounted on the Large Amplitude PMM

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First Danish produced

container ship, M/S Falstria Danish Hydro- and Aerodynamic Laboratory

changes its name to Skibsteknisk Laboratorium B&W delivers fast

container ship M/S Selandia to EAC

1971 1972 1973 1974 1975

January 2 - The American satellite Mariner 9, begins to map the

planet Mars.

Intel introduces the micro processor.

The 4004 chip. Sears Tower, Chicago, completed.

The oil crisis begins May 30 - ESA, the European Space

Association, is established November 28 - John Lennon’s last

live performance as a guest at the Elton John-concert in Madison

Square Garden in New York

the PMM has been the backbone in the development of assessment of manoeuvres and development of simulation models at DMI. the PMM has been redeveloped numerous times, and the current design provides the possibility of large amplitude motions and the possibility of performing tests in 4 degrees of freedom by adding a rolling mechanism. the design has been sold to numerous model basins worldwide.

at present, DMI continues to perform a large number of manoeuvring tests every year which all contribute to our know-how by as- sembling data and adding results to our database. the database forms the foundation of our neural network, based on which we are able to predict manoeuvres at the early design stage and to prepare initial mathematical models for the simulator.

Based upon the initial development of the first PMM in the early sixties, DMI has been actively involved in IttC manoeuvring com- mittees both as a member, but also in several rounds as chairman.

the active position in the field of manoeuvring has resulted in numerous technical papers over the years and the involvement in conferences such as Marsim and lately hosting the simman 2008, a workshop on verification and validation of ship manoeuvring methods.

With the advances into CFD, new areas are being evaluated, and over the last years, DMI has actively put a large effort into the practical application of CFD in the field of manoeuvring.

this work will be continued in the years to come in collabora- tion with the Office of naval research (Onr), the university of Iowa, the technical university of Denmark and many others.

Professor M. A. Abkowitz Professor C.W Prohaska

Sketches of the Large Amplitude PMM and the rolling mechanism for 4 DOF tests

Forced motions such as Pure Sway and Pure Yaw are generated with the PMM

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Oil production starts at Dan Field in

the Danish sector in the North Sea Jan Bonde Nielsen takes control of

B&W ship yard

1971

1970 1972 1973 1974

The CAT Scan, Computerized Axial Tomography, is introduced

to the medical world

The Watergate scandal January 14 - Princess Margrethe

is crowned Queen of Denmark Ray Tomlinson sends the first

e-mail between two computers Maritime events

Global events

wind tunnels during the seventies and eighties. Quite a number of these vessels were modeled mathematically and used for operational tests and training in our simulators. today our database of mathematical models includes a large number of ferries and cruise vessels.

On the international scene, DMI was involved in numerous significant vessels. For Wärtsila (today stX Cruise europe), model tests were performed for several projects. some of the better known ships were the Gts Finnjet, the fastest conventional ferry ever built with an astonishing service speed of 31 knots (fitted with two large gas turbines) and the royal Princess Cruise vessel for which the first purpose was newbuildings for P&O Cruises and these are still in service today.

the towing tank assignments involved both still-water tests, seakeeping tests and maneuvering tests in our Planar Motion Mechanism (PMM). In our wind tunnels, the focus was on wind loads in order to evaluate the side forces during maneuvering, but also some of the first smoke tests were performed in order to In the seventies and the eighties, the ferry building was in

high gear. the shipyards in most of europe were very busy building ferries and ro-ro vessels. In Denmark, the shipyards Helsingør shipyard, nakskov shipyard, Burmeister & Wain, aalborg shipyard, aarhus shipyard and Frederikshavn shipyard were busy building ro-ro and passenger vessels for operators in both Denmark and abroad. also the Danish consulting naval architects were very active, especially Knud e. Hansen a/s was heavily involved in design of ro-ro and passenger vessels, which were built all over europe.

the Danish shipyards were recognized all over europe for high quality, and even today ro-ro and passenger vessels built in Denmark in the seventies and eighties can be found in spain, Italy, and many other countries worldwide.

DMI (Danish Maritime Institute) was heavily involved in both shipyards and as consultants in Denmark and internationally with model testing of ro-ro and passenger vessels. More than 175 ro-ro and passenger vessels were tested in our towing tank and

By Christian schack, Head of Department, Hydro & aerodynamics

the seventies ^and eighties

– the decades of ro-ro and passenger vessels

Wind tunnel tests with a model of M/S Carnival

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Reopening of the Suez Canal

Construction of the last great tankers, M/T Seawise Giant 565,000 tdw.

B&W motorfabrik presents constant pressure turbo charging on their large diesel engines

1st STCW convention – Denmark implements the IALA

System A 1978/8 USA turns over the

Panama Canal to Panama Carnival Cruises orders first purpose

built cruise ship at Aalborg shipyard

1975 1976 1977 1978 1979

Helsinki accord signed. Thirty-five states signed the declaration (the USA, Canada, and all European states except Albania and Andorra)

May 23 - First insulin produced by laboratory-made bacteria.

