Publicações

Belga, F., Ventura, M. e Guedes Soares, C. (2018), “Seakeeping optimization of a catamaran to operate as fast crew supplier at the Alentejo basin”, Guedes Soares, C. & Santos T.A., (Eds.), Progress in Maritime Technology and Engineering, Taylor & Francis Group, London, UK, pp. 587-598

There has been a lot of speculation regarding the existence of economically viable oil and gas reservoirs in the Portuguese basins. In this regard, a 2016 research work conceptualized a potential deep off- shore hydrocarbon field located 50 km off the coast, at the Alentejo basin. The present work optimizes the seakeeping performance of a displacement catamaran, in head seas, to operate as a fast crew supplier for an off- shore platform at the described location. The open-source strip-theory based code, PDStrip, was used to predict the heave and pitch motions of catamarans, exploiting an assumption of negligible hydrodynamic interaction between demi-hulls in head seas. The RMS vertical acceleration responses at the bow and the average Motion Sickness Incidence (MSI) at the passenger area were selected as objective functions to minimize. Extreme ef- fects such as slamming and green water were neglected, even though they might occur. As an attempt to include a preliminary design of the general arrangement, the dimensions and position of the passenger area on deck were set in order to minimize motion sickness. Stability criteria from the HSC code were applied, as well as a constraint on the maximum total ship resistance, computed with empirical formulae that estimate the hull interference components. Slender-body theory was used to calculate wave resistance. The effects of horizontal clearance ratios S/LWL between 0.2 and 0.4 were studied with respect to resistance, stability and MSI. The method of Lackenby was used to generate hull variations from a parent model, for which combinations of LCB and Cb were imposed, varied within the range of +-10%. Finally, an operability assessment of the optimized catamaran operating at two different speeds was carried out based on limiting seakeeping criteria imposed by the HSC code and DNV-GL in terms of the average 1% highest accelerations.

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