In this paper, a numerical simulation of sea wave characteristics and operation
downtimes of offshore structures is presented. The simulation was based on available
wind data and seawater temperature recorded by an oceanography buoy installed in
the Caspian Sea. Wave characteristics were simulated for deepwater parts of the
Caspian Sea by applying the Bretschneider spectrum and equations using following
recorded data: wind velocity, wind duration, fetch length, and water/air temperature
differences. Since recorded wave data were only available for a one-year period, they
were solely used for validation of the simulation results with recorded data but for
not the simulation itself. Some practically established thresholds for wave velocity,
wave period, and wind velocity were considered as constrains, limiting the operation
of offshore installations. The numerical simulation model revealed that it is possible
to operate offshore installations for 250 days per year in the southern parts of the
Caspian Sea. A worst-case scenario showed that the maximum waiting time for
restarting the offshore installations is 17 days. Considering the swell parameter, it
was concluded that the annual downtime period of offshore installation operations in
southern parts of the Caspian Sea is about one third of a year and the maximum
waiting time for this operation is about two third of a month.
This document proposes developing offshore wind farms in the Persian Gulf, Oman Sea, and Caspian Sea based on an analysis of wind data from locations in those areas. It finds that the Persian Gulf is strongly recommended for offshore wind farms due to minimum wind speed requirements being met. The Oman Sea needs further investigation as wind speeds were slightly above minimum requirements. The Caspian Sea is not recommended due to low wind speeds below minimum requirements and high installation costs. It provides an overview of offshore wind farm components and engineering aspects like tower design and relationship between wind speed and power extraction.
Construction of marine and offshore structures(2007)calir2lune
This document appears to be the preface and introductory chapter of a textbook on marine and offshore construction. It provides background on the author, Ben C. Gerwick Jr., who has extensive experience in marine and offshore construction, engineering, teaching, and authoring previous editions of this textbook. It describes the intended audience of the textbook as practicing engineers and constructors working in marine environments, as well as graduate engineering students. It also provides a brief overview of the contents to be covered in the textbook.
Significant Guidance for Design and Construction of Marine and Offshore Struc...Professor Kabir Sadeghi
Marine and offshore structures are constructed worldwide for a variety of functions and in a variety of water depths, and environmental conditions. Shore protection facilities, ports, harbors and offshore petroleum platforms are important infrastructures which have big impacts on the economy level and industrial progress of countries.
Selection of type of platform and also right planning, design, fabrication, transportation and installation of marine and offshore structures, considering the water depth and environment conditions are very important. In this paper an overview of coast, ports and offshore structures engineering is presented. The paper covers mainly design and construction of jetties, harbor and fixed template offshore platforms. The overall objective of this paper is to provide a general understanding of different stages of design, construction, load-out, transportation and installation of marine and offshore structures.
This document provides an introduction to ship propulsion engineering. It discusses how ships have evolved from primitive wooden structures moved by oars and sails to various hull forms designed for different purposes and seas. Transportation by sea allows for cargo, passengers, and payloads to be carried by buoyancy forces, requiring less power than other modes of transportation. Ships move through both water and air, facing resistance drag forces from both environments. Propulsors, most commonly screw propellers, impart forward thrust forces to overcome drag and allow ships to cruise. Ship propulsion science studies resistance sources and relations to optimize hull design and select the most efficient propulsor. Selection of an ideal propeller and its rotational speed to match the engine is also
English Version of Book of coasts, ports and offshore structures engineeringKabir Sadeghi
• Theory
• Design
• Calculations
• Construction and installation
• Codes’ items
• Case studies and practical examples
• Technical information and statistical information for the Persian Gulf, the Oman Sea, and the Caspian Sea
Analysis and Design of Marine Berthing StructureIJERA Editor
This document discusses the analysis and design of a marine berthing structure in Visakhapatnam Port, India. It begins by introducing the project and factors considered in designing berthing structures. It then describes the design parameters that must be addressed, including location, types of structures, required number of berths, dimensions, draft maintenance, and more. Next, it outlines the various loads that were induced on the structure in the analysis, including dead load, live load, berthing load, and mooring load. The loads were calculated and represented on the structure. The document provides detailed calculations and diagrams to support the analysis and design of the berthing structure.
This document discusses port planning and characteristics of good seaports. It outlines factors to consider like connectivity, depth, protection from waves, storage, and facilities. It also discusses dry ports, bulk cargo, transshipment ports, ports of call, necessary surveys, regional transportation development, forecasting cargo and passenger demand, and calculating a port's cargo handling capacity. Key aspects include considering infrastructure, operations, traffic potential, natural conditions, and matching supply and demand to utilize port resources effectively.
propulsion engineering-02-resistance of shipsfahrenheit
propulsion engineering-02-resistance of shipsMarine Engineering (Marine Propulsion)
This program is designed for those students who want training in marine gasoline and diesel engines without immediately
pursuing the Associate in Science degree. The certificate is issued by the Marine Engineering Department and attests to
the completion of the courses outlined below. These courses may also apply to the A.S. degree in Marine Engineering if a
student later decides on that option. Program duration is one (1) calendar year.
Gasoline Engines (9 credits required)
MTE 1053C 2 & 4-Cycle Outboard Engine Repair & Maintenance (3)
MTE 1166C Marine Ignition and Fuel Systems (3)
MTE 2072C Marine Propulsion Gasoline Engine Troubleshooting (3)
Diesel Engines (12 credits required)
MTE 1001C Marine Diesel Engine Overhaul (3)
MTE 1056C Marine Diesel Systems (3)
MTE 2058C Diesel Engine Testing Troubleshooting Procedures (3)
MTE 2160C Diesel Fuel Injection Systems (3)
Program Core (Choose 4)
MTE 1183C Marine Engine Installation and Repowering Procedures (3) |
MTE 1400C Applied Marine Electricity (3)
MTE 1651C Gas & Electric Welding (3)
MTE 2054C Marine 4-Cycle Stern Drive Inboard Engines (3)
MTE 2062 Marine Corrosion and Corrosion Prevention (2)
MTE 2234C Marine Gearcase, Outdrives and Transmission System (4)
Total Credits Required: 32/34
Optional Factory Certifications:
Bombardier/Evinrude Marine:
° Evinrude E-Tec Outboards
° Evinrude E-Tech V Models
Mercury Marine:
° Propeller 1
° Corrosion 1
° Hydraulics
° Smart Craft 1
° Fuels and Lubes
° Fuel II
° Electrical II
° Navigating DDT
° Outboard Rigging
° Mercruiser EFI System
State of Florida :
° Safe Boating
° Livery Certification
Other Optional Certificatios:
° USCG Captains License
° American Welding Society, Welding Certifications
° FKCC Welding Certification
This document proposes developing offshore wind farms in the Persian Gulf, Oman Sea, and Caspian Sea based on an analysis of wind data from locations in those areas. It finds that the Persian Gulf is strongly recommended for offshore wind farms due to minimum wind speed requirements being met. The Oman Sea needs further investigation as wind speeds were slightly above minimum requirements. The Caspian Sea is not recommended due to low wind speeds below minimum requirements and high installation costs. It provides an overview of offshore wind farm components and engineering aspects like tower design and relationship between wind speed and power extraction.