USA turns over the Panama canal to Panama.

Tenerife plane crash boosts CRM training in aviation July 20 - Viking 1

lands on Mars.

Apple II Computer

May 4 - The Conservatives win the election in the UK and Margaret Thatcher

is appointed new Prime minister.

May 1 - Greenland acquires home rule

optimize the funnel design and thereby avoid smoke nuisance on the open decks.

the knowledge in ferries and ro-ro vessels gained in the seventies and eighties was the start of a strong position in the market. since then, DMI has remained very active in the field of model testing of passenger vessels including not only ferries and ro-ro vessels, but also cruise vessels and luxury motor yachts. traditionally, the propulsion was a twin screw open shaft, but today the propulsion also includes POD units, azimuthing thruster units, waterjet units, Voith schneider units, etc.

In addition to the model testing in the towing tank and wind tunnels, DMI was very active with stability work for the shipyards.

as DMI was one of the first companies to buy large computers, an area of great interest was stability calculations for especially passenger vessels. Over the years, DMI has worked actively in the field of stability calculations (both intact and damaged) and was actively

involved in the work at IMO to define the new rules for damage stability. after the sinking of the “Herald of Free enterprise” in 1987, DMI became heavily involved in investigations of the damage stability of ferries and ro-ro vessels. DMI was involved in numerous studies for both the Department of transport in united Kingdom and several nordic studies to gain more insight into the vessel behavior and survivability in damaged condition. after the large r&D projects, DMI has performed numerous damage stability test campaigns for ferry and ro-ro operators from all over europe.

the considerable know-how in hydro and aerodynamics of ro-ro and passenger vessels has naturally been transferred to our large full-mission simulators – based upon our own simflex navigator - and has been used for numerous simulation projects, both general ship handling courses but increasingly also for engineering studies of ships and/or port layouts to ensure safe operations. the simulation studies included all types of ro-ro and passenger vessels with all types of propulsion systems.

Newbuildings at Major European Shipyards during the seventies and eighties

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The oil platform Ocean Ranger sinks during a storm off the

coast of Newfoundland, killing all 84 rig workers aboard Semi submersible platform

Alexander Kielland sinks in the North Sea

1981

1980 1982 1983 1984

January 6 - several places in Europe registered the highest temperature. In Prague 12.8 degrees,

the warmest day in 200 years. In Copenhagen the warmest day since 1938, 11.4 degrees

Macintosh computer with mouse launched Wayne Gretzky scores his 77th

goal of the National Hockey League season, breaking the

previous record of 76 Ronald Reagan replaces

Jimmy Carter as president IBM present their fist PC

Airport control tower being prepared in the Large Boundary Layer Wind Tunnel

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The Danish Ministry of Industry establishes ”Project Skib”.

”Skibsbevaringsfonden” is established.

The Danish shipyard Nakskov is closed

First large simulation study for Port of Singapore.

The first Danish ship in DIS

”Dansk International Skibsregister”

M/F Herald of Free Enterprise

capsizes in the English Channel The grounding of

Exxon Valdez in Alaska

1985 1986 1987 1988 1989

Gorbachev becomes Soviet leader January 2 - Halley’s comet can be

seen on the sky. Visible next time in 2062 October 1 - Danish TV station TV

2 broadcasts television and breaks DR´s monopoly in Denmark

Berlin Wall brought down

Maritime events Global events A selection of wind tunnel studies performed in the Large Boundary Layer Wind Tunnel

With the opening of our Large Boundary Layer Wind Tunnel in 1982, a large amount of building studies has been performed from the mideighties.

the Large Boundary Layer Wind tunnel has a test section of 1.8m x 2.6m and a length of 21.0m. the large test section enables us to accurately model the wind profile and the turbulence intensity which is necessary to be able to make an accurate prediction of both global wind loads and local cladding loads. the studies performed cover a large variety of projects from large power plants to urban city development projects, football stadiums, large hotels, high-rise buildings, airport control towers and complete airports.

the assignments typically include global wind load measurements on high frequency force balance, local pressure measurements measured with advanced pressure measurement system which can measure at numerous points on the surface of the models, and wind comfort & local wind climate investigations. For large and slender structures such as high-rise buildings, bridge pylons and air traffic control towers, several aero-elastic model tests have been performed over the years, establishing a profound know-how in our aerodynamic team.

One of the more special studies was the investigation of the wind effect on the “Leaning tower of Pisa”. the tower of Pisa is known worldwide for its extraordinary tilt angle. While amusing to tourists, the degree of tilt and especially the acceleration in tilt in the mid eighties caused considerable concern in Italy. DMI was assigned to carry out a wind tunnel study to document the wind forces acting on the tower. the study was a part of a large international investigation to determine the cause of the accelerating tilt angle and most importantly to find the best solution to stop the accelerating tilt angle. Based upon the results from the wind tunnel test and all the other investigations, a final solution was found and implemented to stabilize the “Leaning tower of Pisa”.

