PROGRESS IN THE ANALYSIS AND DESIGN OF MARINE STRUCTURES

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MARSTRUC_Book.indb ii 3/29/2017 9:33:47 AM
 PROCEEDINGS OF THE 6TH INTERNATIONAL CONFERENCE ON MARINE STRUCTURES
(MARSTRUCT 2017), LISBON, PORTUGAL, 8–10 MAY 2017

Progress in the Analysis and Design

of Marine Structures

Editors
C. Guedes Soares & Y. Garbatov
Instituto Superior Técnico, Universidade de Lisboa, Portugal

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 CRC Press/Balkema is an imprint of the Taylor & Francis Group, an informa business

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ISBN: 978-1-138-06907-7 (Hbk + CD-ROM)

ISBN: 978-1-315-15736-8 (eBook)

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 Progress in the Analysis and Design of Marine Structures – Guedes Soares & Garbatov (Eds)
© 2017 Taylor & Francis Group, London, ISBN 978-1-138-06907-7

Table of contents

Preface xi
Organisation xiii

Fluid-structure interaction
Design and structural testing of a physical model for wetdeck slamming analysis 3
D. Dessi, E. Faiella, J. Geiser, E. Alley & J. Dukes
A storm-based procedure to generate standardised load-time history for fatigue strength
assessment of offshore structures 13
S. Li & C. Guedes Soares
A numerical simulation for coupling behavior between smoothed particle hydrodynamics
and structural finite element method 21
C. Ma, M. Oka & K. Iijima
Vertical wave loads acting on a cruise ship in head, oblique and following regular waves 29
S. Rajendran & C. Guedes Soares
Still water vertical bending moment in a flooding damaged ship 35
J.M. Rodrigues & C. Guedes Soares
On parameterization of emulsification and heat exchange in the hydraulic modelling
of oil spill from a damaged tanker in winter conditions 43
M. Sergejeva, J. Laanearu & K. Tabri
Practical verification of loading computer by laser measurements 51
G. Storhaug, O. Fredriksen, D. Greening & I. Robinson
Hydroelastic effects on slamming loads and dynamic response of flexible panels 59
S. Wang & C. Guedes Soares
Prediction of pressure induced by liquid sloshing for LNG carrier 69
R.-Q. Zhu, H.-X. Ma, Q.-M. Miao & W.-T. Zheng

Vibrations
Forced vibration analysis of the hull girder by propeller excitation and rudder interaction 77
F.J. Dominguez Ruiz, E.M. Cali Y. & L.A. García J.
Experimental characterization of viscoelastic materials for marine applications 87
J. Fragasso, L. Moro, P.N. Mendoza Vassallo, M. Biot & A. Badino
On the experimental characterization of resilient mounting elements 97
A. Hecquet, B. de’Vidovich, E. Brocco, M. Biot, F. Licciulli, G. Fabro, C. Pestelli,
H. Le Sourne & L. Moro
A new van der Pol equation based ice-structure interaction model for ice-induced vibrations 107
X. Ji & E. Oterkus
Whirling analysis of shaft line with a new compact flexible coupling 113
T. Pais, D. Boote & G. Repetti

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 Estimation of damping from wave induced vibrations in ships 121
G. Storhaug, K. Laanemets, I. Edin & J.W. Ringsberg
Optimization of the gun foundation structure of an offshore patrol vessel using a modern
genetic algorithm 131
A. de Vaucorbeil & K.E. Patron

Structural analysis
Shape and stress sensing of offshore structures by using inverse finite element method 141
A. Kefal & E. Oterkus
Effect of pressure distribution on the capacity of ship structure frames 149
M. Kõrgesaar, P. Kujala, M. Suominen, G.S. Dastydar, J. Romanoff,
H. Remes & J. Kämäräinen
Reduced finite element models for mast analysis 155
A. Lorenzetti, M. Gaiotti, S. Ghelardi & C.M. Rizzo
Modeling microstructure of materials by using peridynamics 165
N. Zhu, D. De Meo, S. Oterkus & E. Oterkus

Structural design
Influence of different topological variants on optimized structural scantlings of passenger ships 173
J. Andric, P. Prebeg & K. Piric
Conceptual ship design framework for designing new commercial ships 183
T. Damyanliev, P. Georgiev & Y. Garbatov
FEA based optimization for stiffened plate considering buckling and yield strength 193
J.D. Kim, B.-S. Jang, T.-Y. Park & S.B. Jeon
Ship hull structural scantling optimization 203
K. Stone & T. McNatt
The design and analysis of a heavy transportation and jacket launch barge 213
L.D. Cherian, T. Mathew, J. Land & J. Evans

Ultimate strength
Hull girder ultimate strength of container ships in oblique sea 225
I. Darie & J. Rörup
Progressive collapse analysis of a container ship under combined longitudinal bending
moment and bottom local loads 235
M. Fujikubo & A. Tatsumi
Optimal design of stiffened plate subjected to combined stochastic loads 243
Y. Garbatov & P. Georgiev
Compressive strength of double-bottom under alternate hold loading condition 253
J.M. Gordo
Residual strength estimation and imperfection modelling for plastically deformed stiffeners 263
I. Kahraman & G.T. Tayyar
Rapid, early-stage ultimate limit state structural design for multihulls 269
J.T. Knight
Accuracy improvement of PCM using simple box girder-based LSE data 277
I. Kvan & J. Choung
Geometrically nonlinear bending response of a ship-like box girder using an enhanced
single-layer theory 289
M. Metsälä, B.R. Gonçalves, J. Romanoff & J. Jelovica

