3. Oil Spill Information System: OSIS
• Spill trajectory and weathering prediction
tool
• Based on 25 years of laboratory work
into oil spills
• Validated against 18 sea trial spills (see
picture) and real life incidents (Sea
Empress, Rose Bay, Braer)
• GIS-based, designed for use by spill
responders and consultants
• Contains >120 oil types, laboratory
analysed for weathering and
dispersibility
• Underlying databases of oceanography
and maps for rapid set-up
• Works on laptop, PC and potential to
operate on LAN or Internet
4. OSIS Outputs
• GIS-based outputs
showing slick
trajectory, spread and
contours of thickness
or dispersed
concentrations
• Status panels showing
spill volume, viscosity,
flash point
• Beaching locations
• On screen graphs track
history of volumes,
viscosity, flash point
5. Shoal
• An intelligent AUV team to monitor pollution in seaports and harbours.
• Developments in AI, Robotics, Communications and Sensors.
• Evaluation and Testing in Gijon.
9. Concepts evaluated
The development of a combination of satellite booster technology with air
pressure systems and balloon technology to create a multi purpose modular
system for ship rescue purposes.
Fishing
ROPAX
Deployable
Internal Double
vessel
Curtain
salvage tool
bottom installation
10. Technical Details / Work done in period 1
DESCRIPTION OF TASK 2.3
ROPAX Curtain concept
Technical Details / Work done in period 1
Curtain Concept
DESCRIPTION OF TASK 2.3
Curtain Concept
Fitting arrangement
Bars are envisioned to be rigidly attached to the inner structure of the ship
Fitting arrangement
Bars are envisioned to be rigidly attached to the inner structure of the ship
bars
bars
Or be stored with the balloon on (or below) the car deck and be lifted as the balloon
inflates
Or be stored with the balloon on (or below) the car deck and be lifted as the balloon
inflates Steel bars
Steel bars balloon
balloon balloon
balloon
11. Technical Details / Work done in period 1
DESCRIPTION OF TASK 2.3
ROPAX Curtain concept
Concept
Curtain
Conclusion
• Curtain doesn’t hold even
with cables of 16mm even
Curtain doesn’t hold
with cables of 16 mm
diameter.
diameter and plate material
of steel.
Hydrostatic loads are way
less than hydrodynamic
loads.
Textile thickness seems to
be the most detrimental
property for structural
integrity
13. Salvage concept
• HAZID analysis completed
• Evaluation of shear forces and
bending moments and corresponding
fatigue damage thresholds
• Live Testing.
Single Input Fuzzy
Sliding Mode
Controller(SIFSMC)
14. ρg 1.017 kgm
commanded target depth, even though the simulation
Iyy 1481.31 kgm2 0.03
time is variable, it has a slight effect on the response
Z w"
values because of the sliding-mode controller - 15.7x As a
& action. 10
-3
0.02
Sliding mode controller
result, Figure 13 displays Z " different patterns – i.e.
3
reduction, maintenance and q
& - 0.41x10-3
further reduction to zero 0.01
value – of the flow rate, as inM "
Figure 8.
w& - 0.53x10-3 0.00
0 100 200 300 400 500 600 700 800 900 1000
1000 Variation in assent velocity
50 M q"
& - 0.79x10 -3
Variation in pitch angle
Time (s)
45
30 m Figure 5: Case 1 - Variation of ship ascent velocity
40 m
0.09
am 40
50 m
Some input physical and empirical parameters are given 0.0
30 m
0.08
35 in 40 m 1 for the pontoon model. The inflation time of
Table 30 m
-0.5
e with 0.07
filling gas inside the balloons depends on the initial flow
50 m 40 m
30 50 m
period rate whereas the breakout time of the pontoon from the -1.0
z (m)
of the 0.06
25 seafloor is assumed to be 100 s. The latter would be
-1.5
within 20 changed if the appropriate suction force model was
0.05
w (m/s)
ascent considered. In the following, two cases of numerical
θ (deg.)