Building studies in the

large boundary layer wind tunnel

By søren Vestergaard Larsen, senior Project Manager, Hydro & aerodynamics & Christian schack, Head of Department, Hydro & aerodynamics pAST DMI NEWS

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1980 1981 1982 1983 1984

Spain becomes member of Nato Domain name system invented by Paul Mockapetris The first flight of the space shuttle

Columbia - the first reusable manned space vehicle

December 19 - Great Britain and China sign treaty to transfer Hong Kong to China on July 1 1997 Maritime events

Global events

stant pretension, even when the model was oscillating violently.

Varying towing speed and/or pretension, a large range of reduced velocities (Vr), could be covered.

the tests included risers and casings alone, as well as fitted with various VIV-suppression means, e.g. helical strakes.

Later in the eighties, the same rig was used for tests for snaMPrOGettI on spanning pipe lines. In this case a false bottom was hung from the carriage and towed along with the pipe model.

the clearance between the pipe line model and the bottom could be changed and the false bottom was given sufficient longitudinal length to provide room for installation of spires and other turbulence generators upstream of the pipe line model.

the work carried out in the early eighties founded the expertise that still remains a core area at DMI. two areas hold much atten- tion in the field of civil engineering: the vibrations of cables on bridges e.g. suspension bridge hangers and cables of cable stayed bridges have been major focus areas for many years with great involvement in the large bridges built in Denmark and abroad.

this work is further intensified with the building of our new climatic wind tunnels, where the aim is to investigate cable vibrations under the influence of rain and ice. VIV motions of bridge decks since the early eighties, DMI has been very active in the world of

vortex induced vibrations (VIV) investigations.

Vortex shedding induced cross flow vibrations are known to cause a serious threat to the safety of flexible cylindrical or near cylindrical structures located in steady wind or currents. examples of such structures from the engineering world are many and of great variety. typical areas include tall chimneys, bridge pylons, stay cables, drilling and production risers, spanning pipelines, tensioned tethers and floating platforms such as sPar platforms, floating buoys under towing, etc.

In 1980 and 1981, DMI carried out a large VIV study for exxon Production research Company on risers and drilling casings subject to strong current. a special test rig was built, consisting of a towing frame installed at one end of the towing carriage. the 10m long riser/casing models were mounted on a rod stretched horizontally between struts on either side of the towing frame.

For easy installation of different models on the model support rod, the whole towing frame could be swung out of the water using an existing gantry crane.

a pretension system made it possible to adjust the pretension in the rod accurately from 0 to 4 tonnes and to maintain nearly con-

Vortex induced vibrations

By Leif Wagner smitt, senior specialist, Hydro & aerodynamics Christian schack, Head of Department, Hydro & aerodynamics

Test rig prior to deployment in the towing tank

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DMI NEWS

Kuwait Oil Company’s VLCC Mv Bridgeton strikes an Iranian

mine near Farsi Island.

The ship was repaired SOLAS Protocol and MARPOL amendments enter into force

1985 1986 1987 1988 1989

Chernobyl catastrophe The first Amiga computer

on the market Aretha Franklin in the

Rock and Roll Hall of Fame First maneuvering simulator at DMI.

First Danish female shipmaster Longest undersea tunnel opens. 23.3 km

undersea railroad tunnel between Aomori Prefecture on the Japanese island of

Honshu- and the island of Hokkaido-

the tests were performed on a scale 1:40 model of the entire platform with truss in our 240m long towing tank. the effective reynolds number was brought into the supercritical regime by means of roughening on the sPar hull cylinder.

the aim of the tests was to investigate the optimization and implementation of helical strakes on a sPar platform. However, on a sPar structure the strakes cannot always cover the entire circumference due to the constraints imposed by transporta- tion and launching of the platform at the site for installation.

In addition the external mooring lines and chains require fairly large holes to be cut into the strakes. Finally, to eliminate adverse fatigue due to wave action in the splash zone and to avoid damage from platform support vessels it is desirable to terminate the strakes some distance below the water line. all these factors reduce the effectiveness of the strakes, and therefore an extensive test program has been performed in several test sessions to find the optimal solution. Findings have shown that various parameters such as hull diameter and hull diameter to depth ratio are important parameters to find the optimal strake configuration.

DMI continues to be active in various assignments involving VIV on maritime structures including tow-out of GBs platforms, tow-out of subsea structures, and VIV on sPar platforms.

have also been tested extensively, as well as aerodynamic means for mitigating VIV if present.

the second area is investigations on large maritime structures such as sPar platforms and large floating structures. On sPar platforms, DMI has been involved in more than 20 projects over the years for various clients including exxonMobil, technip, and Chevron.