Construction of marine and offshore structures(2007)calir2lune
This document appears to be the preface and introductory chapter of a textbook on marine and offshore construction. It provides background on the author, Ben C. Gerwick Jr., who has extensive experience in marine and offshore construction, engineering, teaching, and authoring previous editions of this textbook. It describes the intended audience of the textbook as practicing engineers and constructors working in marine environments, as well as graduate engineering students. It also provides a brief overview of the contents to be covered in the textbook.
Significant Guidance for Design and Construction of Marine and Offshore Struc...Professor Kabir Sadeghi
Marine and offshore structures are constructed worldwide for a variety of functions and in a variety of water depths, and environmental conditions. Shore protection facilities, ports, harbors and offshore petroleum platforms are important infrastructures which have big impacts on the economy level and industrial progress of countries.
Selection of type of platform and also right planning, design, fabrication, transportation and installation of marine and offshore structures, considering the water depth and environment conditions are very important. In this paper an overview of coast, ports and offshore structures engineering is presented. The paper covers mainly design and construction of jetties, harbor and fixed template offshore platforms. The overall objective of this paper is to provide a general understanding of different stages of design, construction, load-out, transportation and installation of marine and offshore structures.
This document provides an introduction to ship propulsion engineering. It discusses how ships have evolved from primitive wooden structures moved by oars and sails to various hull forms designed for different purposes and seas. Transportation by sea allows for cargo, passengers, and payloads to be carried by buoyancy forces, requiring less power than other modes of transportation. Ships move through both water and air, facing resistance drag forces from both environments. Propulsors, most commonly screw propellers, impart forward thrust forces to overcome drag and allow ships to cruise. Ship propulsion science studies resistance sources and relations to optimize hull design and select the most efficient propulsor. Selection of an ideal propeller and its rotational speed to match the engine is also
English Version of Book of coasts, ports and offshore structures engineeringKabir Sadeghi
• Theory
• Design
• Calculations
• Construction and installation
• Codes’ items
• Case studies and practical examples
• Technical information and statistical information for the Persian Gulf, the Oman Sea, and the Caspian Sea
Analysis and Design of Marine Berthing StructureIJERA Editor
This document discusses the analysis and design of a marine berthing structure in Visakhapatnam Port, India. It begins by introducing the project and factors considered in designing berthing structures. It then describes the design parameters that must be addressed, including location, types of structures, required number of berths, dimensions, draft maintenance, and more. Next, it outlines the various loads that were induced on the structure in the analysis, including dead load, live load, berthing load, and mooring load. The loads were calculated and represented on the structure. The document provides detailed calculations and diagrams to support the analysis and design of the berthing structure.
This document discusses port planning and characteristics of good seaports. It outlines factors to consider like connectivity, depth, protection from waves, storage, and facilities. It also discusses dry ports, bulk cargo, transshipment ports, ports of call, necessary surveys, regional transportation development, forecasting cargo and passenger demand, and calculating a port's cargo handling capacity. Key aspects include considering infrastructure, operations, traffic potential, natural conditions, and matching supply and demand to utilize port resources effectively.
propulsion engineering-02-resistance of shipsfahrenheit
propulsion engineering-02-resistance of shipsMarine Engineering (Marine Propulsion)
This program is designed for those students who want training in marine gasoline and diesel engines without immediately
pursuing the Associate in Science degree. The certificate is issued by the Marine Engineering Department and attests to
the completion of the courses outlined below. These courses may also apply to the A.S. degree in Marine Engineering if a
student later decides on that option. Program duration is one (1) calendar year.
Gasoline Engines (9 credits required)
MTE 1053C 2 & 4-Cycle Outboard Engine Repair & Maintenance (3)
MTE 1166C Marine Ignition and Fuel Systems (3)
MTE 2072C Marine Propulsion Gasoline Engine Troubleshooting (3)
Diesel Engines (12 credits required)
MTE 1001C Marine Diesel Engine Overhaul (3)
MTE 1056C Marine Diesel Systems (3)
MTE 2058C Diesel Engine Testing Troubleshooting Procedures (3)
MTE 2160C Diesel Fuel Injection Systems (3)
Program Core (Choose 4)
MTE 1183C Marine Engine Installation and Repowering Procedures (3) |
MTE 1400C Applied Marine Electricity (3)
MTE 1651C Gas & Electric Welding (3)
MTE 2054C Marine 4-Cycle Stern Drive Inboard Engines (3)
MTE 2062 Marine Corrosion and Corrosion Prevention (2)
MTE 2234C Marine Gearcase, Outdrives and Transmission System (4)
Total Credits Required: 32/34
Optional Factory Certifications:
Bombardier/Evinrude Marine:
° Evinrude E-Tec Outboards
° Evinrude E-Tech V Models
Mercury Marine:
° Propeller 1
° Corrosion 1
° Hydraulics
° Smart Craft 1
° Fuels and Lubes
° Fuel II
° Electrical II
° Navigating DDT
° Outboard Rigging
° Mercruiser EFI System
State of Florida :
° Safe Boating
° Livery Certification
Other Optional Certificatios:
° USCG Captains License
° American Welding Society, Welding Certifications
° FKCC Welding Certification
This document provides an overview of docks and harbours for construction. It defines key terms like dock and harbour. Harbours are sheltered areas used for loading/unloading vessels and providing refuge from storms. Harbours are classified as artificial, natural, or semi-natural. Planning requires studying site conditions. Requirements include sufficient depth, anchorage, and entrance width. Harbour features include breakwaters, docks, channels, jetties, and basins. Docks enclose areas for berthing ships, and can be wet or dry. Entrance channels should be deep and wide. Jetties project into water for berthing. Basins are used for parking and turning ships.
