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At least 235 records · Page 13
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Design and Demonstration of a NH3-Fueled Two-Stroke Uniflow Engine for Greenhouse Gas Reduction

The maritime shipping industry is growing increasingly interested in both low and non-carbon-containing fuels to meet future greenhouse gas emission targets. Specifically of interest is ammonia, as it has a relatively high volumetric energy density compared to other future fuels, such as hydrogen, making it more economical to transport. The robust engine architecture of low-speed two-stroke marine engines makes them an ideal candidate for ammonia fuel, overcoming many of the issues surrounding its poor ignitability and low flame speed. If emissions and fueling system challenges can be addressed, retrofits of current low-speed two-stroke dual-fuel engines represent a viable pathway for bringing ammonia engines to market. This study explores these technical hurdles by describing the design, analysis, and experimental validation of a single cylinder research engine converted to operate on ammonia fuel. The engine is a reduced-scale uniflow two-stroke marine engine with two previous hardware configurations available – diesel and high-pressure CNG dual-fuel. A concept study was used to evaluate possible ammonia-fueled engine architectures and the associated tradeoffs and design considerations. With the chosen architecture, low-pressure dual fuel, 1D and 3D analysis tools were used to inform hardware selection and to determine hardware configurations which minimized ammonia-slip. In addition to these considerations the hardware and engine configuration were designed to provide a versatile and robust testing platform. This includes options to test both gaseous and liquid ammonia injection, as well as a wide range of performance parameters such as AFR, swirl, valve timing, SOI, and many others. Design constraints imposed by the existing engine hardware necessitated an iterative loop between design and analysis toolsets, ultimately converging on a final design for the ammonia-conversion hardware. The engine was rebuilt with the new hardware and evaluated in an engine test cell. A new control strategy developed and flashed onto a prototyping electronic control unit allowed for full control over all engine parameters. An initial calibration was developed, providing test data for validation of the engine 1D and 3D models. The impact of the design choices on engine operability and the ability to meet program targets is discussed as well as opportunities for further optimization of the ammonia-conversion hardware, informed by the validated models.

Kaul, Brian [ORNL] (ORCID:0000000184813620)↗
DOE OSTI2025

Experimental Investigation of Air-Fuel Equivalence Ratio Effects on Advanced Dual-fuel Diesel/Ammonia Combustion on a Single-Cylinder Medium-Duty Diesel Engine at High Load

Ammonia (NH3) has gathered a lot of interest as a low-lifecycle-carbon fuel in sectors with high weight and distance requirements, such as shipping. The International Maritime Organization (IMO) mandates a 70-80% greenhouse gas (GHG) reduction by 2040, which is only possible with advanced engine technologies and fuels like NH3. Prior research studies at the US Department of Energy’s Oak Ridge National Laboratory have shown strong performance with NH3 under dual-fuel mode using conventional diesel combustion (CDC) manifold air pressure (MAP) settings. Diesel airflow was initially used to simplify retrofitting (no turbocharger modification), which resulted in air-fuel equivalence ratios (λ) greater than 1.5. To characterize potential improvements in dual-fuel NH3 combustion performance at richer in-cylinder conditions, a global λ sweep using a diesel pilot ignition (DPI) strategy with diesel fuel injected near top-dead center (TDC) and a reactivity-controlled compression ignition (RCCI) injection strategy with diesel fuel injected earlier during the compression stroke were compared. The experiments were conducted at 1200 RPM and 12.6 bar (75% load), and λ was varied by decreasing the commanded air flow to the engine at greater than 90% ammonia energy substitution (AES) level. A diesel injection timing sweep was conducted for both the combustion modes at fixed λ, and the timing with the lowest engine-out N2O emissions was identified. The results indicated an optimal balance between CO2, eq and thermal efficiency benefits for both DPI and RCCI injection strategy cases compared to CDC at a λ of 1.4. The indicated N-based emissions exhibited a strong correlation to the ratio of CA5–50 and ignition delay for DPI, but no apparent trend emerged for the RCCI injection strategy at the tested boundary conditions.

