Date 2012

Author N a a i j e n , P. and E. Blondel-Couprie

Address Delft University of T e c i i n o l o g y

Stiip Hydromechanics and S t r u c t u r e s L a b o r a t o r y
IMekelweg 2, 2628 CD Delft
TUDelft
Delft University of Technology

Wave induced motion prediction as operational

decision support for offshiore operations

by

P. Naaijen and E. Blondel-Couprie

Report No. 1836-P 2012

Published in Proceedings of the International Conference

Marine Heavy Transport & Lift I I I , RINA, London, UK, I S B N :
978-1-909024-05-2.

Page /of 1/1

 INTERNATIONAL CONFERENCE

MARINE HEAVY TRANSPORT & L I F T III

24-25 O C T O B E R 2012
RINA HQ, L O N D O N

PAPERS

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 The Royal Institution of
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MARINE HEAVY TRANSPORT & L I F T III

24-25 October 2012

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© 2012: The Royal Institution of Naval Architects

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 Marine Heavy Transport & Lift III, 24-25 October 2012, London, UK

CONTENTS

The L C A C Carrier: A Heavy-Lift Ship for the Transportation Of A C V S

G. Gougoulidis, Hellenic Navy, Greece

The Turbine Foundation Liner Concept

J.W Brouwer, Dutch Offshore Innovators BV, The Netherlands

Wave Induced Motion Prediction as Operational Decision Support for Offshore

Operations
P. Naaijen, E . Blondel-Couprie, Delft University of Technology, the Netherlands

FeasibUity of Electric Propulsion for Semi-Submersible Heavy Lift Vessels

K . Kokkila, ABB, Finland

Enhancements in Monte Carlo Simulation in Safetrans 5

R. Grin, Maritime Research Institute Netherlands, N L

Non-Linear Hydrostatic Analysis of the Floating Crane Considering the Large Angle
oflnchnation *
K . Y Lee, N. Ku, J.H Cha, K.P Park, Seoul National University, Korea

Effect of Porosity on the Hydrodynamic Behaviour of Oscillating Structures During

Lifting Operations
H. Wadhwa, Intecsea, Australia

Removal and Installation of Modules Onto Truss Spar With DP Heavy Lift Vessel
Z. Ayaz, G. Mclelland, P. Smith, V. McCarthy, Saipem Ltd., U K

Operability of Ballasting and Lifting Operations of Extreme Loads with Integrated

Hydrodynamics (Obelics)
Drs. G. de Vries, Maritime Research histitute Netherlands (MARIN), the Netherlands
Ir. E.J.P.M. Frickel, Marithne Research histitute Netherlands (MARIN), the Netherlands

Technical CapabiUties and Cost Benefits of Dockwise Vanguard

M. J M Seij, Dockwise, The Netherlands

First Heavy Lift Super Fly Jib with Fibre Rope Stays
G. Wender, BigLift Shipping, the Netherlands
W. van Zonneveld, FibreMax, the Netherlands
M. van Leeuwen, Teijin Aramid, the Netherlands
M. te Velthuis, Huisman Equipment, the Netherlands

Developments in Heavy Transport Design Calculations

M. J A van Exsel MSc and J.B. de Jonge MSc, Doclcwise, The Netherlands

Marine Domain Awareness And Safety Of Heavy Lift Operation

S. Yasseri, Safe Sight Technology, U K

© 2012: Tiie Royal Institution of Naval Arcliitects

 Marine Heavy Transport & Lift IIL 24-25 October 2012, London, UK

Marine Design Aspects For Large Modules On Heavy Transport Vessels 105
A.P Crowle, CB&I, U K