-2.0
15
creases 0.04
simulations are considered for different target depths -2.5
e pitch 10
being equal to 30, 40 and 50 m. In the first case, the
0.03
s the 5 initial flow rate is variable for different depths, whereas -3.0
ntroller 0.02
in the second case the initial flow rate is fixed. The latter
0
error. 0 would 300 400 in500different numerical 1000
100 200 result 600 700 800 900 simulation time
-3.5
0.01
by the
depending on the sliding-mode control.
Time (s) -4.0
gle to 0.00
ates of Figure 100 Case 2 300 400 500 ship vertical position
0
9: 200 - Variation of 600 700 800 900 1000 -4.5
4.1 CASE Time (s)
1: VARYING INITIAL FLOW RATE 0 100 200 300 400 500 600 700 800 900 1000
hen the
Time (s)
Figure 5: Case 1 - Variation of ship ascent velocity
0.09 • the app
With 3 target (30, 40 and 50 m) depths, 3 different initial 0.0
Figure 6: Case 1 - Variation of ship pitch angle
flow m
30
rates (0.15, 0.1875 and 0.25 m3s-1, respectively) are evalua
given
n from 0.08
0.0 40 m -0.5
30 m
considered such that the payload reaches the desired 40 m • the eff
me t =
(at of 50 m
30 m 0.0002 50 m
0.07
-0.5
depths at the same time (about 1000 s). m
40 The inflation time -1.0 howev
flow
ces the
0.06 50 m
of filling gas inside the balloons is suitably taken as 100, 30 m which
m the
0.25 to -1.0 -1.5 40 m
80 & 60 s respectively. The obtained vertical dynamic 0.0001 as a Fu
ld be
der to 0.05
50 m
θ (deg.)w (m/s)
-1.5 • the ela
q (rad/s) θ (deg.)
-2.0
was
nduced responses (vertical trajectory, ascent velocity, pitch angle
0.04
and pitch rate) and the variation of the control parameter conditi
ottom.
erical -2.0 -2.5
(i.e. the flow rate) are presented in Figures 4-7 and 8,
0.0000 variati
depthsa
ains 0.03
target
-2.5
respectively. -3.0 pressu
e, the
ntroller
0.02 velocit
hereas -3.0
50 -0.0001
-3.5
ue. The • the ev
latter 0.01
30 m
to the
-3.5 45 -4.0 mome
time 40 m
relief
0.00
-4.0 0 100 40
200 300
50 m
400 500 600 700 800 900 1000
-0.0002
-4.5
thresho
0 100 200 300 400 500 600 700 800 900 1000
mode 35 Time (s)
-4.5
TE and
g 0 100 200 300 400 500 600 700 800 900 1000 -0.0003
Time (s)
nt rate 30
Figure 10: Case 2 - Variation (s) ship ascent velocity
of 0 100 200 300 400 500 600 700 800 900 1000 5. CONC
Time Figure 11: Case 2 - Variation of ship pitch angle
m)
17. For a safe and viable salvage operation, the ascent velocity and pitch angle
should be controlled by the combined use of an adaptive fuzzy sliding mode
controller and pressure relief valve
FSMCs shows 30 % of improvement in tracking performance over SMC. SIFSMC
is proved to be the preferred option among these controllers with less tuning
effort and computational time.
Live testing soon
18. Double bottom concept
DPAM – Method
• Stress Intensity Factors evaluation
• Bottom Damage – Grounding
• Side and Deck Damages - Collision
• Crack Propagation Equation
• Resolution of a differential equation
• Implementation : Octave script
4.9813 m
19. Double bottom Concept overview
concept
Prediction of structural integrity time as decision making tool.
Optimisation of the loads to increase the Structure Integrity Time.
• Ballasts
• Tanks
• Additional buoyancy due to SuSy balloon system
21. Double
Bo8om
Sec9on
–
One
balloon
packed,
but
the
other
inflated.