This work presents hydrodynamic characterization and comparative analysis of high speed crafts
(HSCs). HSCs performance characterizing is a serious concern to Hydrodynamicists because of the wide
variation of total resistance with hull-form, trim, draft and speed. Conversely, these parameters are not duly
analyzed during design due to inadequate theories. Therefore, this research investigates total resistance, wetted
surface and effective trim of four different HSC hull-forms. An interactive computer-program is developed based
on Savitsky and CAHI algorithms, and the results compared against test-data. The analysis correctly predicts
quantitatively the resistances of the four hull-forms at high speeds but with some discrepancies at speeds below
12 knots. The average standard-deviation for resistance predictions by CAHI = 4.69 kN and Savitsky= 6.13 KN.
Also, the results indicate that the transition from bow-wetting to full-planing occurs at 12 knots, and beyond
which the effective trim is fairly constant. Again, the wetted length-beam ratio (λm) drops rapidly from bowwetting
speeds to a plateau at speeds >12knot where hydrodynamic lift prevails. Standard-deviations of λm by
Savitsky’s and CAHI are 1.07 and 1.41, respectively. In conclusion, model-predictors are reasonably in good
agreement with measurement.
This document summarizes research on floating breakwaters for protecting harbors. It discusses:
1) The development of a theoretical model to predict floating breakwater performance based on field measurements at sites like Friday Harbor, Washington.
2) Results from instrumentation at the Friday Harbor site that validate the theoretical model and show how factors like wave frequency influence transmission.
3) Problems comparing different breakwater designs and the need for a standardized performance metric.
4) Evidence that nonlinear effects like long-period oscillations in mooring forces require further research.
1. The document discusses the need to update the US Coast Guard's bridge permitting guidelines to account for projected sea level rise of 2 feet by 2050 and 6.6 feet by 2100 in order to ensure the safe passage of vessels and sustain the lifespan of bridges.
2. Currently, the guidelines only recommend considering potential sea level rise as a side factor, but with nearly 2,300 miles of tidal shoreline in Florida, failing to incorporate projected increases could severely limit navigation in vulnerable waterways and cost billions in economic impacts.
3. Updating permitting to proactively require higher bridges based on sea level rise projections would reduce reactive alteration costs and prevent bridges from becoming obstacles much sooner than anticipated under current standards.
Harbour engineering - Railways, airports, docks and harbour engineering (RAHE)Shanmugasundaram N
Definition of Basic Terms: Harbour, Port, Satellite Port, Docks, Waves and Tides – Planning and Design of Harbours: Harbour Layout and Terminal Facilities – Coastal Structures: Piers, Break waters, Wharves, Jetties, Quays, Spring Fenders, Dolphins and Floating Landing Stage – Inland Water Transport – Wave action on Coastal Structures and Coastal Protection Works – Coastal Regulation Zone, 2011
1. Graving or dry docks are excavated chambers with side walls and an entrance gate that allow ships to float in and sit on wooden blocks for repair work above the water line.
2. Floating dry docks are hollow steel or concrete structures that can lift ships using buoyancy by letting water in and out of the structure.
3. Marine railways use an inclined track extending into the water to pull ships out of the water for repair work. The ship rests on a cradle that moves along the tracks on rollers.
Design of concrete Gravity Dam_Project B.E finalSyed Salman
This document is a certificate from Zakir Hussain College of Engineering & Technology at Aligarh Muslim University certifying that Syed Mohd Salman Naqvi, MD Gulnawaz Khan, Abdul Hannan Khan, Mohd Junaid Khan, and Adil Nishat have completed the requirements for a Bachelor of Engineering in Civil Engineering by completing their project on the "Design of a Concrete Gravity Dam" under the supervision and guidance of Dr. Javed Alam and Prof. Mohd. Athar Alam during the 2014-15 academic session. The certificate is signed by the supervising professors.
Berthing structures include piers, pier heads, wharves, jetties, docks, and mooring accessories. Piers are structures built perpendicular to shore to allow ships to berth near land in shallow water. Pier heads are exposed on three sides at harbor entrances. Wharves are landing areas alongside ships to facilitate loading and unloading even at low tide. Jetties extend from shore to deep water for ships to berth. Docks are enclosed areas that keep ships at a uniform water level for loading and unloading cargo over several days. Mooring accessories for fixed berths include mooring ports, bollards, and capstans to secure ships to piers and wharves.
harbour and dock engineering ppt 01 introductionHasna Hassan
This document discusses the classification and types of harbours. It describes natural harbours, which have natural protection from storms, and artificial harbours, which require man-made structures for protection. Harbours are classified based on the protection needed, their utility, and location. Types include harbours of refuge for emergency shelter, commercial harbours for shipping cargo, fishery harbours for unloading fish catches, and military harbours that also serve as supply depots. Marina harbours provide berths and amenities for small boats. Location determines classification as canal, lake, river/estuary, or ocean harbours.
Piping is used to transport liquids, gases, and fluidized solids from one location to another. It forms the backbone of many industries like oil and gas, refineries, and power plants. Seismic surveys use sound waves to image underground rock structures and identify potential reservoirs of oil and gas located beneath the seafloor or land.
Drill ships are modified ships designed to carry out deep sea drilling operations. They have drilling platforms and derricks amidships, with openings called moon pools that extend down through the decks. Dynamic positioning systems and anchors help stabilize drill ships in deep, turbulent waters where they conduct exploratory drilling. Drill ships can move between drilling sites under their own power, saving time compared to towing semi-submersible platforms. However, drill ships face challenges with stability in rougher seas compared to semi-submersibles.