For exxonMobil, DMI was involved in several investigations including a study for the Diana sPar. For this project lower reynolds number tests were performed at DMI using unique pendulum setup.

Furthermore, a special rig was designed and manufactured for high reynolds number tests. the setup was airlifted to Washington D.C. for testing at DtMB, who had a towing tank and carriage with sufficient power and speed to perform the tests. the test was performed at DtMB by a team consisting of DMI and DtMB personnel.

For technip (and before that CsO aker), numerous studies have been carried out on sPar platforms. a large series of test assignments was started in 2002, where VIV tests were performed on the Gunnison truss sPar. the project was a study into the difficulties in implementing a good theoretical solution on to a real life platform.

VIV tests at DMI for ExxonMobil Pictures of the Gunnison SPAR model

pAST DMI NEWS

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The Russian whiskey class submarine on the rocks in Sweden.

The rescue ship RF2 sinks outside Hirtshals in a December storm The port of Aarhus expands

with new east harbor Statfjord C Condeep platform

is installed in the North Sea

1980 1981 1982 1983 1984

The first computer virus.

Written by Rich Skrenta Microsoft Word is first released Summer OL in Los Angeles, California, America Maritime events

Global events

out, extreme wave loading, removal of the GBs from site and many other assignments. amongst other projects, a series of tests were performed on the troll a Condeep platform, a very large hydro elastic model of the GBs, to determine the loads and motions of the concrete towers.

Based upon the knowledge gained in the tank and the wind tunnels DMI was involved in several large simulation studies of the GBs platforms from the building site to the topside installation site (in a deep fjord, protected from wind and waves) and from the installation site to the final position in the north sea. the simulation studies involved numerous tugs, and the final setup was first used to evaluate the feasibility and finally used to perform training of the entire operation with the tug captains prior to the real tow out.

Floating platforms

In the late eighties and early nineties, DMI was involved in numerous studies on floating platforms ranging from basic seakeeping studies to advanced moored and dynamically positioned platforms for operation in harsh environment.

Over the years, the model test systems developed at the time have been constantly improved and we continue to use them for new and challenging projects involving both ships and floating offshore structures.

In the eighties, the oil industry was booming with large activities all over the world. a large number of platforms were designed, built and installed at oilfields around the globe.

Wind tunnel testing

the platforms were larger and more complex than platforms built and installed in the seventies, and combined with new rules and regulations, especially in the formulation of wind spectra to be used for determination of the wind loads, focus on the design and development of new platforms increased. DMI was involved in a large number of wind tunnel studies for both fixed and floating structures in our wind tunnels, especially after our large boundary layer wind tunnel was opened in the early eighties. the new wind tunnel enabled us to perform wind tunnel tests with accurate modeling of the wind profile and turbulence intensity.

Gravity base structures – model tests and simulations

the large gravity based platforms (GBs) involved a wide range of expertise provided by DMI. DMI was involved in several investigations on the Gullfaks a & B, Draugen, sleipner a and troll Condeep platforms for norwegian Contractos. DMI performed a whole range of wind tunnel tests on several of the GBs platforms installed in the north sea to find wind loads and current loads on the final platform, the platform during construction and during towage. In the towing tank, studies were performed on the tow

By Christian schack, Head of Department, Hydro & aerodynamics

the great oil adventure

in the north sea

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DMI NEWS

Russian passenger ship SS Admiral Nakhimov collides with Bulk Carrier in the Tsemes Bay, 423 of the

1234 people on board died

Gullfaks C Condeep platform is installed in the North Sea

at 216m water depth

1985 1986 1987 1988 1989

Space shuttle Challenger explodes June 21 - Greenland’s national day. The

Greenland flag is raised for the very first time the simpsons became a part

of the tracey ullman show George H.W. Bush is

appointed President of United States of America

Maritime events Global events Various platforms tested in our large boundary layer wind tunnel

Gullfaks A model being towed in the towing tank

Dynamical positioned platforms in our towing tank

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Sleipner A Condeep platform sinks during pressure trials in the

Gandsfjord in Norway.

DMI’s mathematical models are upgraded from 3 to 6 degrees of freedom.

Fire onboard M/F Scandinavian Star

DMI delivers the first simulator software to the simulator center in st. John Newfoundland.

The code is still used

M/V Braer, a Liberian oil tanker, runs aground off the Scottish island of Mainland, causing a massive oil spill

New International measurement of ships in terms of gross tonnage (gt).

M/F Estonia sinks in a storm

1990 1991 1992 1993 1994

February 7 - the European Union

(EU) is established The Republic of Macedonia is admitted to the United Nations January 7 - the Leaning Tower

of Pisa closed for tourists due to danger of collapse. DMI carries

out wind tunnel tests

Finland joins the EU Maritime events

Global events

alignment and position of navigational marks. Thus, the numerous simulations were decisive for amongst other the bridge’s main particulars.