Heavy Lift Transport Of 231m Lhd From Spain To Australia 113

A. Van Ginkel, Dockwise, Holland
A. Méndez and F . Lago, Navantia, Spain

Authors'Contact Details 229

©2012: Tlie Royallnstitution of Naval Architects

 Marine Heavy Transport & Lift III, 24-25 October 2012. London, UK

W A V E INDUCED MOTION P R E D I C T I O N AS O P E R A T I O N A L D E C I S I O N SUPPORT

F O R O F F S H O R E OPERATIONS

P. Naaijen, E . Blondel-Couprie, Delft University of Technology, the Netherlands

SUMiMARY

This paper considers the motivation and approach of a real time predication system of vessel motions. A short term
motion forecast would enable to anticipate on vessel motions in the near future during motion critical offshore
operations such as heavy lifting, helicopter landings etc.
A case study is presented to illustrate the possibility of shifting fi-om a workability analysis based on statistics only to
one involving a deteiministic approach.
The approach to use remote wave obsei-vations by X-band radar for deterministic prediction is explained.

1. MTRODUCTION exceeding certain limits, collision of the cutter head with

It has been common practice for many years to assess
operability for offshore operations that can be critical
with regard to vessel motions in waves, by considering
statistical properties like significant motion amplitudes or
most probable maximum values. These are typical
properties related to the sea surface elevation described
as a stociiastic process. With the development of various
remote surface elevation sensors like lidar ([1], [5]) and
X-band radar [3] a relatively new research field was
initiated considering the surface elevation fi-om a
deterministic point of view. It has been shown that in
principle, for relatively small time scales (in the order of
tens of seconds), with this approach it is feasible to
accurately predict wave elevation and related properties,
like vessel motions, in a deteraiinistic way ([8], [11], [9],
[7], [2], [13], [12], [6], [4]). The main objective of the
application of deterministic wave and motion prediction
(DWMP) on board offshore vessels is to improve
operability and safety. Instead of only indicating
operability by statistical parameters (like most probable
maximum values or significant values), it provides a
means to influence the operability: a prediction of wave
elevation and induced vessel motions enables optimal
timing of critical phases within offshore operations.
the bottom results in large loads that are tiansferred via
the cutter ladder to the connection joint and stud pole.
Failure of these components resufts in expensive repair
work and downtime which is why these dredging
operations are often restricted to very mild wave
conditions.
It is vii-tually impossible to influence/decrease first order
motions, meaning that when they exceed certain
operational limits it is inevitable to abort or cancel the
operation, resulting in expensive downtime.
In 2012 a research project PROiVIISED Operations
(PRediction Of wave induced iVIotions and forces In
Ship, offshore and Dredging Operations) was launched,
initiated by Delft University of Technology. One of the
main objectives of this project is to predict wave induced
vessel motions and related 1^' order quantities resulting
from wave frequent wave forces real time with a forecast
horizon in tiie order of 100 s in order to enable
anticipation on those predicted motions during motion-
critical offshore operations.
This article aims to report on the backgi-ound and
progress within this research project.

The first order forces cause structure motions at
frequencies in the same range as the wave frequencies.
For many offshore operations involving floating
structures mainly the l " order motions in waves are the
cause of a limited operability. Oil/LNG tandem off-
loading hook-on, helicopter / U A V landing, topside
installation / removal, cutter dredger operation, offshore
wind turbine installation and pipe transfer are a few
examples.
In all these operations, certain risks exist due to wave
induced motions: snap loads in offloading hoses just after
connecting, collision o f lifted items, crashing of
helicopters / U A V .
In case of dredging operation in environments that are
exposed to waves, vertical motions of the vessel directly
result in vertical motions of the cutter head. When
First a case study will be presented illustrating the
possible use of a deterministic vessel motion prediction,
followed by an explanation of the approach using remote
wave observations by X-band radar to initialize a wave
propagation model.
2. CASE STUDY
In order to illustrate this objective, a case study has been
done in co-operation with one of the participants in order
to assess the possible benefits of a DSS for a typical
operation that can be critical with respect to down-time:
transfer of pipes fi-om a supplying barge to a pipe laying
vessel (schematically depicted in Figure 1)
The operability of such lifting operations is detemined
by the expected probability o f collision of the pipe crate