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 IACS common structural rules as an element of IMO goal based standards
for bulk carriers and oil tankers 297
J. Peschmann, H. von Selle, J. Jankowski, G. Horn & T. Arima
FE model calibration and validation of a tested plate with an opening under compressive load 305
S. Saad-Eldeen, Y. Garbatov & C. Guedes Soares
Ultimate strength of the hull girder of large container ships 313
S. Zhang, R. Villavicencio, N. White & L. Jiang
Experimental study on cumulative buckling deformation of stiffened panel subjected
to cyclic loading 319
Y. Tanaka, T. Ando, Y. Hashizume, A. Tatsumi & M. Fujikubo

Fatigue and fracture

Numerical analysis of mixed-mode fracture toughness of glass/vinylester composite laminates 329
F. Alizadeh & C. Guedes Soares
Fatigue strength assessment of an annealed butt welded joint accounting
for material inhomogeneity 337
Y. Dong, Y. Garbatov & C. Guedes Soares
Uncertainty analyses of local strain and fatigue crack initiation life of welded joints
under plane strain condition 349
Y. Dong & C. Guedes Soares
Reliability based inspection planning using fracture mechanics based formulations
for ship structures 361
K.M. Doshi, Y. Parihar & T. Roy
Study on fatigue life prediction of details with a surface crack under spectrum loading 369
X.P. Huang
Prediction of crack growth of an aged coast guard patrol ship based on various approaches 379
C.S. Kim, C.B. Li, J. Choung & Y.H. Kim
Benchmark study on considering welding-induced distortion in structural stress analysis
of thin-plate structures 387
I. Lillemäe-Avi, H. Remes, Y. Dong, Y. Garbatov, Y. Quéméner, L. Eggert,
Q. Sheng & J. Yue
Palmgren–miner’s rule and fracture mechanics based fatigue analysis of deepwater
mooring lines 395
X. Xue & N.-Z. Chen

Collision and grounding

A simplified method to assess the damage of an immersed cylinder subjected
to underwater explosion 405
K. Brochard, H. Le Sourne & G. Barras
Plate tearing mechanics of high-speed vessels’ aluminium plates during grounding incidents 415
B.C. Cerik & R. Villavicencio
Numerical investigation on a side-shell structure subjected to collision impact load 423
B.Q. Chen & C. Guedes Soares
Plastic and fracture damages of double hull structures under lateral collisions 431
S.-R. Cho, S.-U. Song, S.-H. Park & H.K. Shin
Double-hull breaching energy in ship-tanker collision 439
M. Heinvee & K. Tabri
Full thickness material tests for impact analysis verification 449
M. Hoogeland & A.W. Vredeveldt

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 Material relationship identification for finite element analysis at intermediate strain
rates using optical measurements 459
J.M. Kubiczek, K.S. Burchard, S. Ehlers & M. Schöttelndreyer
Numerical assessment of the resistance of ship double-hull structures in stranding 469
B. Liu, L. Zhu & L. Chen
Correlation analysis of IMO collision damage parameters 477
J. Parunov, M. Ćorak & S. Rudan
Probability of failure of composite beams under high velocity impact 487
S.D. Patel & C. Guedes Soares
Validation of a simplified method for the crashworthiness of offshore wind turbine jackets
using finite elements simulations 497
T. Pire, S. Echeverry, P. Rigo, L. Buldgen & H. Le Sourne
Structural response and energy absorption of the simplified ship side under the impact
of rigid indenters with different shapes 507
X. Qiu, L. Zhu, M. Yan & B. Liu
Experimental investigation of accidental sliding loads on the response of hull plating 513
B.W.T. Quinton, C.G. Daley, D.B. Colbourne & R.E. Gagnon
Performance assessment of the crashworthiness of corroded ship hulls 523
J.W. Ringsberg, Z. Li & E. Johnson
Impact of sea bottom shapes on grounding damage: Suitability of modelling
with Gaussian processes 533
O-V.E. Sormunen
A new simplified method to investigate the side-by-side collision of two ships 541
Q. Yuan, Y. Zhang & X.B. Li
Experimental and numerical analysis of tanker double-hull structures punched by a wedge
indenter 549
M. Zhang, J.X. Liu & Z.Q. Hu
Study on residual velocity of high-speed projectile after penetrating back-water plates 557
P.D. Zhao & L. Zhang

Plate dynamics
Effects of HAZ on the response of impulsively loaded aluminium plates 565
B.C. Cerik
Comparison of different modeling approaches for dynamic analysis of corroded
plates 573
A. Eslami-Majd & A. Rahbar-Ranji
Research progress on saturated impulse for ship plates under dynamic loading 583
L. Zhu, X. Bai & T.X. Yu
Review of work on ship structures subjected to repeated impact loadings 591
L. Zhu, S. Shi & W. Cai

Welded structures
Determination of the double-ellipsoid heat source parameters for the numerical simulation
of a welding process 599
J.H. Chujutalli & S.F. Estefen
Finite element study on the ultimate strength of aluminum plates joined by friction
stir welding 609
V. Farajkhah & C. Guedes Soares
Investigations on thermo-mechanical tensioning as an active buckling mitigation tool 617
A. Gadagi, N.R. Mandal & S. Kumar

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 Distortions and residual stress analysis of thin butt welded plates accounting for manufacturing
imperfections 623
M. Hashemzadeh, Y. Garbatov & C. Guedes Soares
The influence of heavy weight loading method on the local welding deformation
and residual stress of a deck grillage 631
Y. He, Z. Chen & J. Wu
Fast computation on evaluation of critical welding buckling condition in fabrication
of lightweight marine structure 639
J. Wang, H. Zhou & H. Zhao
Experimental testing of under matched aluminum welds in tension 649
C. Wincott, R. Wiwel, K. Zhang, J. McCormick & M. Collette