Full-mission simulations changed the design

During the design of the bridge, a very important requirement with regard to safe navigation under the bridge was that two vessels should be able to pass each other with a level of safety equal to the safety before the bridge was built. During the initial design, the bridge designers were looking at both cable stayed bridge and suspension bridge designs, but after the simulations DMI was heavily involved in the entire design process during the

design of the Great Belt bridge.

DMI’s expertise was called for in the fields of aerodynamics, simulation and hydrodynamics both at the initial design phase, and during the construction phase of the bridge.

Mr. Finn ennemark, storebælt a/s / Øresundskonkorsortiet og Femern Bælt a/s: Use of DMI’s marine simulator was an essential tool in determining the optimal span of the East Bridge, as well as optimizing the waterway with regard to

Great Belt bridge

– a challenging project for DMI

By Christian schack, Head of Department, Hydro & aerodynamics & Peter K. sørensen, Head of Department, training, Ports and Human Factors

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Troll Condeep platform installed

at 303m water depth Great Belt bridge opens for traffic

1995 1996 1997 1998 1999

Copenhagen is appointed cultural city of the year March 26 - the Schengen

Agreement takes effect Pathfinder lands on Mars

it was clear that only a suspension bridge with a span of about 1600m would fulfill the requirement. Furthermore, simulations were carried out to fine-tune the final channel design. to ensure safe navigation under the bridge both during and after building the bridge, a major training program was established for more than 80 pilots.

Hydrodynamic expertise for safe construction of the bridge

During the design, one of the critical aspects was the tow out and installation of the caissons of the towers for the bridge. From the

building site a challenging tow out of approximately 40 nautical miles went through busy shipping routes. the study included both numerical calculations and model tests of the motions of caissons during tow out and the positioning procedure on site.

For installation of the bridge elements on the west bridge, DMI performed tests on the special crane vessel “svanen”. the work included both planar motion mechanism tests to derive hydrodynamic loads during maneuvering and also wind tunnel tests to determine wind load during installation.

Aerodynamic expertise

DMI was a trusted partner in all the wind tunnel tests for the Great Belt bridge. From the initial section model tests performed in our large boundary wind tunnel (Wt2) for the suspension bridge all the way to the complete aeroelastic full bridge tests.

Before the full bridge tests could be performed, there was one major challenge, namely that no wind tunnel in the world was available to perform the tests.

therefore a/s storebælsforbindelsen and DMI jointly designed and constructed the wide large boundary layer wind tunnel (Wt3). today, the large wind tunnel is a central part of the DMI expertise in aerodynamics on large bridges.

the entire aerodynamic project has ensured DMI’s position as one of the leading providers of aerodynamic expertise in bridge design and development. this position DMI continues to nurse in cooperation with universities, bridge designers, bridge builders and bridge operators worldwide.

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M/F Tycho Brahe hits the wharf in Helsingør due to human error

The Polish ferry M/S Jan Heweliusz sinks off the coast of Rügen in the

Baltic Sea, killing 54 people

1990 1991 1992 1993 1994

The first Canadian woman in space,

dr. Roberta Bondar Miguel Indurain wins

the 1993 Tour de France

USSR formally comes to an end Winter OL in Lillehammer, Norway

It started in the maritime domain

Based on this accident, the ferry company initiated a simulator based training and selection program with focus on Human Factors elements. this was also the start of a fruitful cooperation between DMI and the national research Laboratory risø. two important tools were developed to support objective scoring of human behaviour. the event Log system was used by a simulator instructor to score various safety parameters, and the CommLog system was

International peer review places DMI in a leading position on Human Factors.

In 1991, a joystick operated Four-thruster ferry hit the pier in Helsingør, and more than 50 persons were injured. the navigator misunderstood the setting of the joystick. He thought it was in har- bour mode, but it was in fact still in sea mode. this was the start of the Human Factors (HF) era at DMI.

More than 15 years

with Human Factors

the socio-technical system illustrated by ”the septigon* Model”

By Peter K. sørensen, Head of Department, training, Ports and Human Factors

A.P. Møller conducts simulation as part of CRM program at DMI. This leads to significant reduction in accidents.

SIMTRANS, the forum for use of simulators in the airline, maritime, air traffic control,

railroad, healthcare sectors, is formed Ref.: Koester, T. (2007). Terminology Work in Maritime Human Factors. Situations and Socio-Technical Systems. Copenhagen: Frydenlund Publishers.

Septigon refers to Society and Culture, Physical Environment, Practice, Technology, Individual, Group and Organisational Environment Network.

Septigon is also the name of a shape with 7 sides – the outline of the model.