Tyrewala, Daanish [ORNL] (ORCID:0000000208599324)↗
DOE OSTI2026

Effect of NO on DME-Methanol HCCI Combustion Using a Reduced Chemical Kinetics Mechanism

Methanol is an attractive fuel for the maritime sector due to its wide availability. Its direct use as a fuel, however, is accompanied by challenges such as high latent heat of vaporization and low cetane number. A potential solution to overcome the ignition properties of methanol could be through on-board generation of dimethyl ether (DME) via catalytic dehydration of methanol. The resulting mixture from dehydration can be mixed in with the intake air to generate a homogenous charge compression ignition (HCCI) preburn for subsequent direct injection (DI) mixing controlled compression ignition (MCCI) of neat methanol. Within that context, complementary experimental work found that the influence of combustion residuals on the heat release rate (HRR) was significant, specifically for residual NO. This finding motivated the present computational and kinetic evaluation of the effects of NO on the low (LTHR) and high (HTHR) temperature heat release rates. The strong influence of small quantities of NO on the combustion process of a DME/methanol/H2O mixture (low catalyst or reactor efficiency) necessitated a kinetics-based investigation into this phenomenon. A mechanism sourced from the existing literature with NO had 172 species and 1375 reactions, making it computationally expensive for use. Hence, a mechanism reduction effort was implemented, and a rate constant (k) tuning effort based on sensitivity analysis was needed to validate experimental results using a zero-dimensional engine model in Cantera. The reduced mechanism was able to successfully capture the negligible influence of NO addition on DME HCCI combustion, whereas an advancement in LTHR and HTHR for a DME/methanol/H2O mixture was kinetically confirmed. Reaction pathway analysis showed that addition of NO chemically counteracted the OH sink created by alcohols like methanol, increasing the effectiveness of DME ignition.

Tyrewala, Daanish [ORNL] (ORCID:0000000208599324)↗
DOE OSTI2026

Effect of NO on DME-Methanol HCCI Experimental Observations

Methanol is an attractive fuel for the maritime sector due to its wide availability. Its direct use as a fuel, however, is accompanied by challenges such as high latent heat of vaporization and low cetane number. A potential solution to overcome the ignition properties of methanol could be through on-board generation of dimethyl ether (DME) via catalytic dehydration of methanol. The resulting mixture from dehydration can be mixed in with the intake air to generate a homogenous charge compression ignition (HCCI) preburn for subsequent direct injection (DI) and successful ignition methanol at diesel–like timescales. However, if the preburn species are treated separately from the complete methanol MCCI approach the preburn heat release rate (HRR) phasing and behavior do not replicate the preburn behavior of the complete approach. Thus, the presence of the main methanol mixing controlled compression ignition (MCCI) combustion event influences the DME/methanol preburn kinetics. Specifically, it was found that trapped residual temperature alone was insufficient alone to be responsible for the observed differences, and that trace species concentrations of NO in the trapped residual gas also influenced DME/methanol kinetics increasing low temperature heat release (LTHR) magnitude and advancing high temperature heat release (HTHR) phasing. NO is not present in HCCI combustion of neat DME or DME/methanol blends nor is elevated gas temperature in the trapped residuals; both of which result in failure to accurately predict the HCCI combustion of DME/methanol blends when coupled with subsequent DI methanol MCCI. This work experimentally explores the effect of trapped residual temperature and NO on DME and DME/methanol HCCI combustion.

Jatana, Gurneesh [ORNL] (ORCID:0000000288903225)↗
DOE OSTI2026

One Man’s Pirate is Another Man’s . . . Nuclear Terrorist? Evaluating the Act of Piracy Against Floating Nuclear Power Plants on the High Seas

The lack of international consensus about whether a floating nuclear power plant is a facility or vessel presents an ambiguity about a pirate's status if they board a floating nuclear power plant, As piracy continues to be a concern for maritime security, the deployment of floating nuclear power plants (FNPPs) on the high seas raises questions about laws on piracy.