Corrosion
A modified method assessing the integrity of carbon steel structures subjected
to corrosion fatigue 659
A. Cheng & N.-Z. Chen
Study on under-film corrosion simulation of free edges in water ballast tanks 667
N. Osawa, S. Takeno, S. Katayama, T. Oda, A.B.A. Halim, K. Shiotani & A. Takada
Concept design of an autonomous mechatronic unit for inspection of holds 679
E. Ravina
A study on corrosion condition assessment considering maintenance and repair 687
N. Yamamoto

Ice conditions
Experimental investigation of an accidental ice impact on an aluminium high speed craft 697
H. Herrnring, J.M. Kubiczek, S. Ehlers, N.O. Niclasen & M. Burmann
On a shifting pressure-area relationship for the accidental limit state analysis of abnormal
ice actions 705
E. Kim, J. Amdahl & M. Song
Dynamic response of ship side structure to the collision with ice sheets 713
X.H. Shi, P.X. Wang & C. Guedes Soares
Structural damage and residual ultimate strength of ship colliding with ice 721
M.C. Xu, J. Song, S.X. Chen & Z.J. Pan

Damaged structures
Damage assessment in concrete marine structures using damage plasticity model 733
S. Chandrasekaran & P.T. Ajesh Kumar
Assessment of residual life of existing fixed offshore platforms 745
S. Copello & C.M. Rizzo
Numerical validation tests of a damage assessment tool based on super-element method
within the scope of A.D.N. regulations 753
S. Paboeuf, Y.P. Sone Oo & H. Le Sourne
Strength enhancement of cracked swash bulkheads of jack-up spud-can 763
S. Saad-Eldeen, Y. Garbatov & C. Guedes Soares

Offshore structures
Analysis of FPSO accident and incident data 773
U. Bhardwaj, A.P. Teixeira & C. Guedes Soares
The latest development of reinforcement techniques on tubular joints 783
Z. Li, X. Jiang & G. Lodewijks

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 Design of offshore tubular members against excessive local indentation under lateral impacts 791
Z. Yu & J. Amdahl

Subsea structures
Strength analysis of corroded pipelines subjected to internal pressure and bending moment 803
A.A. Barbosa, A.P. Teixeira & C. Guedes Soares
A design of the subsea manifold protective structure against dropped objects 813
S.H. Woo, J. Choung & K. Lee
Analysis of the influence of spherical bulkhead reinforcement ring structure type
on the strength of the structure 821
S. Yuan & Q. Chen
Lateral buckling and post-buckling response based on a modified nonlinear pipe-soil
interaction model 827
X. Zhang, C. An, M. Duan & C. Guedes Soares

Composite structures
Numerical investigation of pre-damaged composite plates subjected to compressive
uniaxial load 841
F. Alizadeh, Y. Garbatov & C. Guedes Soares
Hotspot stress analysis of a composite T-joint accounting for geometric and surface
roughness effects 849
N. Kharghani, Y. Garbatov & C. Guedes Soares
The effect of laminate, stud geometry and advance coefficient on the deflection
of a composite marine propeller 859
F. Prini, S.D. Benson & R.S. Dow
Structural fire integrity testing of lightweight multiple core sandwich structures 869
M. Rahm, F. Evegren, E. Johnson & J.W. Ringsberg

Renewable energy devices

A higher-order coupling model of the blades of the floating offshore wind turbine 879
J. Chen & Z. Hu
The effect of marine growth dynamics in offshore wind turbine support structures 889
M. Martinez-Luengo, P. Causon, A.B. Gill & A.J. Kolios
An improved lumping approach for fatigue analysis of a spar-type wind turbine 899
J. Wu & N.-Z. Chen
Characteristics of p-y curves for monopile offshore wind turbines on clay soil 905
Q.L. Yin, C. Guedes Soares & S. Dong

Safety and reliability

Simplified method for structural safety assessment of an energy saving device subjected
to nonlinear hydrodynamic load 915
H.B. Ju, B.S. Jang & D.B. Lee
Reliability analysis of offshore wind turbine gearbox 923
M.X. Li, J.C. Kang, L.P. Sun & M. Wang
A generic framework for reliability assessment of offshore wind turbine monopiles 931
L. Wang & A. Kolios
System reliability of a jacket offshore wind turbine subjected to fatigue 939
B. Yeter, Y. Garbatov & C. Guedes Soares

Author index 951

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 Progress in the Analysis and Design of Marine Structures – Guedes Soares & Garbatov (Eds)
© 2017 Taylor & Francis Group, London, ISBN 978-1-138-06907-7