©2012: The Royal Institution of Naval Architects 11

 Marine Heavy Transport & Lift III, 24-25 October 2012, London, UK
with the barge once it has been lifted. Having pre-
calculated transfer ftinctions of the vertical motions of
the pipe laying vessel relative to the barge and knowing
the incoming waves, the distance between pipe crate and
barge can be simulated during a lift.
Figure 1, pipe transfer
This is visualized in Figure 8 where the blue line
represents the vertical position of the crane hook of pipe-
laying vessel relative to the supply barge (positive =
upward) while the pipe crate is on the barge. (An offset
of -5m has been applied in order to account for slack in
the hoisting line.) Indicated in green and red are the
position of the crane hook during a lift. Crossing the
zero-level con-esponds with the actual take-off of the
pipe crate. Crossing this level downwards after take-off
means the pipe crate collides with the barge which occurs
for the red line.
By simulating a sufficient number of lifts, the probability
of occurrence of a collision can be determined.
Depending on the criterion for this probability the
considered sea state can be indicated as workable or not
workable.
It is obvious that when being able to predict the veitical
relative motions and simulate future pipe lift with an on-
board real time DSS, a crane operator will be able to
pick a safe moment in time to start the lifting operation.
A reliable DSS therefore can justify a less severe
workability criterion than is used now. Besides, the
safety of lifting operations is enhanced regardless of the
applied criterion when using a DSS.
As mentioned the prediction of the relative motion of
supply barge and crane hook of the discharging pipe
laying vessel can be used to simulate a pipe-lift at eveiy
instant in time, real-time. That way possible future
starting points of the lifting operation can be indicated to
be safe (gi-een) or not safe (red) giving the operator the
oppoi-tunity to choose a safe starting point without
having to rely on inaccurate visual obsei-vation. This is
illustrated in Figure 9.
It is obvious that increased operability has a direct
economic impact. I n order to quantify this aspect, a study
has been carried out into the effect of increased
operability. The objective of this study was to quantify
12
the increase of workability due to less severe statistical
criteria for typical operations in several different working
areas.
Considering the pipe transfer, a workability criterion of
98 % probability of successful lift is considered common
practice. This means that when starting a lift at an
arbitraiy moment in time the probability of collision
must be less than 2 %.
For three areas of expected operation (in this speciftc
case Campos Basin Brazil, Block31 Angola and Gorgon
Australia) the increase of workability is considered when
we would assume an allowable collision probability of
10% in combination with a DSS system (instead of the
mentioned 2% without DSS). (This implies that the
assumed probability of the DSS wrongly predicting a
successful lift amounts to 20%.)
For every location, historical wave data of the 15 years
between 1992 and 2006 has been used, during which a
wave spectrum was recorded every 3 hours resulting in
roughly 40000 simulations. Each of the simulations
resulted in a percentage of successful lifts and a resulting
workability given the criterion of a success rate of
minimum 98%.
The table below indicates the percentage of increase of
workability under the above mentioned assumptions
resulting from applying a DSS on a yeariy base (i.e. for
the case the vessel would operate a full year at the
considered location).
Location Workability Increase
Campos Basin, Brazil 33%
Block 31, Angola 112%
Gorgon, Australia 245%
Table 1, Workability increase.
These numbers should be interpreted carefully: factors
having a favourable effect on the estimated workability
increase are the underiying assumptions that for the
situation without DSS the crane driver is not able to
anticipate on the waves by visual observation and that the
vessel operates 365 days / year at the same location.
Besides, the assumed 20% probability of the DSS
wrongly predicting a successfial lift is a rough estimate.
However, the figures clearly indicate the very significant
increase in operability due to only a slight relaxation of
the workability criterion.
3. APPROACH
The chosen approach to obtain a prediction of the waves
and the resulting motions of a vessel is to use a remote
wave measurement and propagate the measured wave