Individual

Group Technology

Practice Physical

environment

Society and culture

Organisational environment

The Socio-technical System illustrated by ”The Septigon* Model”

Ref.: Koester, T. (2007). Terminology Work in Maritime Human Factors. Situations and Socio-Technical Systems. Copenhagen: Frydenlund Publishers.

* Septigon refers to Society and Culture, Physical Environment, Practice, Technology, Individual, Group and Organisational Environment Network. Septigon is also the name of a shape with 7 sides – the outline of the model.

Human components, psychological capabilities and limitations, personality, personal workload management, experience, knowledge and recency

Other individuals (relational and communicational aspects, interactions, team skills, crew/team resource management, supervision)

Policies, norms, formal rules, procedures, company and management, organisation of work

Socio-political and economic environment, regulatory issues, cultural aspects and barriers, nationality and language Custom and practice, informal rules, ”how

we do things here”

Vessel, equipment, instruments, machines, tools, automation, manuals, operational material, signs

Physical workspace environment, air quality, temperature, lighting conditions, noise, smoke, fumes, vibration, weather, visibility

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DMI develops own maritime CRM material together with French Dedale.

New STCW convention implemented

DMI produces complex mathematical model for jack-up rig

DMI’s Guesthouse donated by A.P.

Møller foundation is inaugurated.

The Great Belt bridge is opened

M/S Voyager of the seas is delivered from Kvaerner Masa Yard to RCCL.

Svitzer buys Swedish tug company Röda Bolaget.

Lindø shipyard’s portal crane is destroyed in a December storm

1995 1996 1997 1998 1999

The first cloned sheep, Dolly.

A major breakthrough in genetic technology

Hong Kong becomes Chinese August 21 - Shipping company Scandlines is established

used to categorise all utterances during a simulator exercise (see one of the outputs in fig. B).

soon after these initial events, a.P. Møller-Mærsk, DFDs and the Danish pilots requested assistance for Crew resource Management training during the mid nineties.

although being new to the maritime domain, several HF programs were developed for the airline industry at that time. DMI chose to further develop a system from the French company Dedale, who by ICaO was evaluated as supplying the best system based on the most recent knowledge at that time.

a number of years went by servicing the maritime domain with HF services including simulator based training, development of procedures, performance assessment, accident investigation and reporting system development. the effect of the HF training was tremendous and can clearly be seen in figure a.

Transfer to other domains

at first our HF knowledge was requested in other typically safety critical domains related to the maritime sector such as the offshore and energy sectors. But at the turn of the millennium we also covered the healthcare and railroad sectors. the staff now included a number of cognitive psychologists, who studied human behaviour, risk and safety in operational sectors.

the cooperation with risø continued and was strengthened in 2002 by the formation of Danish Human Factors Centre, which is still chaired by DMI.

Design optimisation

the areas in which HF is seen to make a useful difference as a catalyst ensuring optimal interaction between safety, efficiency and quality in operations are still increasing. as inappropriate design of tools and apparatus may have a negative effect on performance, design is one of these growth areas. this is partly due to a cooperation with industrial and graphical designers which this year has culminated in the formation of a strategic cooperation and branding of design-oriented HF activities. By combining HF knowledge with design, considerable time and effort can be saved in the product development phases by avoiding the effect of e.g. human errors and misunderstand- ings.

Further and constant development of Human Factors services

We are constantly acquiring and developing new HF knowledge through our international network of HF experts. One of our experienced psychologists, thomas Koester, has recently developed the septigon model as part of his Ph.D. dissertation.

today, this new model is used extensively to understand and find the true root causes in accident investigations or as part of prevention programs.

The future

HF will play a significant role for DMI’s activities in the future since it is seen as a vital area for being able to enhance industry’s competitiveness in a global context as well as supporting DMI’s own products and services.

Initiative-profile for Captains

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

Capt. 1 Capt. 2 Capt. 3 Capt. 4 Average this course Average all courses

Te am A Ave r age s Commands Observations Questions Mutter

Figure B

Initiative-profile for Captains

pAST DMI NEWS

1 9

Skibsteknisk Laboratorium changes its name to Danish Maritime Institute (DMI)

effect of Deck Officer training

Figure A

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1990 1991 1992 1993 1994 Maritime events

Global events

uV- frame type. Furthermore, different types of fins forward and aft were included in the test program as well as thrusters with and without nozzles.

In connection with the manoeuvring test, there was some concern whether or not the hull would be course stable. therefore some unusual zig-zag tests were conducted. usually, 10-10 and 20-20 zig-zag tests together with spiral tests are used to unveil whether or not a hull form is course stable. In this case with the new double ender ferry, some 2-2 zig-zag tests were necessary.

In this type of test, the aft thruster units are turned 2 degrees to port, and when the ship has changed its course 2 degrees, the thrusters are turned 2 degrees to starboard and so on. such tests would unveil if the course overshoot converges or not.