Preface

This book contains the papers presented at the 6th International Conference on Marine Structures,
MARSTRUCT 2017, held in Lisbon, Portugal between 8 and 10 May. This is the sixth in the MARSTRUCT
Conference series and follows on from previous events held in Glasgow—Scotland, Lisbon—
Portugal, Hamburg—Germany, Espoo—Finland and Southampton—UK in 2007, 2009, 2011, 2013 and 2015
respectively.
The main objective of the MARSTRUCT Conferences is to provide a specialised forum for academics,
researchers and industrial participants to discuss progress in their research directly related with structural
analysis and design of marine structures. It was the intention that the MARSTRUCT Conferences be
specifically dedicated to marine structures, which complements other conferences on general aspects of
ships and offshore structures already available.
This series of Conferences is one of the main activities of the MARSTRUCT Virtual Institute, an
association of research groups interested in cooperating in the field of marine structures, which was
created in 2010 after the end of the Network of Excellence on Marine Structures (MARSTRUCT), which
was funded by the European Union. The MARSTRUCT Virtual Institute, http://www.marstruct-vi.com/,
was created with the same members as the EU project, but with the aim to extend that membership to
other interested groups in the future.
The Conference reflects the work conducted in the progress in the analysis and design of marine
structures, including the full range of methods, modelling procedures and experimental results. The aim
is to promote knowledge that enables marine structures to be more efficient, environmentally friendly,
reliable and safe using the latest methods and procedures for design and optimisation. This book also
deals with the fabrication and new materials of marine structures. The 105 papers are categorized in the
following themes and areas of research:
• Methods and tools for establishing loads and load effects—Fluid-structure interaction, vibrations;
• Methods and tools for strength assessment—Ice conditions, collision and grounding, fatigue and frac-
ture, ultimate strength, plate dynamics;
• Experimental analysis of structures—Experimental analysis;
• Materials and fabrication of structures—Composite structures, welded structures;
• Methods and tools for structural design and optimisation—Structural analysis, structural design,
renewable energy devices, offshore structures, subsea structures;
• Structural reliability, safety and environmental protection—Structural reliability models.
The MARSTRUCT 2017 Conference also includes 5 keynote lectures from industrial experts covering
ship and offshore structures:
• Evolution of the structural design of fast craft—Stefano Ferraris, Fincantieri SpA, Italy
• General approach to the design of high speed craft structures—Gil Pina Cabral, Damen Shipyards
Gorinchem, The Netherlands
• Challenges in the structural design of jack-up and semi-submersible rigs’—Alberto Morandi,
GustoMSC, Houston, USA
• Practical aspects of structural integrity of FPSOs—Timo de Beer, SBM Schiedam BV, The Netherlands
• Structural design of Heavy Lift Vessels—Michiel Verdult, Vuyk Engineering Rotterdam BV, The Netherlands
We hope that the overview coming from important industrial companies will be an important
contribution to the audience.
The articles in this book were accepted after a peer-review process, based on the full text of the papers.
Thanks are due to the Technical Programme and Advisory Committees who had most of the responsibility

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 for reviewing the papers. We are also grateful to the additional anonymous reviewers who helped the
authors deliver better papers by providing them with constructive comments, and hope that this process
contributed to a consistently good level of the papers included in the book.

C. Guedes Soares & Y. Garbatov

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 Progress in the Analysis and Design of Marine Structures – Guedes Soares & Garbatov (Eds)
© 2017 Taylor & Francis Group, London, ISBN 978-1-138-06907-7

Organisation

CONFERENCE CHAIRMAN

C. Guedes Soares, IST, University of Lisbon, Portugal

TECHNICAL PROGRAMME COMMITTEE

M. Biot, University of Trieste, Italy

R. Bronsart, Rostock University, Germany
N.Z. Chen, University of Newcastle upon Tyne, UK
L. Domnisoru, University of “Dunarea de Jos” at Galati, Romania
S. Ehlers, Hamburg University of Technology, Germany
Y. Garbatov, Instituto Superior Técnico, Portugal
A.M. Horn, DNVGL, Norway
E. Oterkus, University of Strathclyde, Glasgow, UK
J. Parunov, University of Zagreb, Croatia
P. Rigo, University of Liège, Belgium
J.W. Ringsberg, Chalmers University Technology, Sweden
C.M. Rizzo, University of Genova, Italy
E. Rizzuto, University of Naples—Frederico II, Italy
J. Romanoff, Aalto University, Finland
A.R. Shenoi, University of Southampton, UK
K. Tabri, Tallinn University of Technology, Estonia
M. Taczala, West Pomeranian University of Technology, Poland
P. Temarel, University of Southampton, UK
H. von Selle, DNVGL, Germany
S. Zhang, Lloyd’s Register, UK

ADVISORY COMMITTEE

S. Aksu, Defence Science and Technology, Organisation, Australia

Y. Bai, Zhejiang University, China
X. Cheng, CSSRC, Wuxi, China
S.R. Cho, University of Ulsan, Korea
M. Collette, University of Michigan, USA
W.C. Cui, Shanghai Ocean University, China
S.F. Estefen, Federal University of Rio de Janeiro, Brazil
M. Fujikubo, Osaka University, Japan
Z.Q. Hu, Shanghai Jiao Tong University, China
H.W. Leheta, Alexandria University, Egypt
Y.M. Low, National University Singapore, Singapore
N.R. Mandal, Indian Institute of Technology, Kharagpur, India
L. Moro, Memorial University, Canada
J.K. Paik, Pusan National University, South Korea
N.G. Pegg, DND, Canada

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 Y. Yamada, National Maritime Research Institute, Japan
N. Yamamoto, MIJAC from ClassNK, Japan
L. Zhu, Wuhan University of Technology, China

LOCAL ORGANIZING COMMITTEE

Y. Garbatov, Instituto Superior Técnico, Portugal (Chair)

J.M. Gordo, Instituto Superior Técnico, Portugal
A.P. Teixeira, Instituto Superior Técnico, Portugal

TECHNICAL PROGRAMME SECRETARIAT

Maria de Fátima Pina, IST, University of Lisbon, Portugal

Sandra Ponce, IST, University of Lisbon, Portugal

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 Fluid-structure interaction

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MARSTRUC_Book.indb ii 3/29/2017 9:33:47 AM
 Progress in the Analysis and Design of Marine Structures – Guedes Soares & Garbatov (Eds)
© 2017 Taylor & Francis Group, London, ISBN 978-1-138-06907-7