field towards the location of the vessel. One of the recent
developments into remote wave sensors is the X-band
radar, the navigational radar that basically all ships are
© 2012: The Royal Institution of Naval Architects
 Marifie Heavy Transport & Lift III, 24-25 October 2012, London, UK
equipped with. Being relatively inexpensive and having
the advantage of large spatial range, it has some
promising feahires for the intended research objective.
The idea of the application of the X-band radar as a
remote sensor is depicted in Figure 10.
Waves measured in the indicated observation zone are
used to initialize a wave propagation model which
provides a prediction of the waves and, in combination
with the required transfer functions, any wave related
property at the ship location.
3.1 PRINCIPLES OF W A V E SENSE^G B Y X -
BAND RADAR
The navigational X-band radar is normally used for
navigation puiposes: avoiding collisions with the
suiTounding traffic. Reflections of the radar on the wavy
sea surface, so-called back scatter, are usually filtered
out. However, this back scatter reveals a lot of valuable
information about the waves. It is important to note
though that the X-band radar does not provide a direct
measurement of the wave elevation. Wave elevation can
only indirectly be derived from it.
A commonly applied analysis technique that is used in
X-band radar remote wave sensing is the three-
dimensional Fourier transform (3D FFT). Applying a 3D
EFT to a series of backscatter images obtained in an
observation zone (a part of the entire radar view
indicated, indicated in Figure 11) yields a number of
backscatter components each having a two-dimensional
wave number and frequency. Using the linear dispersion
relation as a filter and applying modulation transfer
functions (MTF) to translate backscatter data into wave
elevation data, yields a frequency domain description o f
the surface elevation which could directly be used for the
initialization of a wave propagation model.
This process is schematically depicted in Figure 11 and
Figure 12.
Obtaining the infoiTnation in the radar images in the
wavenumher-frequency domain by applying a 3D FFT
basically has three objectives:
1. enable application of the frequency domain
modulation transfer functions (MTF) that
translate radar backscatter data into wave
elevation data
2. distinguish real wave phenomena from noise by
using the linear dispersion relation as a filter.
3. remove the ambiguity in the directional sense
resulting from analysing just 1 snapshot of a
wave field
Also transfer functions of wave related properties like
e.g. ship motions could be directly applied to the
obtained wave components before applying the inverse
transformation into time-space domain.
© 2012: Tlie Royallnstitution of Naval Architects
3.1 DETERME^IISTIC WAVE PREDICTION
FROM RADAR OBSERVATIONS
In order to assess the possibilities to initialize a linear
wave propagation model by using the 3D FFT o f a series
of subsequent radar images, focussing on the effect of the
3D FFT procedure, simulations have been earned out
assuming 'prefect' observation data, i.e. assuming an
actual observation of the wave elevation in space and
time would-be available (without taking into account the
fact that in reality the observation consists o f the radar
back scatter that in its tum will have to be converted into
wave elevation by the mentioned MTF).
A 3D Fourier transfonn of a series of 2D snapshots of a
wave field is a Fourier transform of the surface elevation
7] applied subsequently over the spatial x, and y domain
and over time.
From the 3D FFT, the complex amplitudes 4„„;, of the
wave elevation r j , sampled at x spatial points at
time steps, can be derived that relate to the wave
elevation as follows:
m=0 11=0 p=0
Where:
/f„„, is the 2D wave number vector ^/c^, j
(Dp is the wave frequency
A consequence of this 3D FFT approach is that equation
(1) represents a wave elevation that is periodic in x, y,
and /. See Figure 2. Suppose waves with a main
propagation direction in positive x-direction are
considered (see Figure 10) that are observed in the 3D
obsei-vation domain indicated in Figure 2. A n attempt to
use equation (1) to fmd the wave elevation for future
times and/or down'stream' locations, indicated by the
suiTounding boxes, would result in exact copies of the
observation: because of the periodicity introduced by the
3D FFT procedure, the wave pattern will repeat in space
and time.
A
y
obsen'alioD
•
/
•— — — •t
Figure 2, periodicity of wave elevation representation
from 3D FFT
13
 Marine Heavy Transport & Lift III, 24-25 October 2012, London, UK

