The presented research is part of the development of an onboard wave and motion estimation system that aims to predict wave elevation and vessel motions some 60–120 s ahead, using wave elevation measurements by means of X-band radar. In order to validate the prediction model, scale experiments have been carried out in short crested waves for 3 different sea states with varying directional spreading, during which wave elevation and vessel motions were measured. To compare predicted and measured wave elevation, three wave probes were used at different distances from a large set of wave probes that was used as input to the model. At one of the prediction locations, also tests were performed to measure vessel motions. This setup allowed validation of a method that was used for initializing the linear wave prediction and ship motion prediction model. Various observations and conclusions are presented concerning optimal combinations of prediction model parameters, probe set-up and sea state.

Since 1996 Spars have been used as production platform in the Gulf of Mexico. Spar Vortex Induced Motions (VIM) in strong currents like the hurricane and loop currents are an important consideration for the design of the mooring system and risers. This is important for the extreme offsets as well as fatigue in risers and the mooring system. This paper compares the VIM behavior of a truss Spar in sheared currents, like the Hurricane current in the Gulf of Mexico, with tow test results. Experiments have been carried out on a scaled model in both a complete mooring system and in a towing set-up with a simplified horizontal mooring. The Spar model consists of a hard tank with removable helical strakes, a truss section and a square soft tank. The results of this model test program show that both the choice of the mooring system and current profile have a significant influence on the VIM response of the Spar. The paper discusses the results of this research and also addresses important issues and considerations for VIM model tests.

Full-scale measurements of the motions of the Girassol FPSO are available over a one-year period. During this same period also vessel draft, wave height and wave direction have been recorded. This allows the calculation of motion transfer functions as function of the FPSO loading condition. A comparison has been made between the measured motion transfer functions and the calculated motion transfer functions based on diffraction theory, taking into account the measured wave spreading. Viscous roll damping has been added in the calculation to obtain maximum agreement between measured and calculated RAO’s. The results show that wave spreading is a very important factor on how the vessel behaves and should be taken into account when evaluating measured full-scale motion RAO’s. This paper addresses the full-scale monitoring campaign in some detail and the related issues. Furthermore it describes the technique how measured wave spreading is taken into account in the calculation of theoretical motion RAO’s. It is shown that the agreement between calculated and measured RAO’s is greatly improved by the use of measured wave spreading in the calculation. The levels of viscous roll damping found in this tuning process can be described as function of loading condition and sea state. The viscous roll damping found in this process also shows good agreement to model test results performed earlier on this same FPSO.

The study of the behavior of dynamically positioned semi submersibles in the time domain can deliver important information on the positioning accuracy and thruster loading of the structure. It is not sufficient to only consider a static equilibrium of environmental and thruster forces. Dynamic effects in the stationkeeping performance of the semi submersible may play an important role.The environmental loads contain both mean and low frequency varying components. Results from calculations and regular wave tests show that the use of diffraction analysis to calculate the wave drift forces on a semi submersible will lead to an underestimation of the loads.The total thrust force delivered by the azimuthing thrusters on a semi submersible is influenced by a large number of variables. Interaction effects, such as thruster-hull, thrustercurrent and thruster-thruster interactions, are the result of complex physical phenomena. Results of model tests show, that the thrust loss due to thruster-hull interaction effects can be up to 40% of the open water thrust.Other examples of dynamic effects in the stationkeeping behavior of a DP semi submersible include filtering of measured position signals, the application of wind feed forward, the thruster response times and the use of forbidden sectors for the azimuthing thrusters. It is possible to include these effects in DP model tests.

Over the past years Heerema Marine Contractors (HMC) has developed the QUAD lift method enabling the lift of single piece objects up to 30,000mT. This development is driven by the demand from our clients to install or remove larger topsides, both in size and weight. Lifting with two (or more) vessels simultaneously has been done before. Unique is that the QUAD lift operation is performed on DP. Two vessels lifting the topsides from opposite sides, instead of lifting the topsides from one side, creates the possibility for increasing dimensions and layouts of the topsides. The connection of the two crane vessels to the lifted object means that all actions taken on one ship influences not only the lifted object but also the second crane vessel. This requires a clear communication plan and full understanding of the complete system such as the DP behaviour, stability, ballast operations and crane operations. During a QUAD lift operation the Dynamic Positioning (DP) system plays an important role. Therefore in the development process the DP-system was modified to ensure stability of the DP system throughout the entire operation. A systematic series of tests was performed to gain insight in the DP behaviour of both vessels with the goal to ensure a synchronous move with two vessels connected in a QUAD lift configuration. In 2018 a demonstration QUAD lift is performed using Balder and Thialf to show HMCs commitment to perform this kind of operations in the future. The QUAD lift demonstration lift was prepared and executed in the Heerema Simulation Center (HSC) with the offshore crew in preparation of the actual offshore execution. This paper will address the steps followed to prepare for the offshore execution, describing DP behaviour, vessel coupled dynamics and human factor aspects. Based on the offshore experience validation was performed on the numerical tools used in the preparation.