Design and structural testing of a physical model for wetdeck slamming

analysis

D. Dessi & E. Faiella

CNR-INSEAN, National Research Council—Marine Technology Research Institute, Rome, Italy

J. Geiser, E. Alley & J. Dukes

Naval Surface Warfare Center, Carderock Division, USA

ABSTRACT: The investigation of wetdeck slamming phenomenon is a challenging Fluid-Structure

Interaction (FSI) problem for both experimental and numerical analysis, requiring detailed design and
structural assessment of the physical model. The focus of this paper is to document the design approach
and the testing effort devoted to provide a reliable and well identified physical model before the towing-
tank tests were carried out for giving key insights into the wetdeck load and responses as well as an FSI
validation dataset for numerical solvers. Thus, one of the main objectives is reducing the uncertainty
linked to the modeling of the multi-hull structure by performing a series of both static and dynamic char-
acterization tests on the as built catamaran model. The insight gained from this test campaign will be used
to update the structural models coupled within the FSI solvers to increase the accuracy of the predicted
hydrodynamic loading.

1 INTRODUCTION Among FSI problems still receiving posi-

tive attention in ship and offshore engineering,
Fluid-structure interaction experiments are a the accurate prediction of complex loading and
challenging task because they are aimed to repro- responses on multi-hull vessels is particularly
duce in a laboratory environment the ‘correct’ demanding, since it involves two-way coupling
coupling between the fluid and solid, as it occurs of the deck structure with the flow imping-
in real life. If the aim is to understand the phys- ing on it. Currently, there is a gap in available
ics behind these phenomena, the setup has to experimental FSI data related to this problem
scale both the body elasticity and the flow condi- that can be used for numerical solver validation.
tions according to similitude relationships, typi- Current FSI data sets are severely limited by the
cally the conservation of the Froude number if uncertainties associated with the experimental
wave excitation is involved. On the other hand, if setups. Furthermore, though segmented model
establishing a representative test case useful for tests have become more feasible and popular for
code validation or benchmarking is the objec- monohulls, not many experimental campaigns
tive, the involved physical parameters have to be (Hermundstad et al. 1995, Kyyro & Hakala 1997,
accurately estimated to feed correctly the numeri- Cheng, F. 1997) exist for segmented catamarans
cal model. In this case, three sources of possible that provide both global and local loads and hull
errors have to be minimized as far as possible: responses. The only systematic investigation on
(i) errors in the fluid or structural numerical mod- elastically scaled catamarans was carried out by
els as distinct frameworks, (ii) errors in the input Lavroff et al. (2007, 2013). Dessi et al. (2016) have
parameters (e.g., the forward speed or wave eleva- already illustrated the preliminary experimental
tion), (iii) errors in the coupling between disci- results on an elastically scaled model of a SWATH
plines and/or in the numerical schemes employed aimed to accurately depict the wave loading and
to achieve a time-marching solution. Therefore, structural response from seakeeping tests. In the
both to verify the correct hydroelastic scaling, present paper the focus is instead on the structural
both to ensure the right modeling of the experi- tests performed for the physical model qualifi-
mental set-up, FSI testing requires the structural cation with an extended account of the dry and
identification of the elastic bodies interacting wet vibration mode identification of the entire
with the fluid. catamaran.

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 2 FROM CONCEPT DESIGN TO
EXPERIMENTAL SETUP

The concept design of the catamaran was inspired

by the need of sophisticated integrated sensor
equipment (up to 88 signal channels at a maxi-
mum sampling rate of 20 kHz) with a realistic
and adaptable floating platform. Although proper
scaling is not required to provide a reliable data-
set for code validation, some critical phenomena
may be concealed or partially obscured by a mis- Figure 2. Sketch of the elastic backspline.
match between the hydrodynamic and elastic time
scales. Thus, a prototype craft, the FSF-1, previ-
ously tested at full-scale and at model-scale at the a similar way as done by Lavroff et al. (2007). The
Naval Surface Warfare Center, Carderock Division boundary conditions applied to these beams (sim-
(NSWCCD) towing-tank was chosen as a refer- ply supported at the ends) allow the indirect esti-
ence (Lin et al. 2007). For the FSI tests, the con- mation of the impact loads through applied force
structed model was elastically scaled to match the (four piezoelectric Kisler load cells, Figure 3) and
full-scale structural characteristics of the FSF-1. strain gauges (three for each bar).
Initially, elastic scaling was performed by reduc- The length of the fore part of the wetdeck was
ing the complexity of the reference structure which set as one third of the overall length, covering the
is dictated by two main aspects: (i) the separation area where impacts were expected to be severe,
of the hydrodynamic forces from the elastic defor- and ten pressure caps from Kulite were inserted to
mations using the backspline segmented model sense the impulsive loads (Figure 4). The second
approach which was previously implemented in part of the wetdeck was cut near the stern to allow
the past (Dessi & Mariani 2008), (ii) the defini- for the installation of the anti-yaw system. To limit
tion of the hydroelastic scaling targets. The split the hull weight while ensuring protection from
mode and the two-node vertical bending mode sprays or green water, only the fore part of the ves-
were assumed as the reference modes to be scaled, sel superstructure was built and segmented in three
with frequencies equal to 2.2 Hz and 3.3 Hz at parts, with each segment separately connected to
full-scale, respectively. The frequency of the ship the wetdeck and to the port and starboard bow
vibration modes was determined during several segments, respectively. The amount of freeboard
sea trials as reported in (Lin et al. 2007, Swartz along the vessel sides was reduced elsewhere. All
et al. 2012). The number of segments into which the links to the carriage required reinforcement
the hull was divided (4 for each demihull and 2 for due to the high yaw moment that the catamaran
the deck, see Figure 1) considered the need to exert could exert in the case of a small misalignment.
the hydrodynamic loads in a simplified but realistic After choosing the backspline layout, the geo-
way. Several backspline layouts were analyzed dur- metrical dimension and stiffness distribution was
ing the design process, but the selected one, shown designed according to Froude scaling laws. An
in Figure 2, provided the best convergence of the optimization approach was chosen assuming the
FSF-1 hydroelastic scaling and the necessary sup- thickness of the aluminum hollow beam sections
port to the hull segments through the legs. A cus- and the ballast position along the beam rails as
tom arrangement was chosen for the forward deck project variables. The model scale was set as a
that is mostly subjected to the water impacts: two parameter downstream of which the optimization
transverse bars, hinged to the demihull beams at process took place. Scale ratios λ between 17 and
their ends, were placed to support the wet-deck, in 20 were initially considered, and λ = 19 guaranteed
the right compromise between acceptable model
dimensions and sufficient freedom in allocating
mass for the various subsystems. All the rigid body
features appeared as constraints as well as some
physical constraints such as those relative to the
minimum or maximum thicknesses of the back-
spline. A weighted combination of the difference
between the reference and the computed frequen-
cies was set as an objective function. The optimi-
zation algorithm was based on the method of the
interior extended penalty function, which called an
Figure 1. Segmented model of the catamaran. in-house code for the generation of the FE model