IRJET- A Study on the Optimization of Highly Stabled Ships by using Roll Stab...IRJET Journal
This document discusses the optimization of ship stability through the use of roll stabilization tanks. It begins by introducing different methods of roll stabilization, including fins, rudders, and bilge keels. It then focuses on the operation and design of roll stabilization tanks. These partially filled wing tanks are connected by ducts and function by using the delayed flow of fluid within the tanks to generate a counteracting moment that reduces roll motion as the ship rolls from side to side. The document provides details on tank arrangement, operation, and design considerations to accommodate tanks while maintaining ship stability. It concludes that roll stabilization tanks can effectively stabilize ships when stationary and that adaptive control may be beneficial for varying ship dynamics.
Diving and propulsion system of modern diesel-electric submarineALWYN ARJUN ANTONY
The objective of the project was to identify the various components and necessary calculations involved in diving and propulsion of a modern diesel-electric submarine. An analysis was done on a model submarine to verify the resistance, powering and propulsive efficiency of the vessel.
Docks are enclosed areas for berthing ships to facilitate loading and unloading cargo. They can be classified as wet docks, also called harbor docks, which are used for berthing ships to load and unload passengers and cargo, or dry docks, which are used for ship repairs. Docks need to provide a uniform water level and shelter from tides to efficiently transfer cargo and passengers. Their shape is usually straight to accommodate ships, with common designs including rectangular, diamond, and inclined quay docks. Dry docks include graving docks, floating dry docks, marine railways, ship lifts, and slipways used for repairs and shipbuilding.
The document analyzes the effects of collision damage on the ultimate strength of FPSO vessels. It models the cross-section of an FPSO vessel using finite elements and simulates collision damage by removing elements representing 10% and 60% of the ship's depth. The analysis finds that collision damage reduces the ultimate strength and bending stiffness of FPSO vessels. Stress distributions spread from damaged to undamaged areas. Collision damage has a more significant effect on ultimate strength under sagging conditions compared to hogging. The study concludes that collision damage reduces strength due to lost stiffness from damaged elements.
This document defines various terms related to docks and harbors. It describes structures like breakwaters, basins, berths, docks, jetties, piers, quays and wharves that are used in ports and harbors. It also defines terms like approach channel, apron, barges, estuary, harbor, hinterland, littoral drift and navigational aids which are important concepts in the context of docks and harbors. The document provides concise definitions of these terms to explain key infrastructure and processes involved in ports and harbors.
Planning and design of facilities for ships to discharge or receive cargo and passengers.
REQUIREMENTS OF A GOOD HARBOR
Classification of Harbor
Littoral drift
coastal current
Break water
Classification of breakwaters:
1) Sea level rise will impact navigation by reducing the clearance heights of bridges over waterways, potentially turning bridges into obstacles. Updating the US Coast Guard's bridge permitting process to account for projected sea level rise is necessary to sustain navigation and reduce future costs.
2) Global sea level is projected to rise 2 feet by 2050 and 6.6 feet by 2100 according to models. Florida is particularly vulnerable due to its low topography and porous geology. Coastal bridges in South Florida will be significantly impacted.
3) The Coast Guard's bridge permitting process currently only briefly mentions sea level rise. To properly plan for impacts, permitting should use the worst-case scenario of a 6.6 foot rise by 2100 when
This document compares in situ wind speed observations from Wave Glider deployments in the Southern Ocean to several satellite-derived and reanalysis wind products. The study finds that the ECMWF reanalysis product best represents the temporal variability of winds compared to in situ data. However, the NCEP/NCAR Reanalysis II product matches observed trends in deviation from the mean wind speed and best depicts the mean wind state, especially during high wind periods. Overall, the high-resolution ECMWF product performs best during lower wind conditions with lower wind speed biases across categories.
This study used a 2D hydrodynamic model to evaluate wind-induced sea level fluctuations in the Persian Gulf and Gulf of Oman over a 10-year period. The model was calibrated using water level measurements from two stations, with tidal levels removed to isolate the wind effect. Results showed wind drag coefficients were higher than open oceans. Extreme wind setups and setdowns were calculated for ports, with the northeast Persian Gulf experiencing over 1.5m of setup. Maximum setup maps showed southern Bahrain and areas from Doha to Dubai experienced over 1m of wind-induced water level rise.
This document provides an overview of docks and harbours for construction. It defines key terms like dock and harbour. Harbours are sheltered areas used for loading/unloading vessels and providing refuge from storms. Harbours are classified as artificial, natural, or semi-natural. Planning requires studying site conditions. Requirements include sufficient depth, anchorage, and entrance width. Harbour features include breakwaters, docks, channels, jetties, and basins. Docks enclose areas for berthing ships, and can be wet or dry. Entrance channels should be deep and wide. Jetties project into water for berthing. Basins are used for parking and turning ships.
This work presents hydrodynamic characterization and comparative analysis of high speed crafts
(HSCs). HSCs performance characterizing is a serious concern to Hydrodynamicists because of the wide
variation of total resistance with hull-form, trim, draft and speed. Conversely, these parameters are not duly
analyzed during design due to inadequate theories. Therefore, this research investigates total resistance, wetted
surface and effective trim of four different HSC hull-forms. An interactive computer-program is developed based
on Savitsky and CAHI algorithms, and the results compared against test-data. The analysis correctly predicts
quantitatively the resistances of the four hull-forms at high speeds but with some discrepancies at speeds below
12 knots. The average standard-deviation for resistance predictions by CAHI = 4.69 kN and Savitsky= 6.13 KN.
Also, the results indicate that the transition from bow-wetting to full-planing occurs at 12 knots, and beyond
which the effective trim is fairly constant. Again, the wetted length-beam ratio (λm) drops rapidly from bowwetting
speeds to a plateau at speeds >12knot where hydrodynamic lift prevails. Standard-deviations of λm by
Savitsky’s and CAHI are 1.07 and 1.41, respectively. In conclusion, model-predictors are reasonably in good
agreement with measurement.
This document summarizes research on floating breakwaters for protecting harbors. It discusses:
1) The development of a theoretical model to predict floating breakwater performance based on field measurements at sites like Friday Harbor, Washington.