3.1 SIMULATIONS WITH 'PERFECT' DATA relation. In tenns of equation (1) this means that all
frequencies (O^ are tumed into ty„„^, where equals
A related issue is that the obtained wave components in
equation (1) do not satisfy the dispersion relation. the frequency that conesponds with /c^,

A n example o f the result of a 3D FFT is visualized in This results in a wave representation as given in equation
Figure 3 where each dot represents one wave component (2) where p^s.nd p^refcr to the lower and upper
from a 3D FFT whose colour indicates its magnitude.
frequency following from the chosen filter bandwidth.
(Only components with energy above a threshold value
are shown) The solid line represents the dispersion
relation. As can be seen some dots that are not exactly on
the dispersion line represent wave energy even though 77{x,t)=n\^'X £ 4™/^"'""'-^"""4 (2)
the data on which the 3D FFT was applied is perfectly m=0 11=0 p=p^
linear synthetic wave data.

Figure 3, wave component amplitudes against modulus Figure 4, filtering using dispersion relation
of wave number and frequency
For a more detailed description of the process reference
is made to [7, 2].
It is assumed that the main cause for the occuiTence of
these components is the fact that the 3D FFT is applied This way the periodicity in time will be removed. This is
on a finite spatio-temporal measurement domain. This visualized in Figure 5 where the blue boxes represent the
results in: propagated wave field in time.
1. a grid of /c, - ^ combinations that simply does
not provide a (o^ for eveiy A:„,„ that satisfies the
dispersion relation
2. spectral leakage: (a classical problem ti'eated by
e.g. [18]) Energy of wave components present
in the data whose frequency is not a harmonic of
the record length or whose wave number is not a
harmonic o f the spatial domain length is
assigned to adjacent harmonics.
These 'non-physical' wave components and their
periodicity are obviously a problem when the obtained
components are to be used as the initialization of a
(linear) wave propagation model.

As mentioned, in the process of analysing radar images Figure 5, periodicity of wave elevation after shifting
to obtain a wave obsei-vation, the linear dispersion components onto dispersion relation
relation is used in order to distinguish noise from real
waves: only those components within a certain band
For prediction purposes, only the upper .right box is
width around the dispersion relation are considered as
relevant. It should be noted however that based on the
indicated by the dashed lines in Figure 4.
lower left observation, it is not possible to obtain an
accurate prediction in the entire upper right prediction
In the approach where we want to use the obtained
box. Prediction is only possible in the so-called
remaining components fov propagation, on top o f the
predictable zone. This is explained in more detail in [10]
filtering process, a procedure is applied to the wave
and [2]
components in order to map them onto the dispersion
relation: all wave components within the filter bandwidth
(Figure 4) are 'vertically' shifted onto the dispersion