MARSTRUC_Book.indb 4 3/29/2017 9:33:48 AM

 Figure 5. Split mode from FE model.
Figure 3. PZT load cells used for the measuring the
wetdeck impact forces along with mechanical interfaces.

Figure 6. Two-node vertical bending mode from FE

model.

Table 1. Physical model parameters.

Variable Value

Mass 206.8 Kg
Length between PP 3.84 m
Figure 4. Wet-deck pressure caps positions (the deck is LCG 1.628 m
rotated so the suspension bars appear vertical). TCG 0.000
VCG 0.369
Pitch radius 1.143
(TABSS) and a Lanczos algorithm for extracting Trim 0°
the vibration modes. This in-house FORTRAN Draft 0.196
code is efficient, fast running, and allows for a
simple representation of the physical model. In
addition, a high-fidelity model developed in MSC
NASTRAN was used for tuning of the simplified the backspline central beam. The inclined rod was
FE model. The shapes of the two main bending constrained to move up and down between the ver-
modes are shown Figures 5–6. The final physical tical brackets, exchanging lateral forces to counter-
model features are summarized in the Table 1. act the hydrodynamic yaw moment.
A stiff seakeeping sliding bar was chosen to
allow for the vertical heave motion, and while pitch
motion was allowed by the single hinge mounted on 3 PHYSICAL MODEL ASSESSMENT
the central beam of the backspline truss in corre-
spondence of the model Center of Gravity (CoG). The reduction of the elastic structure uncertain-
The sliding bar device was fixed with respect to ties required the completion of preliminary tests
the carriage, allowing no surge oscillation. Limited specifically devoted to this purpose. This experi-
yaw rotation (less than one degree) was allowed by mental campaign was performed in dry and wet
the ball bearing mechanism. The anti-yaw system conditions, including static and dynamic tests on
consisted of a vertical pitchfork fixed to the car- the assembled physical model or on the backspline
riage and an inclined rod placed at the rear end of alone.

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 3.1 Dry static tests of the main frame sections attached in order to gauge the response
of the fastener connection between the legs and
In order to use the numerical structural model
demi-hulls.
for FSI simulations, it was necessary to verify the
The displacements of the backspline truss during
represented stiffness by static response testing.
each test condition were collected with a combina-
The testing was designed to produce static defor-
tion of string potentiometers at key displacement
mations that replicate the first several vibrational
locations, and a Digital Image Correlation (DIC)
mode shapes. This included the split, first sym-
setup along the side of the truss beams. The DIC
metric (hog and sag), and whipping modes. The
uses stereo cameras and a speckle pattern to meas-
backspline structure contained four legs on each
ure displacements along a continuous section of
side which were designed to connect the indi-
the model.
vidual demi-hull sections to the backspline truss
Figure 9 illustrates an example of the outputs
with bolted connections at both ends. To accom-
obtained from the static tests. The continuous lines
plish the dry static testing, adapters holding either
refer to the distribution of displacement obtained
a ball knob for simply supported displacement
by the DIC system for various applied loads. The
Boundary Conditions (BC) or eye-bolt for hang-
dots represent the measurement of the vertical dis-
ing weight loads were placed at these leg-to-demi-
placement provided by the string potentiometers
hull attachment points, as shown in Figure 7. For
at the chosen locations. The displacement curves
the split mode condition, the center four legs were
agree well with the discrete measurements, show-
supported with the displacement BC’s and two
ing a near linear structural response of the back-
diagonally opposed weight stacks on the outer
spline. A similar conclusion can be drawn for the
legs. First symmetric bending modes used four
sag load condition from the measurements shown
displacement BC’s at the center with four weight
in Figure 10, where the DIC estimated displace-
stacks at the outer edges (hog), or displacement
ment is compared with the string potentiometers.
BC’s at the outer legs with weight stacks on the
The dependence of the displacement on the loads
center legs (sag, as in Figure 8). The whipping
shows a linear trend in the sagging case. It is worth
mode case required weight suspended between the
forward two legs, and another between the aft two
legs with a rope at a shallow angle giving a high
horizontal load. Sag and whipping shape tests were
also conducted with the forward and aft demi-hull

Figure 9. Displacement field in static hog tests obtained

Figure 7. Loading and displacement BC adapters. with DIC.