2) Results from instrumentation at the Friday Harbor site that validate the theoretical model and show how factors like wave frequency influence transmission.
3) Problems comparing different breakwater designs and the need for a standardized performance metric.
4) Evidence that nonlinear effects like long-period oscillations in mooring forces require further research.
1. The document discusses the need to update the US Coast Guard's bridge permitting guidelines to account for projected sea level rise of 2 feet by 2050 and 6.6 feet by 2100 in order to ensure the safe passage of vessels and sustain the lifespan of bridges.
2. Currently, the guidelines only recommend considering potential sea level rise as a side factor, but with nearly 2,300 miles of tidal shoreline in Florida, failing to incorporate projected increases could severely limit navigation in vulnerable waterways and cost billions in economic impacts.
3. Updating permitting to proactively require higher bridges based on sea level rise projections would reduce reactive alteration costs and prevent bridges from becoming obstacles much sooner than anticipated under current standards.
Harbour engineering - Railways, airports, docks and harbour engineering (RAHE)Shanmugasundaram N
Definition of Basic Terms: Harbour, Port, Satellite Port, Docks, Waves and Tides – Planning and Design of Harbours: Harbour Layout and Terminal Facilities – Coastal Structures: Piers, Break waters, Wharves, Jetties, Quays, Spring Fenders, Dolphins and Floating Landing Stage – Inland Water Transport – Wave action on Coastal Structures and Coastal Protection Works – Coastal Regulation Zone, 2011
1. Graving or dry docks are excavated chambers with side walls and an entrance gate that allow ships to float in and sit on wooden blocks for repair work above the water line.
2. Floating dry docks are hollow steel or concrete structures that can lift ships using buoyancy by letting water in and out of the structure.
3. Marine railways use an inclined track extending into the water to pull ships out of the water for repair work. The ship rests on a cradle that moves along the tracks on rollers.
Design of concrete Gravity Dam_Project B.E finalSyed Salman
This document is a certificate from Zakir Hussain College of Engineering & Technology at Aligarh Muslim University certifying that Syed Mohd Salman Naqvi, MD Gulnawaz Khan, Abdul Hannan Khan, Mohd Junaid Khan, and Adil Nishat have completed the requirements for a Bachelor of Engineering in Civil Engineering by completing their project on the "Design of a Concrete Gravity Dam" under the supervision and guidance of Dr. Javed Alam and Prof. Mohd. Athar Alam during the 2014-15 academic session. The certificate is signed by the supervising professors.
Berthing structures include piers, pier heads, wharves, jetties, docks, and mooring accessories. Piers are structures built perpendicular to shore to allow ships to berth near land in shallow water. Pier heads are exposed on three sides at harbor entrances. Wharves are landing areas alongside ships to facilitate loading and unloading even at low tide. Jetties extend from shore to deep water for ships to berth. Docks are enclosed areas that keep ships at a uniform water level for loading and unloading cargo over several days. Mooring accessories for fixed berths include mooring ports, bollards, and capstans to secure ships to piers and wharves.
harbour and dock engineering ppt 01 introductionHasna Hassan
This document discusses the classification and types of harbours. It describes natural harbours, which have natural protection from storms, and artificial harbours, which require man-made structures for protection. Harbours are classified based on the protection needed, their utility, and location. Types include harbours of refuge for emergency shelter, commercial harbours for shipping cargo, fishery harbours for unloading fish catches, and military harbours that also serve as supply depots. Marina harbours provide berths and amenities for small boats. Location determines classification as canal, lake, river/estuary, or ocean harbours.
Piping is used to transport liquids, gases, and fluidized solids from one location to another. It forms the backbone of many industries like oil and gas, refineries, and power plants. Seismic surveys use sound waves to image underground rock structures and identify potential reservoirs of oil and gas located beneath the seafloor or land.
Drill ships are modified ships designed to carry out deep sea drilling operations. They have drilling platforms and derricks amidships, with openings called moon pools that extend down through the decks. Dynamic positioning systems and anchors help stabilize drill ships in deep, turbulent waters where they conduct exploratory drilling. Drill ships can move between drilling sites under their own power, saving time compared to towing semi-submersible platforms. However, drill ships face challenges with stability in rougher seas compared to semi-submersibles.
IRJET- A Study on the Optimization of Highly Stabled Ships by using Roll Stab...IRJET Journal
This document discusses the optimization of ship stability through the use of roll stabilization tanks. It begins by introducing different methods of roll stabilization, including fins, rudders, and bilge keels. It then focuses on the operation and design of roll stabilization tanks. These partially filled wing tanks are connected by ducts and function by using the delayed flow of fluid within the tanks to generate a counteracting moment that reduces roll motion as the ship rolls from side to side. The document provides details on tank arrangement, operation, and design considerations to accommodate tanks while maintaining ship stability. It concludes that roll stabilization tanks can effectively stabilize ships when stationary and that adaptive control may be beneficial for varying ship dynamics.
Diving and propulsion system of modern diesel-electric submarineALWYN ARJUN ANTONY
The objective of the project was to identify the various components and necessary calculations involved in diving and propulsion of a modern diesel-electric submarine. An analysis was done on a model submarine to verify the resistance, powering and propulsive efficiency of the vessel.
Docks are enclosed areas for berthing ships to facilitate loading and unloading cargo. They can be classified as wet docks, also called harbor docks, which are used for berthing ships to load and unload passengers and cargo, or dry docks, which are used for ship repairs. Docks need to provide a uniform water level and shelter from tides to efficiently transfer cargo and passengers. Their shape is usually straight to accommodate ships, with common designs including rectangular, diamond, and inclined quay docks. Dry docks include graving docks, floating dry docks, marine railways, ship lifts, and slipways used for repairs and shipbuilding.
The document analyzes the effects of collision damage on the ultimate strength of FPSO vessels. It models the cross-section of an FPSO vessel using finite elements and simulates collision damage by removing elements representing 10% and 60% of the ship's depth. The analysis finds that collision damage reduces the ultimate strength and bending stiffness of FPSO vessels. Stress distributions spread from damaged to undamaged areas. Collision damage has a more significant effect on ultimate strength under sagging conditions compared to hogging. The study concludes that collision damage reduces strength due to lost stiffness from damaged elements.
