This paper is proposed to discuss the model scale mooring line selection process and preparation for hydrodynamic model experiment. The model scale mooring line should be proper select for model experiment and the error should be minimized because the error in model scale mooring line will be enlarged by the scale factor and influence the design in full scale model. In this study, tensile test experiment for model scale wire ropes was conducted to collect the material properties data of the wire ropes. The data collected from the tensile test is applied to obtain the stiffness of mooring lines in the model scale. To achieve the target to select the model scale mooring lines, the minimum breaking load of the wire ropes and the elongation curve of the wire ropes are collected from tensile test for each wire rope sample. By applying catenary theory and the data from tensile test, the stiffness curve of the mooring line in model scale was estimated. The Difference between the stiffness curve between model scale and full scale is within acceptable at the required experiment range.
Department of Aeronautics, Automotive and Ocean Engineering, Universiti Teknologi Malaysia 81310 Johor Bahru, Malaysia
Ocean and Aerospace Engineering Research Institute, Indonesia
Traditional ship-building is still widely practiced in Indonesia, Indonesia. Every province and regions has different characteristics in the design of ships in the traditional ships. The procedure to build traditional ships is far from the influence of technology. These provide a weakness on the safety for the design and operation. Current research seeks to promote a better understanding on design process in traditional shipbuilding in Bintan Island, Indonesia. The result is a comparison to current concept of design process in modern shipbuilding and recommendation for the traditional shipbuilding and local government.
Teknik Mesin, Politeknik Negeri Batam, Indonesia
Ocean and Aerospace Engineering Research Institute, Indonesia
In current study, numerical and experimental investigations about water entry problem were conducted for a symmetrical wedge. The water entry problem for different geometries is one of the classical methods for determination of pressure distribution and loads around the hull of marine vehicles. These data can be used for optimum structural design of vessels particularly for high-speed crafts, which are very sensitive about the weight. In addition, the quantity of load can be considered in the equation of motion for analyzing the seakeeping performance of such vessels. In this research, the numerical analysis of free falling wedge with 30° deadrise with constant weight was done and for validation of results, it was followed by experimental tests. The outputs of this study consist of some graphs for comparison of trends for pressures respect to impact time, which can be used for signification of loads on hulls during the water entry phase.
Aeronautics, Automotive and Ocean Engineering, Mechanical Engineering, Universiti Teknologi Malaysia, Malaysia.
Marine Technology Centre, Unversiti Teknologi Malaysia, Malaysia.
Centre of Excellence in Hydrodynamic & Dynamic of Marine Vehicles, Sharif University of Technology, I.R.Iran.
Jacket structure is affected by fluid load or external load when it operationed. One of external load that affect it is impact load subject to something collision. This examination talked about graded and velocity supply vessel influence to local and global structure damage subject to collision. Jacket structure in this examination is CONOCO BELANAK wellhead plaform, mass of supply vessel is 2500 tonnes, with tidal variation (such as: MSL, HWL, LWL) for scenario sideway and stern/bow impact for each normal and 10% exceedane velocity. Deformation type of landing platform impact load is dent subject to landing platform material unability to proof againts pressure. This examination refers to J.P. Kenny in 1988 with title Protection of Offshore Instalasions agains Impact. This examination uses 2 software are ANSYS LS-DYNA 9.0 version and GT-STRUDL 27.0 version. First of all, modeling geometry and loading in ANSYS LS-DYNA to acquired local deformation. Than modeling jacket structure in GT-STRUDL to acquired global deformation uses dynamic trancient analysis. Outside diameter of landing platform is 0.9144 m with wall thickness is 0.0381 m. Normal velocity in each sideway and stern impact is and 10% exceedance velocity is 0.28 m/s and 0.39 m/s. 10% exceedance velocity in each sideway and stern impact is and 10% exceedance velocity is 0.54 m/s and 0.73 m/s. The resutl of this examination is dent of landing platform for each normal and 10% exceedance is 0.2725 m and 0.2352 m, it must be repaired or changed because of it is 10% larger than spacing frame. Maximum displacement x, y, z direction is 0.2423 m on 0.38 s, 0. 0559 m on 0.39 s, 0.7492 m on 0.41 s. The deformation in landing platform and jacket structure is smaller than examination result indeed.
Offshore Engineering, Ranaco Education and Training Institute, Malaysia.
Mechanical Engineering,Universitas Riau, Indonesia.
Ocean and Aerospace Engineering Research Institute, Indonesia.