Figure 10. Dependence of the single-point displace-

Figure 8. Sag mode loading and BC. ment on the applied load for sag tests.

MARSTRUC_Book.indb 6 3/29/2017 9:33:50 AM

 highlighting that the applied loads were far beyond Table 2. Comparison between FEM and experimental
those that the segmented model is expected to bear (RHT) modal analyses for the aluminum backspline.
during the seakeeping tests. In Figure 11, the split
mode results show a successful agreement between 1D elements 2D elements Dry tests
(beam el.) (shell el.) with RHT
continuous and discrete displacements. The areas
measured by the DIC were limited by obstructions Split mode 24.5 Hz 21.4 Hz 19.1 Hz
from the model disturbing the camera view. For Bending-2 41.4 Hz 40.8 Hz 39.1 Hz
this reason the displacement curves are not con- symmetric
tinuous. The results of these tests characterize the Bending-2 57.9 Hz 56.5 Hz 54.8 Hz
global stiffness of the structure and fine-tune the asymmetric
numerical model to evoke the same response under Bending-3 108.8 Hz 107.5 Hz 102.3 Hz
the tested loading conditions. symmetric
Bending-3 123.2 Hz 120.4 Hz 115.7 Hz
asymmetric
3.2 Global dry vibration tests of the catamaran
The first set of dry vibration tests were carried out
on the aluminum backspline without the demihulls
attached to confirm the validity of the FE models.
The FE modal analysis was used for design pur-
poses and later for ballasting and fine tuning of the
modal frequencies. Welding the planar truss and
connections between the forward beams required
detailed modeling in the numerical solvers. Iden-
tification of the backspline by impulse tests
required the model to be suspended in air on four
soft springs. The experimental modal analysis was
carried out using the Roving Hammer Technique
(RHT) which exploits multiple-inputs (with the
instrumented hammer) and one output, the accel-
Figure 12. Physical model hanging on soft springs for
eration at one point sufficiently far from vibration
dry vibration tests.
nodes. The predicted FE modes using 1D (beam)
elements are in fair agreement with those experi-
mentally identified as the frequency comparison in
Table 2 shows.
A second set of tests was designed to extract the
modes of the fully assembled physical model with
the roving hammer technique in 19 points. Two
support configurations were employed with eight
and ten soft springs (Figure 12), respectively, pro-
viding rigid body oscillation frequencies less than
1.5 Hz, well below the frequency range of the
elastic modes (in Dessi et al. 2016 a stiffer four-

Figure 13. Split mode from dry vibration tests

(10.3 Hz).

spring configuration was used). The split mode

(10.3 Hz, Figure 13) and the two-node (symmet-
ric) vertical bending mode (16.6 Hz, Figure 14)
are in fair agreement with the numerical simula-
tions. The experimental modal analysis identi-
fied clearly the vertical, horizontal and mixed
modes up to 100 Hz (few of them are reported in
Figure 15). In the column named ‘1D elements’ of
Table 3, two numerical values are shown: the first
Figure 11. Displacement field in split-like tests obtained frequency value refers to segment masses lumped
with DIC. at the CoG of each segment, whereas the second

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 modes, some discrepancies with FEM appear in
Table 3.

3.3 Global wet vibration tests of the floating

catamaran
The wet vibration tests were performed before
and during the experimental campaign in the
towing tank. They were planned to identify the
effective behavior of the physical model and to
provide reference values for FSI modeling of
Figure 14. Two-node vertical bending mode from dry the mode decompositions. Two test series were
vibration tests (16.6 Hz). carried out: (i) for the first set of tests (“pool”
test), the physical model floated in a calm water
pool with an equivalent mass representing the
seakeeping vertical bar and the roving ham-
mer technique was exploited; (ii) later, during
regular seakeeping runs in the towing tank, the
operational mode shapes of the physical model
in its final configuration, including the link to
the carriage, were identified with an output-
only technique over 14 acceleration signals
(“towing-tank” test). The Operational Modal
Analysis (OMA for short) was carried out using
proper orthogonal decomposition coupled on

Figure 15. Horizontal 2-node symmetric bending

(22 Hz, top left), Mixed mode (24.5 Hz, top right),
2-node asymmetric vertical bending (29.2 Hz, bottom
left), 3-node asymmetric vertical bending (89.6 Hz,
bottom right).

Table 3. Comparison between FEM and EMA for the

dry vibration tests of the assembled model.

1D elements 2D elements
(beam el.) (shell el.) EXP

Split mode 11.0/10.6 9.8/9.92 10.4 Hz

Bending-2 18.5/16.9 17.5/16.3 16.3 Hz
Figure 16. Split mode from wet vibration tests in still
symmetric
water (8.6 Hz).
Bending-2 27.5/24.0–28.5 20.9/22.1 29.3 Hz
asymmetric
Bending-3 57.1/47.7 41.5/44.3 80.7 Hz
symmetric
Bending-3 64.4/54.5 44.6/48.3 89.6 Hz
asymmetric

frequency (after the slash) is relative to the same

FE model with information about the gyration
radii of the segments as well. The values relative
to the 2D (shell) FE model refer to a rigid mod-
eling of the segments (first value) and to reason-
ably modeled, flexible segments (second value),
within the limits and uncertainties that typically Figure 17. Two-node vertical bending mode from wet
apply to composite manufacture. For the vertical vibration tests in still water (15.5 Hz).