This document defines various terms related to docks and harbors. It describes structures like breakwaters, basins, berths, docks, jetties, piers, quays and wharves that are used in ports and harbors. It also defines terms like approach channel, apron, barges, estuary, harbor, hinterland, littoral drift and navigational aids which are important concepts in the context of docks and harbors. The document provides concise definitions of these terms to explain key infrastructure and processes involved in ports and harbors.
Planning and design of facilities for ships to discharge or receive cargo and passengers.
REQUIREMENTS OF A GOOD HARBOR
Classification of Harbor
Littoral drift
coastal current
Break water
Classification of breakwaters:
1) Sea level rise will impact navigation by reducing the clearance heights of bridges over waterways, potentially turning bridges into obstacles. Updating the US Coast Guard's bridge permitting process to account for projected sea level rise is necessary to sustain navigation and reduce future costs.
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A Numerical Simulation for Predicting Sea Waves Characteristics and Downtime for Marine and Offshore Structures Installation Operations
1. K. Sadeghi, GAU J. Soc. & Appl. Sci., 3(5), 1-12, 2007
A Numerical Simulation for Predicting Sea Waves
Characteristics and Downtime for Marine and Offshore
Structures Installation Operations
Kabir Sadeghi1
Girne American University, Department of Electrical and Electronic Engineering,
TRNC
Abstract
In this paper, a numerical simulation of sea wave characteristics and operation
downtimes of offshore structures is presented. The simulation was based on available
wind data and seawater temperature recorded by an oceanography buoy installed in
the Caspian Sea. Wave characteristics were simulated for deepwater parts of the
Caspian Sea by applying the Bretschneider spectrum and equations using following
recorded data: wind velocity, wind duration, fetch length, and water/air temperature
differences. Since recorded wave data were only available for a one-year period, they
were solely used for validation of the simulation results with recorded data but for
not the simulation itself. Some practically established thresholds for wave velocity,
wave period, and wind velocity were considered as constrains, limiting the operation
of offshore installations. The numerical simulation model revealed that it is possible
to operate offshore installations for 250 days per year in the southern parts of the
Caspian Sea. A worst-case scenario showed that the maximum waiting time for
restarting the offshore installations is 17 days. Considering the swell parameter, it
was concluded that the annual downtime period of offshore installation operations in
southern parts of the Caspian Sea is about one third of a year and the maximum
waiting time for this operation is about two third of a month.
Keywords: Simulation, Bretschneider, Wave Height/Period, Caspian Sea, Marine
Introduction
In order to design, calculate, construct, and install coastal, port, marine, and
offshore structures, environmental data are needed, in particular wave and wind
data. To determine wave data, simulation models, measuring devices, and remote
sensing by satellites are used. Obtaining valuable and long-term environmental
data by measuring devices or satellites is time consuming and very expensive. In
addition, these types of data are not available for all regions.
1
ksadeghi@gau.edu.tr
1
2. Wave Characteristics and Downtimes of Offshore Structures
Because of the above-mentioned drawbacks of the direct measuring methods,
simulation models are widely used in establishing environmental data. They are
easy to use and are applicable for every geographical area, provided valid
equations and spectrums are chosen, calibrated, and well adapted to the specific
situation. To predict the wave characteristics in lakes, gulfs, seas, and oceans, the
equations and spectrums of Sverdrup-Munk-Bretschneider (S.M.B), Bretschneider,
Pierson-Moskowitz, and JONSWAP (Joint North Sea Wave Project) are mainly
used. These models can be adapted to every point in any water depth in the sea
waters (Sadeghi 2001).
To evaluate the validity of the Bretschneider spectrum, a case study was carried out
by the author for the Caspian Sea. The Bretschneider spectrum was selected for this
study because its equations and spectrums consider the very important parameter of
water/air temperature differences.
The Caspian Sea was chosen as study area, since sufficient wave characteristics
data are not available for some parts of the Caspian Sea allowing the evaluation of
sensitive operations such as installations of offshore petroleum platforms and the
like. Simulation of wave characteristics was carried out based on available wind
data recorded by Khazar Oceanography Buoy (KEPCO 2001). This buoy is located
in the south-eastern part of Caspian Sea, 30 km from Neka Harbour at a water
depth of 35 m and operated by KEPCO (Iranian Company for Exploration of Oil in
Caspian Sea).
Wave characteristics were simulated for deep water parts of the Caspian Sea based
on recorded wind data using the Bretschneider spectrum (Bhattacharyya 1972,
Cold Bay Study [CBS] 1999) and various modeling equations (U.S. Army Coastal
Engineering Research Center 1980, Sadeghi 1989, 2001). Wind duration, wind
velocity, fetch length, and water/air temperature differences were considered in the
simulation. Some constrains for wave velocity, wave period and wind velocity
were used as limitation criteria for offshore installation operations. It is important
to mention that only one-year wave data were available for the study area. Thus,
these data have only local validity and are not valid for other points of the Caspian
Sea, particularly for deep-water areas. Therefore, the recorded wave data were only
used for comparison purpose and were not applied in the simulation.
Information and data used
General information on environmental conditions (wave, wind, current, etc.)
obtained from literature were used for general consideration and overall
engineering judgments (U.S. Army Coastal Engineering Research Center 1980,
Sadeghi 1989, 2001). The data used in the wave characteristic simulations were
taken from KEPCO (2001).
2
3. K. Sadeghi, GAU J. Soc. & Appl. Sci., 3(5), 1-12, 2007
Formulas used in this study
The Bretschneider equations and spectrum were applied to predict forecasting the
wave characteristics (U.S. Army Coastal Engineering Research Center 1980, Sadeghi
1989, 2001, CBS 1999). The Bretschneider equations take the effects of wind
blowing duration, wind velocity, air-sea temperature difference, and fetch length
into account.
Summary of assumptions and analysis approach
The analysis is based on one-year environmental data recorded in the Caspian Sea,
and Bretschneider equations and Rayliegh distributions for prediction of wave
characteristics (Bhattacharyya 1972, U.S. Army Coastal Engineering Research Center
1980, Sadeghi 1989, 2001, 2004, DNV Classification Notes, 2000).