Fialkoff, Marc [Oak Ridge National Laboratory (ORN↗
DOE OSTI2026

Developing Science-based fueling protocols for 250-bar hydrogen tanks onboard hydrogen ferries: Experiments and modeling

Combined modeling and experimental studies are reported of the fueling of a large (28 kg capacity) 250-bar Type IV hydrogen tank of the type being deployed on early hydrogen ferries, such as the MV Sea Change. The primary goal was to determine how such tanks can be successfully fueled with hydrogen (state of charge greater than 97%) within 45 minutes without exceeding the 82 °C temperature limit for such tanks. The modeling studies show that a gas injector is needed to avoid thermal stratification during hydrogen fueling which can result in potential hot spots. Empirically, precooling of the hydrogen to 0 °C was found to be needed in some of the cases examined, as ambient conditions greatly affected the need for a precooling to achieve the 45-minute fill time desired by end users. The experimental results afforded a calibration of the engineering model SOFIL for these large 250-bar tanks, which now enables using SOFIL to predict volume-averaged hydrogen fueling temperatures to an accuracy of ±2.7°C for these tanks. The model can therefore be used to evaluate potential scenarios for development of a standardized fueling methodology for ferries utilizing large Type-IV tanks.

08 HYDROGEN↗
DOE OSTI2024

OC6 Phase IV: Validation of CFD Models for Stiesdal TetraSpar Floating Offshore Wind Platform

ABSTRACT With only a few floating offshore wind turbine (FOWT) farms deployed anywhere in the world, FOWT technology is still in its infancy, building on a modicum of real‐world experience to advance the nascent industry. To support further development, engineers rely heavily on modeling tools to accurately portray the behavior of these complex systems under realistic environmental conditions. This reliance creates a need for verification and validation of such tools to improve reliability of load and dynamic response prediction and analysis capabilities of FOWT systems. The Offshore Code Comparison Collaboration, Continued with Correlation and unCertainty (OC6) project was created under the framework of the International Energy Agency to address this need and considers a three‐sided verification and validation between engineering level models, computational fluid dynamics (CFD), and experimental results. In this paper, a novel floating offshore wind platform, the Stiesdal TetraSpar, is simulated using CFD under the load conditions defined by Phase IV of the OC6 project. The comparison of these CFD results against the experimental results demonstrated the ability to predict the platform response to waves when imposing the measured wave signals as input. Although validation versus experiment was largely successful, the damping behavior was impacted by uncertainties likely originating from the mooring system and sensor umbilical cable. This extensive comparison effort with multiple CFD practitioners offers insight into best practices to achieve reliable results.

17 WIND ENERGY↗
DOE OSTI2025

Measurement of the double-differential inclusive jet cross section in proton-proton collisions at $\sqrt{s}$ = 5.02 TeV

The inclusive jet cross section is measured as a function of jet transverse momentum pT and rapidity y. The measurement is performed using proton-proton collision data at $\sqrt{s}$ = 5.02 TeV, recorded by the CMS experiment at the LHC, corresponding to an integrated luminosity of 27.4 pb −1 . The jets are reconstructed with the anti-k T algorithm using a distance parameter of R = 0.4, within the rapidity interval |y| < 2, and across the kinematic range 0.06 < p T < 1 TeV. The jet cross section is unfolded from detector to particle level using the determined jet response and resolution. The results are compared to predictions of perturbative quantum chromodynamics, calculated at both next-to-leading order and next-to-next-to-leading order. The predictions are corrected for nonperturbative effects, and presented for a variety of parton distribution functions and choices of the renormalization/factorization scales and the strong coupling α S .

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2025

Search for resonant pair production of Higgs bosons in the $\textrm{b}\overline{\textrm{b}}\textrm{b}\overline{\textrm{b}}$ final state using large-area jets in proton-proton collisions at $\sqrt{s}$ = 13 TeV

A search is presented for the resonant production of a pair of standard model-like Higgs bosons using data from proton-proton collisions at a centre-of-mass energy of 13 TeV, collected by the CMS experiment at the CERN LHC in 2016–2018, corresponding to an integrated luminosity of 138 fb −1 . The final state consists of two b quark-antiquark pairs. The search is conducted in the region of phase space where at least one of the pairs is highly Lorentz-boosted and is reconstructed as a single large-area jet. The other pair may be either similarly merged or resolved, the latter reconstructed using two b-tagged jets. The data are found to be consistent with standard model processes and are interpreted as 95% confidence level upper limits on the product of the cross sections and the branching fractions of the spin-0 radion and the spin-2 bulk graviton that arise in warped extradimensional models. The limits set are in the range 9.74–0.29 fb and 4.94–0.19 fb for a narrow radion and a graviton, respectively, with masses between 1 and 3 TeV. For a radion and for a bulk graviton with widths 10% of their masses, the limits are in the range 12.5–0.35 fb and 8.23–0.23 fb, respectively, for the same masses. These limits result in the exclusion of a narrow-width graviton with a mass below 1.2 TeV, and of narrow and 10%-width radions with masses below 2.6, and 2.9 TeV, respectively.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2025

