nautilus fall winter 2010

8/8/2019 Nautilus Fall Winter 2010

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College of Engineering Fall/Winter 2009 2010

NA&ME Dedicates American Bureau of Shipping

Design-Build-Test Marine Systems Laboratory

Naval Architecture and Ma rine Engin eering

Nautilus

Inside this issue:

ENG 100 Lab 1

From the desk ofArmin Troesch

2

New Faculty 4

Research Papers 5

Peachman Lectures 10

Internships 11

Becoming a Seaman-ship Naval Architect

18

MHL News 20

Alumni News 22

Emeriti News 25

Quarterdeck News 28

Of Interest 29

Through the generous sponsorship of the American Bureau of Shipping, the Office of Naval Re-search, John Couch, and Bruce Rosenblatt, the College of Engineering (CoE) and NA&ME were ableto outfit and staff a laboratory whose primary purpose is to support the Colleges first year marinedesign-build-test sections of ENG100 Introduction to Engineering . The official laboratory dedica-tion of the ABS Laboratory for Naval Architecture and Marine Engineering took place on Novem-ber 6, 2009 where presentations were made by ENG100 students and instructors, College adminis-

trators, and special guest, Todd Grove, American Bureau ofShipping President and COO, Europe Division. The dedication

was attended by students, faculty, staff, the NA&ME AdvisoryBoard, and invited guests.

This version of ENG100 is a hands-on systems approach tomarine engineering developed in 2007 by Research ScientistDeano Smith (NA&ME) and Professor Pete Washabaugh(AERO). It is modeled after Petes very successful Blimp Design-Build-Test course. The current NA&ME instructors are Lec-

turer Dr. Laura Alford and Dr. Julie Young.

The course introduces students from all disciplines to practi-cal marine-system engineering processes through the design,building, testing and operation of simple underwater explorationvehicles. It is of interest to those considering careers in ship

and yacht design, as well as all who are fascinated by explora-tions of the undersea world through both manned and un-m a n n e dsubmersi-bles. The

instructors analyze recent footage of the Ti-tanic, discuss science operations by Jason Roy,and consider the use of an Autonomous Un-derwater Vehicle (AUV) to explore the oceansof Jupiters ice-covered moon Europa, all in thecontext of learning engineering design practices

for marine systems and vehicles.

For hands-on experience, students designand build a near-neutrally buoyant aquatic ob-serving station and a remotely-operated under-water vehicle (ROV). They are exposed tomultiple disciplines in both engineering and thesciences including Marine, Aerospace, Electri-cal, Mechanical, and Materials Engineering, Physical Oceanography, and Physics of Fluids. The classinvolves experiences covering nearly all aspects of a real mission including concept proposal, designfabrication, test, operations, analysis, documentation, and presentation of results. There is individualtraining on fundamental diagnostic instruments, sensors, and computer tools. Specific experiments

(Continued on page 3)

Todd Grove, ABS President and COO,

Europe Division, dedicates ABS Design-Build-

Test Laboratory

Students working on team projects in Eng 100

The Newsletter of The

Department of Naval

Architecture and Marine

Engineering

Fall/Winter 20092010

Volume 32


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Naval Architecture and Marine Engineering

This edition of the Nautilus brings to younews of new faculty, summer intern experi-

ences, student-faculty research, and specialinterest stories.

The department has been fortunate toadd two outstanding young professors toits faculty. Assistant Professor MatthewCollette, a graduate of the University ofNewcastle and previous senior naval archi-tect at SAIC, will be responsible for teach-ing the senior final design and graduatedesign-optimization courses. AssociateProfessor Yin Lu (Julie) Young, who comes

to us from Princeton University, has a varied background in multiphaseflow, hydroelasticity, and propeller design. Both Julie and Matt have al-

ready started their research groups and we look forward to hearing

about their exciting new efforts.

The Nautilusfeature article describes the dedication of the AmericanBureau of Shippings Design-Build-Test Marine Systems Laboratory.Through the generous support of ABS, the Office of Naval Research,

John Couch, and Bruce Rosenblatt, the Department and College of Engi-neering were able to renovate and outfit a state-of-the-art classroom forfirst year engineering students. Here students are able to use laboratoryequipment not usually available to undergraduates to design, build, and

test complex marine systems. In four years,these young engineers will become part of agraduating UM cohort containing future lead-

ers of academic research and professionalpractice.

The NA&ME faculty and students continueto conduct leading-edge research for engineer-ing in the marine environment. Four examplesare reported here on areas as diverse asautonomous underwater hull inspection, deepwater breaking waves, impact loading onplates, and planing hull dynamics. Many moreexamples may be found on the departmentsweb page at http://name.engin.umich.edu/research_proj. You are encouraged to visit the site and look

over the many and varied interdisciplinary projects.

While the country and world still face serious economic challenges, our students continue to benefitfrom your generosity and mentoring. We currently have over 110 undergraduates and 70 graduate stu-dents enrolled in the NA&ME program. Your loyal support has allowed our students to attend theSNAME annual meeting, national and international conferences, and summer internships. This past yearNA&ME interns traveled to Korea, Denmark, and China. Even though students have to work harderthan in previous years in securing job interviews, our graduates are still able to find exciting and meaning-

ful post-graduation employment opportunities.