MARSTRUC_Book.indb 8 3/29/2017 9:33:52 AM

 Table 4. Results from the wet vibration tests and the FE
model analysis.

1D elements Towing-
(beam el.) Pool-RHT tank-OMA

Split mode 9.1 Hz 8.6 Hz 9.5 Hz

Bending-2 14.6 Hz 15.5 Hz 15.2 Hz
Bending-3 32.1 Hz 35.5 Hz 38.6 Hz

band-pass filtered data (Mariani & Dessi 2012). Figure 18. Three-node vertical bending mode from wet
The split mode is clearly shown both in the vibration tests in still water (35.4 Hz).
pool-RHT test (Figure 16) and towing-tank-
OMA tests (Figure 19), with a mode frequency
higher in the second case. The NASTRAN FE
model gave a frequency between those experi-
mentally obtained (see Table 4). The two-node
bending mode frequency, which varied between
15.2 Hz and 15.5 Hz in the identification tests,
was slightly under predicted by the FE code
model (14.6 Hz). The mode shape is clearly
defined (see Figures 17 and 20), but a similar,
less excited vibration mode was also identified
between 10–12 Hz. This fact probably demands
for larger arrays of measurement points, possi-
bly using 3-axis accelerometers, to get a clearer Figure 19. Split mode from vibration tests in waves
identification of the mode shapes. The same (9.5 Hz).
evidence of a high modal density applies as
we move to the subsequent modes (the term
“high” is set in comparison with similar identi-
fications on monohull segmented models). For
instance, the three-node bending (symmetric)
mode (Figures 18 and 21) shows experimen-
tal frequencies higher than the corresponding
FE-mode, with one accelerometer on the mid-
beam moving opposite with respect to the other
points in the case of tests with wave excitation
(Figure 21).

3.4 Dry vibration tests of the wetdeck Figure 20. 2-node bending mode from vibration tests
in waves (15.2 Hz).
The wetdeck is the most critical component of
the experimental platform because FSI modeling
of the wetdeck slam events fully benefits of a
correct representation of its structural proper-
ties. Using the roving-hammer (see Figure 22)
the mode shapes of the deck have been identi-
fied. It is worth underline that the tests were
done with the deck mounted on the suspension
bars. The lowest frequency mode nearly coin-
cides with the cantilever mode of the plate abaft
the fore suspension bar (Figure 23). The succes-
sive modes #2 and #3 are global torsional modes
of the entire deck but dominated by the twist-
ing of the fore (Figure 24) and after (Figure 25) Figure 21. 3-node bending mode from vibration tests
parts, respectively. In Figure 26 the mode shapes in waves (38.6 Hz).

MARSTRUC_Book.indb 9 3/29/2017 9:33:53 AM

 Figure 26. Deck mode #4 (170 Hz) and #5 (245.Hz)
from dry vibration tests.

#4 and #5 resemble to the 3-node and 4-node

bending modes of the deck plate, respectively.
Mode #5 shows some significant oscillation of
Figure 22. Experimental set-up for the identification of
the central portion of the deck, but at a relatively
the wetdeck. high frequency. This indicates that the mid-part
of the deck is much stiffer than the fore and rear
parts.

4 HULL RESPONSE

The experimental campaign aimed to investigate

the complex FSI phenomena due to wetdeck
slamming was performed at the CNR-INSEAN
towing tank wave basin “Castagneto.” Only
a brief account, concerned with the elastic
response, is given here and the reader is referred
to Dessi et al. (2016) for more details. The strain-
Figure 23. Deck mode #1 (65.1 Hz) from vibration gauge layout is shown in Figure 27. Each meas-
tests.
urement point consisted of two strain-gauges
that were glued on the top-face of the beam and
closely connected to the bridge resistance with
a water-proof case to ensure protection against
water-on-deck events and permanent humid-
ity. The strain measurements were calibrated to
allow for the calculation of the distribution of
Vertical Bending Moments (VBM) along the cat-
amaran truss. For a single regular wave condi-
tion at a full-scale speed of 20 kts, the maximum
amplitude of the response (almost sinusoidal)
was plotted in terms of a discrete vector field
with vectors linked to the strain-gage points
Figure 24. Deck mode #2 (89.5 Hz) from vibration (Figure 28). The length of the vectors are pro-
tests. portional to the peak-to-peak values obtained
from the analysis of each signal, however phase
information between the strain-gauges is lost in
this data representation. Using the static cali-
bration factors, which allow transforming the
strains into vertical bending moments, the bend-
ing moment RAO can be calculated. An interest-
ing data representation is given by the surface
describing the VBM distribution My(x, t) along
the demihull beam, and in particular along
the starboard side. The 3D plot in Figure 29
describes the dependence of the VBM distribu-
tion (the x coordinate corresponds to the length
Figure 25. Deck mode #3 (131.5 Hz) from vibration of the demihull beam) on the non-dimensional
tests. wavelength λ/Lpp.

10

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 time scales of the structure highlighting the
possibility of strong coupling with flow phenom-
ena. It is worth to point out that repeating the
tests at the end of a long-lasting experimental
campaign gives also the chance of verifying that
the experimental set-up did not suffer any signifi-
cant modification.

Figure 27. Position of strain-gages along the backspline.

ACKNOWLEDGEMENTS

This work is supported by the U. S. Office of Naval

Research (ONR) under NICOP agreement under
the guidance of program officer Paul Hess. I wish
also to thank the PhD student Francesco Saltari
who gave his fruitful support to the structural test
campaign.

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