Following assumptions and analysis steps were applied:
a. Since there is lack of wind data for all points in south Caspian Sea, the
wind data recorded in the location of the above-mentioned buoy were
used for all points of the south Caspian Sea considering different fetch
lengths. Comparing the wind data for different parts of the south
Caspian Sea presented in literature (Kosarev & Yablonskaya 1994)
showed that this assumption could be considered as a valid.
b. A summary of used formulas based on the Bretschneider spectrum is
presented.
c. Data on seawater temperature, wind velocity, direction of wind, wind
duration, and air temperature were taken from KEPCO Engineering
Department measured by the KEPCO buoy (KEPCO 2001) and were
used for the numerical simulation of wave characteristics of the south
Caspian Sea. It is to be underlined that the available one-year data
covers only a certain period (1988/1989).
d. In the available data (KEPCO 2001), the period of each set of record
is three hours. It is important to note that this 3-hour period is not
necessarily the wind blowing duration. Therefore following criteria
were used for evaluating the wind duration:
If the directions of wind for two consecutive sets of recorded data
were different, the wind duration is considered as 1.5 × 3 hours
(because of difference between measuring period and real wind
duration by considering minimum probable duration of 4.5 hours).
3
4. Wave Characteristics and Downtimes of Offshore Structures
If the differences among wind directions between every two
consecutive periods of recorded data were less than 7 degrees, the
consecutive accumulated wind measuring duration were
considered as wind blowing duration (t). In this case the average
wind velocity was also used.
e. With regard to wind velocity and blowing duration, the required
related minimum fetch was calculated from the Bretschneider
equation which should be less than maximum effective fetch existing
in the south Caspian Sea (i.e. 450 km).
f. Based on the Bretschneider spectrum, the ratio of maximum wave
height over significant wave height is normally bigger than two. In
this study the Rayliegh ratio for Hmax/Hs was used for the benefit of
simplicity (i.e. Hmax/Hs = 1.85) (DNV Classification Notes 2000,
Sadeghi 2001).
g. Significant wave height, significant wave period, and peak period
were calculated based on the Bretschneider equation considering the
air-sea water temperature difference.
h. Constraints for the limitation of installation operation were defined as
follows:
Maximum wind velocity equal to 20 Knots
Maximum wave height equal to 2 meters
Maximum wave period equal to 8 seconds
Installation operation duration equal to 5 days (This duration is
considered for mooring and installation operation of the IranAlborz semi-submersible drilling platform in water depth of 970
m in the Caspian Sea).
Wave characteristics simulation results
Comparison of simulated and recorded wave characteristics
Simulated wave height and period for the south Caspian Sea were compared with
recorded wave height and period for a distinct point in this sea (30 km from Neka
Harbour, at 35 m water depth). It is important to note that the results of simulated
values were different from that of existing recorded values at that certain point. The
reason is that the reference point in this study was located at the south-east corner
4
5. K. Sadeghi, GAU J. Soc. & Appl. Sci., 3(5), 1-12, 2007
of Caspian Sea and thus, the fetch will be different from other points at southern
basin of Caspian Sea.
Figures 1, 2, 3, and 4 present the maximum wave height (Hmax in meters) versus
time (sets of 3 hours registered data). In the horizontal axis of these figures, 40
means 40 × 3 hours that equals to five days and 720 means 720 × 3 hours
equaling three months.
Figures 5, 6, 7 and 8 show the recorded values of Hmax. As it can be seen from these
figures the simulated values are generally well adopted with the recorded values
but a little bigger than them due to longer fetches.
8.0
Hmax (Simulated)
7.0
Non Operational Days = 17
Maximum Wave Height (m)
6.0
5.0
Non Operational Days = 7
Non Operational Days = 2
4.0
3.0
Limit Line as per Criteria
2.0
1.0
0.0
1
41
81
121
161
201
241
281
321
361
401
441
481
Time (Number of Registration 3 hours period)
Figure 1. Simulated maximum wave height for months 11, 12, year 1988 and month
1, year 1989.
As shown in figures 7 and 8 for an about two-month periods, the wave heights
were not recorded, but for the time period, the wave heights were simulated and are
presented in figures 3 and 4.
Figures 9, 10, 11 and 12 show the simulated peak period (Tm) versus time (sets of 3
hours registered data).
On the above-mentioned figures, the limitation criteria are shown by full block
lines and also the non-operational days are presented. It is to be mentioned that the
recorded and simulated wave periods were moderately different. This is mainly due
to the swell effect that has not been considered in Bretschneider formula and as a
result of the numerical simulation.
5
6. Wave Characteristics and Downtimes of Offshore Structures
8.0
Hmax (Simulated)
7.0
Maximum Wave Height (m)
6.0
Non Operational Days = 7
5.0
N. Op. D. = 1
N. Op. D. = 1
N. Op. D. = 1
N. Op. D. = 1
4.0
N. Op. D. = 1
N. Op. D. = 1
3.0
Limit Line as per Criteria
2.0
1.0
0.0
1
41
81
121
161
201
241
281
321
361
401
441
481
521
561
601
641
681
Time (Number of Registration 3 hours period)
Figure 2. Simulated maximum wave height for months 2, 3 and 4, year 1989.
8.0
Hmax (Simulated)
7.0
Maximum Wave Height (m)
6.0
Non Operational Days = 12
5.0
N. Op. D. = 1
N. Op. D. = 9
N. Op. D. = 3
4.0
N. Op. D. = 1
3.0
Limit Line (Criteria)
2.0
1.0
0.0
1
41
81
121
161
201
241
281
321
361
401
441
481
521
561
601
641
681
721
Time (Number of Registration 3 hours period)
Figure 3. Simulated maximum wave height for months 5, 6 and 7, year 1989.
6
7. K. Sadeghi, GAU J. Soc. & Appl. Sci., 3(5), 1-12, 2007
8.0
Hmax (Simulated)
7.0
Maximum Wave Height (m)
6.0
N. Op. D. = 7
Non Operational Days = 12
5.0
N. Op. D. = 1
N. Op. D. = 2
4.0
N. Op. D. = 1
N. Op. D. = 1
N. Op. D. = 1
3.0
Limit Line as per Criteria
2.0
1.0
0.0
1
41
81
121
161
201
241
281
321
361
401
441
481
521
561
601
641
681
721
761
Time (Number of Registration 3 hours period)
Figure 4. Simulated maximum wave height for months 8, 9, 10 and 11, year 1989.