22. Description of Damage control cases applied to
the damage vessel
Loading case B1-
100% Sagging of the • Ballasting the
Common Structural double skin and
Rules for Oil-Tankers. Ballast hopper tanks
opposite to the
damaged ones.
• Attachment
2nd SuSy points of SuSy
Damage Devices devices on
Scenario Case bulkheads.
• Attachment
points of SuSy
SuSy
Rectangular damage Devices
devices on both
• 10m longitudinal webs and
bulkheads.
• 5.5m above WL
• 8.5m below WL
chool of Naval Architecture and Marine Engineering Shipbuilding Technology Laboratory
23. Results
Remarks
• Cases (a) & (b) similar stress
distribution.
• Case (a) slightly higher stress
distribution on deck.
• Case (c) lower stress distribution
below damage area.
School of Naval Architecture and Marine Engineering Shipbuilding Technology Laboratory
24. Double bottom concept
Results
Remarks
• Cases (a) & (b) similar stress distribution.
• Case (c) lower stress distribution.
• Average stresses for case (c) more
than 50% lower than cases (a) & (b)
25. Double bottom concept
•The application of SuSy devices on both bulkheads and webs compared to
ballasting, exhibits over 50% less average stresses, on hopper plating,
relevant longitudinal stiffeners and side skin, situated on the damaged side.
•Between the upper deck and upper section of damage, SuSy cases exhibits
slightly lower stress distribution than the cases where the SuSy devices are
applied.
•Proper selection of attachment points for the SuSy devices is essential
regarding structural response of the damaged compartment
29. Design
update
• A"achment
lacing
set
to
the
maximum
length
to
reduce
the
balloon
movement
during
infla7on.
• Addi7onal
s7ffener
behind
clamping
bar
to
provide
mechanical
resistance
against
slipping.
• Addi7onally
both
rubber
faces
will
be
• The
packed
balloon
will
be
geAng
longer,
buffed
to
improve
fric7on
inside
the
but
more
slim.
clamping
area.
• All
contact
areas
of
the
balloon
to
the
• The
thickness
of
the
clamping
bar
will
s7ffeners
will
be
reinforced
by
applying
a
be
of
6mm
and
made
of
steel.
second
layer
of
material.
30. Thank you
bhodgson@bmtmail.com
http://www.su-sy.eu/
Dr. Benjamin Hodgson
Senior Research Scientist
BMT Group Ltd,
Goodrich House, 1 Waldegrave Road
Teddington, Middlesex, TW11 8LZ, UK
Tel: +44 (0) 20-8614-4216
31. works and possible exchanges, it is highly unlikely that Data of this basic maritime traffic picture is not clas-
one single technical solution will fit each and every sified and could be shared without any restrictions
exchange of information within the CISE. For this between all Communities provided the necessary
reason the CISE architecture should be designed as safeguards are put into place.
CISE & e-maritime
Example of information layers (non-hierarchical)
Common information sharing environment
National authorities Information layers
Fishery control VMS
Maritime authority SAFESEANET
Defence PT MARSUR
Internal security EUROSUR
Information sharing User-defined COP
32. Secretary of States Representative for
Maritime Salvage and Intervention –
(SOSREP)
oversee, control and if necessary to intervene and exercise “ultimate
command and control”, acting in the overriding interest of the United
Kingdom in salvage operations within UK waters involving vessels or
fixed platforms where there is significant risk of pollution.
SOSREP should be:
• On site, able to act without delay
• Free to act without recourse to higher authority.
• The involvement of Ministers in operational decisions is not a practical
option.
• The “Trigger Point” for Intervention is when there is a significant threat
of pollution to the UK’s pollution control zone, territorial waters or
coastline.
• By not issuing a direction the SOSREP is adopting and approving the
proposed course of action proposed by those dealing with the incident.
33. also the space in which inclusive and sustainable economic development takes place.
Oxfam donut
Source: Oxfam. The 11 dimensions of the social foundation are illustrative and are based on
governments’ priorities for Rio+20. The nine dimensions of the environmental ceiling are based on
the planetary boundaries set out by Rockström et al (2009b)