14 © 2012: Tlie Royal Institution of Naval Arcliitects

 Marine Heavy Transport & Lift III, 24-25 October 2012, London. UK
4. R E S U L T S AND CONCLUSIONS
In order to assess the accuracy and vahdity of the
proposed approach, a large number of simulations have
been conducted. Linear synthetic short crested waves
have been generated. (An average directional spreading
for wind waves has been used.) Part of the generated
wave field was used as an obsei-vation, indicated by the
left square zone indicating 'observation zone' in Figure
6. From 32 subsequent snapshots taken with a time
interval of 1.5 s in this obsei-vation zone the wave field
was predicted at other locations ('prediction') and future
times. (The two outer summations over m and n in
equation (2) can be computed efficiently by means of an
inverse 2D FFT from the wave number (/c ) domain into
the spatial ( X ) domain, resulting in a spatial prediction
domain (indicated by the rightmost square zone in Figure
6) of equal size as the ohsei-vation domain.) The two
snapshots shown in Figure 6 are schematically
represented by the vertical planes indicated with 'Obs
zone' and 'Pred.zone' in Figure 5.
The colour in Figure 6 indicates the prediction error
according to equation (3), where ^ ^ indicates the
ensemble average over 260 realizations and cr^ equals
the variance o f the generated waves, f j is the generated
('bue') wave elevation while T] is the prediction
following from equation (2). The result is shown for 2
moments in time (t= 51 s and t=78 s, being 3 s and 30 s
respectively after the last snapshot of the obsei-vation was
taken).
-500 0 500
X have been shown to be able to give very accurate
Figure 6, reconsti-uction / prediction accuracy
©2012: Tlie Royal Institution of Naval Architects
The simulations were carried out using temporal and
spatial resolutions for the observations that are realistic
for radar capabilities: the spatial step amounted to 7.8 m
in both X and y direction and the size of the observation
zone was 128 x 128 points.
As can be seen, using the proposed method to map the
wave components onto the dispersion relation (next to
the band pass filtering around the dispersion relation), an
accurate prediction can be obtained. The forecast horizon
depends on the size of the observation zone and the
temporal length of the observation, the position of the
vessel relative to the observation zone, and the wave
condition. This is explained in detail in [2].
In order to give an indication of required radar ranges.
Figure 7 shows the optimal distance between the
observation zone (i.e. the distance between the right most
edge of the observation zone and the suggested vessel
location in Figure 6) for the case of the aforementioned
observation zone size and length. The figure shows
results for JONSWAP wave spectra whose peak period
Tp is used as the abscissa and which again have an
average directional spreading for wind waves.
600
Figure 7, optimal observation location
The obtained optimal distances between observation
zone and vessel location are all well within the
capabilities of X-band radar wave sensors.
The principles of wave prediction by using a 3D FFT
prediction results as shown by Figure 6.
Having available the relevant transfer functions as a
function of wave number k , a vessel motion prediction
can easily be obtained.
However, these results are obtained by using perfect
observation data. Future research will focus on research
using more realistic wave observations obtained by
actual X-band radar simulations, involving the effects of
shadowing (parts of the observation zone being blocked
15
 Marine Heavy Transpori & Lift III, 24-25 October 2012, London, UK
for the radar by wave crests, resuhing in gaps in the
observation) and measurement noise.
Possible alternatives for the 3D FFT approach w i l l be
investigated.
5. ACKNOWLEDGEMENTS
This research on which this paper is based has been
carried out within the research project 'PROMISED
Operations' (PRediction Of wave induced Motions and
forces In Ship, offshorE and Dredging Operations),
funded by 'Agency N L ' , a department of the Dutch
Ministery of Economic Affairs, Agriculture and