Differential cross section measurements for the production of top quark pairs and of additional jets using dilepton events from pp collisions at $\sqrt{s}$ = 13 TeV

Differential cross sections for top quark pair ($\textrm{t}\overline{\textrm{t}}$) production are measured in proton-proton collisions at a center-of-mass energy of 13 TeV using a sample of events containing two oppositely charged leptons. The data were recorded with the CMS detector at the CERN Large Hadron Collider and correspond to an integrated luminosity of 138 fb −1 . The differential cross sections are measured as functions of kinematic observables of the $\textrm{t}\overline{\textrm{t}}$ system, the top quark and antiquark and their decay products, as well as of the number of additional jets in the event. The results are presented as functions of up to three variables and are corrected to the parton and particle levels. When compared to standard model predictions based on quantum chromodynamics at different levels of accuracy, it is found that the calculations do not always describe the observed data. The deviations are found to be largest for the multi-differential cross sections.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2025

Measurement of the $\textrm{t}\overline{\textrm{t}}\textrm{H}$ and tH production rates in the H → $\textrm{b}\overline{\textrm{b}}$ decay channel using proton-proton collision data at $\sqrt{s}$ = 13 TeV

An analysis of the production of a Higgs boson (H) in association with a top quark-antiquark pair ($\textrm{t}\overline{\textrm{t}}\textrm{H}$) or a single top quark (tH) is presented. The Higgs boson decay into a bottom quark-antiquark pair (H → $\textrm{b}\overline{\textrm{b}}$) is targeted, and three different final states of the top quark decays are considered, defined by the number of leptons (electrons or muons) in the event. The analysis utilises proton-proton collision data collected at the CERN LHC with the CMS experiment at $\sqrt{s}$ = 13 TeV in 2016–2018, which correspond to an integrated luminosity of 138 fb −1 . The observed $\sqrt{s}$ production rate relative to the standard model expectation is 0.33 ± 0.26 = 0.33 ± 0.17(stat) ± 0.21(syst). Additionally, the $\textrm{t}\overline{\textrm{t}}\textrm{H}$ production rate is determined in intervals of Higgs boson transverse momentum. An upper limit at 95% confidence level is set on the tH production rate of 14.6 times the standard model prediction, with an expectation of ${19.3}_{-6.0}^{+9.2}$. Finally, constraints are derived on the strength and structure of the coupling between the Higgs boson and the top quark from simultaneous extraction of the $\textrm{t}\overline{\textrm{t}}\textrm{H}$ and tH production rates, and the results are combined with those obtained in other Higgs boson decay channels.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2025

Bottom quark energy loss and hadronization with B + and ${\textrm{B}}_{\textrm{s}}^0$ nuclear modification factors using pp and PbPb collisions at $\sqrt{s_{\textrm{NN}}}$ = 5.02 TeV