Simulations

In addition to the extensive model tests and thorough manoeuvring, simulation programs were conducted. they included testing of the ships’ manoeuvrability and training of all the bridge officers for the new vessels.

First of all, it was important to see how the vessels performed close to the berths and to see how well they could manoeuvre in general. secondly, a training program for all the bridge officers was considered mandatory. the purpose was for the officers to have hands-on themselves as the helmsman would no longer be a part of the bridge crew (except for lookout when needed). It was also important to provide the officers with a feel for the new vessels, as it was known in advance that they would manoeuvre quite differently from scandlines’ and sweferries’ conventional 2 propeller and 2 rudder ferries.

after a few initial challenges, the ferries proved to fulfil the expec- tations, and they have proved very efficient and a great success to the public and to the passengers travelling with them.

Around 1990, the Danish ferry company Scandlines and the Swedish ferry company Sweferries decided to build a new type of vessel for the route between Helsingør (Elsinore) and Helsingborg. This route connects eastern Denmark with Sweden.

the propulsion system was very different from the one the companies’ bridge navigators were used to. the ships were to be equipped with 4 azimuth thrusters, two at each end. this propulsion system was controlled by KaMeWa joysticks. the bridge layout was also different from that of the conventional ferries that both companies had previously owned.

the pilot/co-pilot system that is used in aircraft cockpits was introduced on the bridges of these new ferries. as a result of this, the procedures on the bridge were changed. the Captain and Chief Officer would sit in chairs in front of a horse-shoe- shaped set of consoles with joystick control, radars etc. the traditional helmsman was left out, as one of the two officers would be steering the ship from port to port. the manoeuvrability of these ferries is extremely good. they can turn on a dime and they can sail 4 knots sideways, just to mention a few characteristics.

Model tests

During the design stage of the project, DMI performed an extensive series of model tests.

the tank tests included resistance, self propulsion, manoeuvering (PMM - Planar Motion Mechanism), free sailing manoeuvring, thruster interaction and thruster-hull interaction tests.

at an early design stage, it was not clear whether a u- or V- shaped hull form would give the best performance. therefore three different hull shapes were tested: u-, V- and a combined

By Jens Bay, senior naval architect, training, Ports and Human Factors

First double ender ferry for scandlines and sweferries

Passenger ship M/S Scandinavian Star catches fire in open sea between Norway

and Denmark, 158 people are killed.

Container ship loses twenty-one 40 ft containers in a storm between

Korea and the US. One container contains 80,000 Nike shoes

Tank tests at DMI helps Danish World Champions to select canoe.

The SS American Star breaks during towage in the Atlantic Ocean and is beached at Fuerteventura in the Canary Islands a few days later

The Maastricht Treaty is signed,

founding the European Union Belgium becomes a federal state rather than a kingdom The Super Nintendo Entertainment

System (“Super Nintendo”) is released in the United States

Nelson Mandela is inaugurated as South Africa’s first Black president The Italian ferry Moby Prince

collides with an oil tanker in dense fog off Livorno

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1995 1996 1997 1998 1999

Maritime events Global events The Sound between Denmark and Sweden

at Helsingør and Helsingborg

U-shaped hull form with fins

One of the models tested. Here seen rigged in the PMM – Planar Motion Mechanism. The propulsion engines driving the 4 thruster units can be seen forward and aft

The Scandlines 4 thruster ferry steaming in the busy waters between Denmark and Sweden

Aquamaster joystick that was used for one of the ferries

V-shaped hull form without fins

During a free sailing test, the model was big enough to carry two captains. They could control each of the 4 thruster units and there- by get an impression of how well the ship would manoeuvre

pAST DMI NEWS

2 1

DMI’s new ship simulator center DANSIM is inaugurated.

3 full-mission simulators The bulk carrier M/S Erika

sinks off Spain shore

The DVD, an optical disc computer

storage media format, is announced the comet Hale-Bopp makes

its closest approach to earth napster, a music

downloading service, debuts Microsoft releases Windows 98

(First Edition)

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2000 2001 2002 2003 2004 Maritime events

Global events

Interactive tug simulation study – first phase

Back in 2004, DMI won the contract for simulating the approach to and the departure from the terminal. the contract was a major step in the development of the tug simulation technology at DMI as it was the first time a customer requested four fully interactive vessels to be simulated. Hence, the tug simulator setup consisted of four individual simulators, each controlling its own ship either the LnG Carrier or the three fully modeled tugs. the approach to the offshore terminal did not present any manoeuvring difficulty;

hence the focus of the study was to determine tug utilization and power requirements for berthing/unberthing an LnG carrier as well as confirming predetermined environmental operational limits.

this information was used as the basis for developing a specifica- tion for tug fabrication/acquisition. the main objective of the first phase of the simulation study was to carry out an assessment of tug performance for the adriatic LnG terminal by use of a ship- manoeuvring simulator including:

• Evaluation and assessment of the most appropriate tug assistance configuration for berthing and unberthing for a given array of environmental operating limits, including defining the required size, type and performance characteristics and optimal positioning of tugs along with their towline and winch systems.