Imiovation and co-flmded by Delft University of
Technology, University of Twente, Maritime Research
Institue Netherlands, Ocean Waves GMBH, Allseas,
Heerema Marine Contractors and IHC.
6. REFERENCES
[1] M.R. Belmont, J.M.K. Horwood, R.W.F. Baker,
and J. Baker. Shallow angle wave profiling
lidar. Journal of Atmosperic and Oceanic
Technology, 24:1150-1156, 2007.
[2] E. Blondel and P. Naaijen. Reconstruction and
prediction o f short-crested seas based on the
application o f a 3d-fft on synthetic waves, part
1: Prediction. I n Proceedings of the 31st
International Conference on Ocean, Offshore
and Arctic Engineering, 2012.
[3] J. C. Nieto Borge, K. Reichert, and J. Dittmer.
Use of nautical radar as a wave monitoring
insh-ument. Coastal Engineering, 37(3-4):331 -
342, 1999.
[4] D.R. Edgar, J.M.K. Horwood, R. Thurley, and
M.R. Belmont. The effects of parameters on the
maximum prediction time possible in short term
forecasting of the sea surface shape.
International Shipbuilding Progress, 47:287¬
301,2000.
[5] S. T. Grilli, C. Guerin, and B. Goldstein.
Oceanwave reconstruction algorithms based on
spatio-temporal data acquired by a flash lidar
camera. In Proceedings oflSOPE, 2011.
[6] E.L. Morris, H.K. Zienkiewicz, and M.R.
Belmont. Short tenn forecasting of the sea
surface shape. International Shipbuilding
Progress, 45:383-^00, 1998.
16
[7] P. Naaijen and E. Blondel. Reconstruction and
prediction of short-crested seas based on the
application of a 3d-fft on synthetic waves, part
I : Reconstruction. In Proceedings of the 31st
International Conference on Ocean, Offshore
and Arctic Engineering, 2012.
[8] P. Naaijen and R.H.M. Huijsmans. Real time
wave forecasting for real time ship motion
predictions. In Proceedings of tlie ASME 2008
27th International Co7iference on Ocean,
Offshore and Arctic Engineering, 2008.
[9] P. Naaijen and R.H.M. Huijsmans. Real time
prediction of second order wave drift forces for
wave force feed forward in dp. In Proceedings
of the ASME 2010 29th International
Conference on Ocean, Offshore and Arctic
Engineering, 2010.
[10] P. Naaijen, K.Trulsen, and E.Blondel-Couprie.
On the detei-ministic predictability of long
crested waves. ISP, to be published.
[11] P. Naaijen, R.R.T. van Dijk, R.H.M. Huijsmans,
and A.A. El-Mouhandiz. Real time estimation
of ship motions in short crested seas. In
Proceedings of the ASME 2009 28th
International Conference on Ocean, Offshore
and Arctic Engineering, 2009.
[12] K. Tmlsen. Spatial evolution of water surface
waves. In Fith International Symposium WAVES
2005, Madrid, July 2005.
[13] K. Tmlsen and C.T. Stansberg. Spatial
evolution of water surface waves: Numerical
simulation and experiment o f bichromatic
waves. In Proceedings of the Eleventh (2001)
International Offshore and Polar Engineering
Conference, Stavanger, June 2001.
7. AUTHORS' BIOGRAPHY
Peter Naaijen holds the cun-ent position o f Assistant
Professor at Delft University of Technology. He is
responsible for education in the field of ship and offshore
hydromechanics and research in the field of detei-ministic
wave and vessel motion prediction.
Elise Blondel-Couprie holds the current position of Post
Doc at Delft University of Technology following up on
her PhD research at Ecole Cenhale de Nantes on non-
linear deterministic wave prediction.
©2012: The Royal Institution of Naval Architects
 Marine Heavy Transpori & Lift III, 24-25 October 2012, London, UK

APPENDIX, F I G U R E S
SucMSSful Lift
2 I • t

IV
t

f\J

-fAAJ SO 60
1
80
1
100
1
120
i 1 1
1S0 130 200
«mé [s]

Figure 8, Simulation of pipe lift

\ \ L

Indication of safe and unsafe

future sterling points

Time
Now

Figure 9, possible Decision Support System forecast information

Figure 10, Remote wave sensing by radar.

©2012: Tlie Royal Institution of Naval Architects

 Marine Heavy Transport & Lift III, 24-25 October 2012 London, UK

I'

0 1 2 xfkm]

Figure I I , radar observation zone

3D FFT
on reflection intensity

inverse 3D FFT

apply MTF's: filter using linear

translate radar reflection dispersion relation: match
into surface elevation kand a

Figure 12, schematic process transfonnation back scatter data into wave elevation

18
©2012: T/te Royal Institution of Naval Arcliitects