The production cross sections of $ {\textrm{B}}_{\textrm{s}}^0 $ and B$^{+}$ mesons are reported in proton-proton (pp) collisions recorded by the CMS experiment at the CERN LHC with a center-of-mass energy of 5.02 TeV. The data sample corresponds to an integrated luminosity of 302 pb$^{−1}$. The cross sections are based on measurements of the $ {\textrm{B}}_{\textrm{s}}^0 $→ J/ψ(μ$^{+}$μ$^{−}$)ϕ(1020)(K$^{+}$K$^{−}$) and B$^{+}$→ J/ψ(μ$^{+}$μ$^{−}$)K$^{+}$ decay channels. Results are presented in the transverse momentum (p$_{T}$) range 7–50 GeV/c and the rapidity interval |y| < 2.4 for the B mesons. The measured p$_{T}$-differential cross sections of B$^{+}$ and $ {\textrm{B}}_{\textrm{s}}^0 $ in pp collisions are well described by fixed-order plus next-to-leading logarithm perturbative quantum chromodynamics calculations. Using previous PbPb collision measurements at the same nucleon-nucleon center-of-mass energy, the nuclear modification factors, R$_{AA}$, of the B mesons are determined. For p$_{T}$> 10 GeV/c, both mesons are found to be suppressed in PbPb collisions (with R$_{AA}$ values significantly below unity), with less suppression observed for the $ {\textrm{B}}_{\textrm{s}}^0 $ mesons. In this p$_{T}$ range, the R$_{AA}$ values for the B$^{+}$ mesons are consistent with those for inclusive charged hadrons and D$^{0}$ mesons. Below 10 GeV/c, both B$^{+}$ and $ {\textrm{B}}_{\textrm{s}}^0 $ are found to be less suppressed than either inclusive charged hadrons or D$^{0}$ mesons, with the $ {\textrm{B}}_{\textrm{s}}^0 $R$_{AA}$ value consistent with unity. The R$_{AA}$ values found for the B$^{+}$ and $ {\textrm{B}}_{\textrm{s}}^0 $ are compared to theoretical calculations, providing constraints on the mechanism of bottom quark energy loss and hadronization in the quark-gluon plasma, the hot and dense matter created in ultrarelativistic heavy ion collisions.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2025

Measurement of the inclusive cross sections for W and Z boson production in proton-proton collisions at $\sqrt{\textrm{s}}$ = 5.02 and 13 TeV

Measurements of fiducial and total inclusive cross sections for W and Z boson production are presented in proton-proton collisions at $ \sqrt{s} $ = 5.02 and 13 TeV. Electron and muon decay modes (ℓ = e or μ) are studied in the data collected with the CMS detector in 2017, in dedicated runs with reduced instantaneous luminosity. The data sets correspond to integrated luminosities of 298 ± 6 pb$^{−1}$ at 5.02 TeV and 206 ± 5 pb$^{−1}$ at 13 TeV. Measured values of the products of the total inclusive cross sections and the branching fractions at 5.02 TeV are σ(pp → W + X)$ \mathcal{B} $(W → ℓν) = 7300 ± 10 (stat) ± 60 (syst) ± 140 (lumi) pb, and σ(pp → Z+X)$ \mathcal{B} $(Z → ℓ$^{+}$ℓ$^{−}$) = 669 ± 2 (stat) ± 6 (syst) ± 13 (lumi) pb for the dilepton invariant mass in the range of 60–120 GeV. The corresponding results at 13 TeV are 20480 ± 10 (stat) ± 170 (syst) ± 470 (lumi) pb and 1952 ± 4 (stat) ± 18 (syst) ± 45 (lumi) pb. The measured values agree with cross section calculations at next-to-next-to-leading-order in perturbative quantum chromodynamics. Fiducial and total inclusive cross sections, ratios of cross sections of W$^{+}$ and W$^{−}$ production as well as inclusive W and Z boson production, and ratios of these measurements at 5.02 and 13 TeV are reported.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2024

Model-independent search for pair production of new bosons decaying into muons in proton-proton collisions at $\sqrt{s}$ = 13 TeV

The results of a model-independent search for the pair production of new bosons within a mass range of 0.21 < m < 60 GeV, are presented. This study utilizes events with a four-muon final state. We use two data sets, comprising 41.5 fb −1 and 59.7 fb −1 of proton-proton collisions at $\sqrt{s}$ = 13 TeV, recorded in 2017 and 2018 by the CMS experiment at the CERN LHC. The study of the 2018 data set includes a search for displaced signatures of a new boson within the proper decay length range of 0 < cτ < 100 mm. Our results are combined with a previous CMS result, based on 35.9 fb −1 of proton-proton collisions at $\sqrt{s}$ = 13 TeV collected in 2016. No significant deviation from the expected background is observed. Results are presented in terms of a model-independent upper limit on the product of cross section, branching fraction, and acceptance. The findings are interpreted across various benchmark models, such as an axion-like particle model, a vector portal model, the next-to-minimal supersymmetric standard model, and a dark supersymmetric scenario, including those predicting a non-negligible proper decay length of the new boson. In all considered scenarios, substantial portions of the parameter space are excluded, expanding upon prior results.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2025