Background information

the adriatic LnG terminal is the first offshore Gravity Based structure (GBs) in the world for unloading, storage and regasifica- tion of liquefied natural gas (LnG). terminale GnL adriatico srl is the company that has designed, built and will operate this first of its kind facility located offshore of Porto Levante in the northern adriatic sea.

the company was established in 2005 by Qatar terminal Limited, a world leader in LnG export, exxonMobil Italiana Gas, an affiliate of exxonMobil - the world’s largest publicly traded energy company and edison, a leading player in the Italian energy market.

since the arrival of the terminal to Italy in september 2008, key installation activities (such as GBs ballasting and Mooring Dolphin installation) have been completed and remaining hook-up has progressed.

the final commissioning commenced in spring 2009, leading to the planned arrival of the first LnG cargo for cool-down of the terminal. Following cool-down, the terminal will run test performance before reaching full operational capacity later in 2009. When fully operational, the terminal will receive an LnG carrier approximately every four days. LnGC operations at the terminal will take place in severe environmental conditions, due to its location in open sea.

adriatic LnG terminal

By Cathrine M. steenberg, Head of Department, simulation and Information technologies & Peter K. sørensen, Head of Department, training, Ports and Human Factors

DMI participates in the formation of EVIMAR, European Virtual

Maritime Institute.

DMI produces Computer Based Training courseware on Colregs, Ship handling and Radar/Arpa

DMI supplies full-mission simulators and training systems to SAMTRA in South Africa.

DMI develops simulation system for tandem mooring of FSO/Export tanker

9/11, Twin Towers in America was subject to terrorist attack Y2K (Year 2 Kilo = ”År 2 x 1000”)

Øresund bridge is opened between Denmark and Sweden

Disney Channel in Denmark Ten nations join the EU DMI produces advanced mathematical

model for podded propulsion.

DMI’s SimFlex Navigator Bridge Simulator system is released.

DMI introduces Computational Fluid Dynamics based maneuvering calculations

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DMI NEWS

2005 2006 2007 2008 2009

• Analyze local tug capabilities.

• Test different tug combinations and configurations.

• Confirm the optimal positioning of the tugs for each of the objectives above.

Simulated tug strategies

the completed simulations covered a large number of different scenarios where various tug strategies were simulated under different limiting environmental conditions. strategies that used a selected number of tugs were considered to be normal procedure for operation at the terminal. to ensure that operations would not be delayed or adversely impacted by a single tug breakdown, different tug strategies were also investigated.

Training of pilots and tug masters – third phase

In 2007 and 2008, specific training of local Italian pilots and tug masters was initiated. the pilots and tug masters used the same simflex navigator tug simulator setup with 4 coupled simulators that were used for the simulation study.

the training focused on the manoeuvring strategies found during the study. the participants had little experience in this kind of operation in terms of the tugs and LnG carriers involved, and needless to say the training was very important in order to bring the pilots and tug masters up to the required skill level.

• Evaluation and assessment of the performance of LNG carriers’

berthing and unberthing manoeuvres using the performance of specific tugs nominated by the client.

the simulations covered scenarios for a 145,000m³ spherical LnG carrier berthing and unberthing at the terminal. the final approach to the unloading berth began approximately parallel to, and abeam of the GBs at a distance of between 100 to 200 meters, until the LnG carrier was alongside the fenders, which are at a distance of 25 meters from the sidewall of the GBs.

For sensitivity purposes, the final tug type, bollard pull and configuration selected for the 145,000m³ LnG carrier were also used to determine allowable wind and wave berthing and departure limits for a larger 216,000m³ membrane LnG carrier.

Interactive tug simulation study – second phase

In 2006, a second phase of the interactive tug simulation study was completed. the second result completed those found in the first study. the overall objectives of the second phase interactive were to:

• Determine if the selected number of tugs and bollard pull was suitable to berth and unberth a wider range of LnG carriers during an array of terminal environmental operating limits and to determine any impact on weather criteria agreed in the first phase.

N

GBS Tug 4

Tug 3 Tug 2

Tug 1

Example of tested strategy for departure in southern wind with starboard side to berth using 4 tugs

pAST DMI NEWS

2 3

The Kyoto Protocol takes effect in February.

DMI’S new simulator center DANSIM is inaugurated. 3 full-mission simulators

DMI becomes an industrial member of IALA. DMI assist IALA with guidelines on use of simulators.

Establishment of Danish Center for Maritime Technology (DCMT).

DMI uses advanced CFD code for ship and propeller design

Tom Kristensen wins Le Mans Romania and Bulgaria joins the EU

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