8.0
Hmax (Recorded)
7.0
Non Operational Days = 13
Maximum Wave Height (m)
6.0
5.0
N. Op. D. = 2
N. Op. D. = 8
4.0
3.0
Limit Line as per Criteria
2.0
1.0
0.0
1
41
81
121
161
201
241
281
321
361
401
441
481
Time (Number of Registration 3 hours period)
Figure 5. Recorded maximum wave height for months 11, 12, year 1988 and month 1,
year 1989
7
8. Wave Characteristics and Downtimes of Offshore Structures
8.0
Hmax (Recorded)
7.0
Maximum Wave Height (m)
6.0
Non Operational Days = 6
5.0
N. Op. D. = 1
N. Op. D. = 1
N. Op. D. = 1
4.0
N. Op. D. = 1
N. Op. D. = 4
N. Op. D. = 1
3.0
Limit Line as per Criteria
2.0
1.0
0.0
1
41
81
121
161
201
241
281
321
361
401
441
481
521
561
601
641
681
Time (Number of Registration 3 hours period)
Figure 6. Recorded maximum wave height for months 2, 3 and 4, year 1989.
8.0
Hmax (Recorded)
7.0
Maximum Wave Height (m)
6.0
5.0
Not Recorded
N. Op. D. = 1
4.0
Non Operational Days = 3
3.0
Limit Line as per Criteria
2.0
1.0
0.0
1
41
81
121
161
201
241
281
321
361
401
441
481
521
561
601
641
Time (Number of Registration 3 hours period)
Figure 7. Recorded maximum wave height for months 5, 6 and 7, year 1989.
8
681
721
9. K. Sadeghi, GAU J. Soc. & Appl. Sci., 3(5), 1-12, 2007
8.0
Hmax (Recorded)
7.0
N. Op. D. = 1
Maximum Wave Height (m)
6.0
N. Op. D. = 3
Non Operational Days = 11
5.0
N. Op. D. = 4
N. Op. D. = 1
4.0
N. Op. D. = 5
3.0
Limit Line (Criteria)
2.0
1.0
0.0
1
41
81
121
161
201
241
281
321
361
401
441
481
521
561
601
641
681
721
761
Time (Number of Registration 3 hours period)
Figure 8. Recorded maximum wave height for months 8, 9, 10 and 11, year 1989.
15
14
Tm (Simulated)
13
12
11
Peak Period (s)
10
9
Limit Line as per Criteria
8
7
6
5
4
3
2
1
0
1
41
81
121
161
201
241
281
321
361
401
441
481
Time (Number of Registration 3 hours period)
Figure 9. Simulated peak period for months 11, 12, year 1988 and month 1, year 1989.
9
10. Wave Characteristics and Downtimes of Offshore Structures
15
14
Tm (Simulated)
13
12
11
Peak Period (s)
10
9
Limit Line as per Criteria
8
7
6
5
4
3
2
1
0
1
41
81
121
161
201
241
281
321
361
401
441
481
521
561
601
641
681
Time (Number of Registration 3 hours period)
Figure 10. Simulated peak period for months 2, 3 and 4, year 1989.
15
14
Tm (Simulated)
13
12
11
Peak Period (s)
10
9
Limit Line as per Criteria
8
7
6
5
4
3
2
1
0
1
41
81
121
161
201
241
281
321
361
401
441
481
521
Time (Number of Registration 3 hours period)
Figure 11. Simulated peak period for months 5, 6 and 7, year 1989.
10
561
601
641
681
721
11. K. Sadeghi, GAU J. Soc. & Appl. Sci., 3(5), 1-12, 2007
15
14
Tm (Simulated)
13
12
11
Peak Period (s)
10
9
Limit Line as per Criteria
8
7
6
5
4
3
2
1
0
1
41
81
121
161
201
241
281
321
361
401
441
481
521
561
601
641
681
721
761
Time (Number of Registration 3 hours period)
Figure 12. Simulated peak period for months 8, 9, 10 and 11, year 1989.
Conclusion
Due to the limitation of the existing recorded data (only one year available data for
a certain point near the shoreline), this simulation can be considered only as a
guide for evaluation of situations and can be used only for preliminary estimations.
Considering the operational constraints (Hmax = 2 m, Tm = 8 s and gust velocity =
20 Knots) used for numerical simulation, an installation operation of 250 days per
year is possible. The maximum waiting time for restarting the installation operation
is estimated to last 17 days.
As only the seas are simulated and due to lack of data and information for swell, it
can be in general concluded that the installation operation is possible for 2/3 of the
year and the maximum waiting time for this operation is about 2/3 of months.
References
Bhattacharyya R, 1972. Dynamics of marine vehicles.
Cold Bay Study [CBS], 1999. Section IV (Climatology).
11
12. Wave Characteristics and Downtimes of Offshore Structures
DNV Classification Notes, 2000. Environmental conditions and environmental
loads, No. 30.5, March 2000.
KEPCO Engineering Department, 2001. "Work Report on data obtained from
Khazar oceanography buoy and related CD electronic file", winter of 2001.
Kosarev AN, Yablonskaya EA, 1994. The Caspian Sea, translated from Russia by
Winstin AK, published by SPB Academic Publishing, The Hague.
Sadeghi K, 1989. Design and analysis of marine structures. Published by Khajeh
Nasirroddin Toosi University of Technology, Tehran, Iran, 1989, 456 pp.
Sadeghi K, 2001. Coasts, ports and offshore structures engineering. Published by
Power and Water University of Technology, Tehran, Iran, 501 pp [ISBN: 96493442-0-9]
Sadeghi K, 2004. An analytical approach to predict downtime in Caspian Sea for
installation operations. 6th International Conference on Ports, Coasts and Marine
Structures (ICOPMAS 2004), Tehran, Iran, Dec. 2004.
U.S. Army Coastal Engineering Research Center, 1980. Shore protection manual,
Vol. 1 & 2, 4th edition.
12