Benchmark study of the DTU OWC chamber with both two-way and one-way absorption

This paper reports on a benchmark study based on small-scale (1:50) measurements of a single, oscillating water column chamber mounted sideways in a long flume. The geometry of the OWC chamber is extracted from a barge-like, attenuator-type floating concept “KNSwing” with 40 chambers targeted for deployment in the Danish part of the North Sea. In addition to traditional two-way energy extraction we also consider one-way energy extraction with passive venting and compare chamber response, pressures and total absorbed energy between the two methods. A blind study was established for the numerical modeling, with participants applying several implementations of weakly nonlinear potential flow theory and commercial Navier–Stokes solvers (CFD). Both compressible and incompressible models were used for the air phase. Potential flow calculations predict more energy absorption near the chamber resonance for one-way absorption than for two-way absorption, but the opposite is found from the experimental measurements. This outcome is mainly attributed to energy losses in the experimental passive valve system, but this conclusion must be confirmed by better experimental measurements. Modeling the one-way valve in CFD proved to be very challenging and only one team was able to provide results which were generally closer to the experiments. The study illustrates the challenges associated with both numerical and experimental analysis of OWC chambers. Air compressibility effects were not found to be important at this scale, even with the large volume of additional air used for the one-way case.

16 TIDAL AND WAVE POWER↗
DOE OSTI2026

Cascading economic losses from port disruptions under capacity constrained multimodal freight networks

This study quantifies how throughput disruptions at major seaports cascade through capacity-constrained multimodal freight networks and interregional production systems. We couple an agent-based model (ABM) multimodal freight simulation that resolves rerouting, terminal queueing, and inventory drawdown under binding modal and facility capacities with a multiregional output loss input-output (MRIIM) model that propagates realized delivery shortfalls across regions and sectors. The framework is demonstrated for the Port of Los Angeles using Freight Analysis Framework flows and Bureau of Economic Analysis input-output accounts and is evaluated over a 52-week horizon under deterministic sector targeted shocks and stochastic disruption realizations with uncertain severity and duration. Results indicate nonlinear amplification: realized national losses concentrate in manufacturing and transportation/warehousing even when exogenous port shocks are dispersed, suggesting that congestion spillback and limited short-run substitution can dominate the initial shock allocation. We further evaluate a tabular reinforcement-learning (Q-learning) intervention layer that selects among a small set of implementable system level levers (truck-to-rail and truck-to-barge shift settings) without overriding shipper routing, finding that such interventions reduce total losses for moderate disruptions but yield diminishing returns once substitute modes approach capacity. By linking operational freight behavior to system wide impacts under uncertainty, the proposed ABM-MRIIM pipeline provides a reusable workflow for port disruption stress testing, identification of structurally critical sectors/corridors, and evaluation of resilience interventions under realistic capacity limits.

42 ENGINEERING↗
DOE OSTI2026

OC7 phase I: CFD investigation of viscous forces on rectangular members of semisubmersibles

In Phase I of the Offshore Code Comparison Collaboration 7 (OC7) project, we aim to address key questions related to the modeling of viscous hydrodynamic loads on floating platforms. Here, this paper presents results from a collaborative effort within Phase I of the OC7 project. We investigate viscous forces acting on the rectangular members of semisubmersible platforms using high-fidelity computational fluid dynamics (CFD) simulations. The parametric CFD analyses include two-and-a-half-dimensional (2.5D) simulations of pontoon sections of two different semisubmersible platform designs (the VolturnUS-S and the INO WINDMOOR) and full three-dimensional (3D) structure simulations of the VolturnUS-S platform. We extract both the added mass and drag coefficients that are typically used in engineering-level hydrodynamic models from the 2.5D forced oscillation simulations with various Keulegan-Carpenter numbers and compare them to the coefficients from the 3D forced oscillation simulations. We observe consistent variation of the coefficients along the pontoon legs due to 3D platform and free-surface effects. With the breadth of the simulations and component-level detailed analyses, this work establishes a useful database and several empirical formulas for selecting hydrodynamic coefficients when modeling semisubmersible platforms in engineering tools.

13 HYDRO ENERGY↗