NAUTILUS is published by:

Naval Architecture and

Marine Engineering

219 NAME Building

2600 Draper Drive

Ann Arbor, MI 48109-2145

(734) 936-7636

(734) 936-8820 fax

[email protected]

Department Chair

Armin W. Troesch

Newsletter Staff

Kathy Brotchner, Compositor

Suzanne Taylor, Editor

Armin W. Troesch, Editor

The Regents of the University of Michigan

Julia Donovan Darlow, Ann Arbor

Laurence B. Deitch, Bingham Farms

Denise Ilitch, Bingham Farms

Olivia P. Maynard, Goodrich

Andrea Fischer Newman, Ann Arbor,

Andrew C. Richner, Groose Point Park

S. Martin Taylor, Grosse Pointe Farms

Katherine E. White, Ann Arbor

Mary Sue Coleman, ex officio

A Word from the Chair

Armin Troesch

Page 2

Degress received Winter/Spring/

Summer 2009

GraduatesBSE

Jonathan Abel-Millman Adriana Partida-Rodriguez

Christopher Adams Dominic Piro

Karl Anacker Michael Policastro

Mark Ausborn Christopher Rose

Erin Bachynski Kazuya Sasahara

Peter Bartlett Edward Schehr

James Bradford Conor Shannon

Livia Cohen Helena Van Gilder

Adam Cove GraduatesMSE

Daniel Dabrowski Todd DeVries

Charles Dorger III Deborah Edmund

Amanda Dye Christopher Hart

Jacob Faust Stephen Minnich

Grzegorz Filip Mark Neeland

Stephen Glynn Nathan Neise

Jason Goldis Matthew Weber

Evan Kaplan GraduatesMS

Lauren Kemink Jesse Parkhurst

Matthew Kramer GraduatesPhD

Nathan Leightner Sina Aragh

Bruce Martin Piotr Bandyk

Jeffrey Matson James Bretl

Thomas McKenney Athanasis Denisis

Catherine OBrien Zhen Li

Alexander Ogdon WeiWei Yu

Morgan Parker
http://name.engin.umich.edu/research_projhttp://name.engin.umich.edu/research_proj


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The impressive video capabilities of the facility coupled withseveral of the departments Marine Hydrodynamics Laboratorycommercial ROVs allowed students and professors to followalong by watching the several televisions on deck or by glancingat the video board on the wall. It was a fitting course ending to

a great first-year laboratory experience.

Page 3

include multi-meters, power supplies, temperature and pres-sure sensors, thermal-vacuum testing, endurance and survivabil-ity testing, data acquisition, and remotely controlled compo-

nents.

This Design-Build-Test section of ENG100 emphasizes de-velopment of individual practical skills, oral and written commu-nication and working effectively in a team environment. Thestudents have been warned that this is an intensive class involv-ing a laboratory with a minimum of 6 contact hours per week.Yet the course is over subscribed and has one of the highest

student satisfaction ratings of all the ENG100 sections.

There are typically events or competitions where stu-dents display their marine vehicles. This year the competition

was held inthe Universityof Michigan

Natatorium.

The classtook advan-tage of thegenerous of-fer by UMSwim Coach,

Mike Bottom,to drive theirROVs in thes i m u l a t e dEuropa ocean(the Natato-riums largediving well)trying to iden-tify Jovian seac r e a t u r e s .

(Continued from page 1)

Prof. Roger Compton, Dean of Webb Institute, and former Secretary of the

Navy, Dr. Donald Winter, share stories at the ABS Laboratory Dedication

Dedication plaque

Celebratory cake

Dr. Laura Alford (center) , Dr. Julie Young (far right) and students


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Naval Architecture and Marine EngineeringPage 4

Yin Lu (Julie) Young, Assoc. Professor

Prof. Yin Lu (Julie) Young joined the Departmentof Naval Architecture and Marine Engineering at

the University of Michigan as an Associate Profes-sor in Sept of 2009. Prior to joining Michigan, shewas an Assistant Professor in the Department ofCivil and Environmental Engineering at PrincetonUniversity. Prof. Young received her Ph.D. fromthe University of Texas at Austin in 2002. She is

the recipient of the ONR Young Investigator Award and the Princeton Uni-versity Rheinstein SEAS Junior Faculty Award in 2005. She also received theUPS Visiting Professorship from Stanford University in 2008, and was ap-pointed as a Senior ONR-ASEE Faculty Fellow at Naval Surface Warfare Cen-ter, Carderock Division in 2009. Prof. Youngs research interests and exper-tise are in the area of numerical and physical modeling of multiphase flow andcomposite structures including: energy-efficient propulsors and turbines, blast-resistant composite marine structures, smart wind and ocean energy conser-vation technologies, wave soil-structure interactions, and smart biomedicaldevices. Prof. Young has written over 90 journal and conference papers in thearea of fluid-structure interaction related to ocean and coastal engineering

systems.

Matthew D. Collette, Assistant Professor

Dr. Collette joined the University of Michigan in thefall of 2009 as an assistant professor in the NavalArchitecture and Marine Engineering Depart-ment. His research focuses on the application of

numerical methods to design and operational sup-port, with a focus on structural response and sto-chastic methods. Before joining the University ofMichigan, Dr. Collette worked as a senior naval ar-

chitect at SAIC, supporting a wide variety of structural and hydrodynamicresearch programs. These programs included acting as the principal investiga-tor of a three-year project researching ultimate limit state and fatigue designof aluminum structure. Dr. Collette has also been the principal investigatoron the one-year Ship Structure Committee project SR-1457 investigating opti-mization of aluminum extrusions. Other work included design optimizationand working with an industry team on the development of a multi-stage hy-drodynamic optimization procedure for high-speed sealift vessels and usinghigh-performance computing resources for vessel voyage planning considering

local forecast weather conditions. Dr. Collette received his PhD from theUniversity of Newcastle in the United Kingdom in July of 2005, where hisresearch focused on aluminum structures and risk based design. Before that,he worked as a naval architect at John W. Gilbert Associates, Inc. in Boston.Dr. Collette is a registered Professional Engineer in the state of Maryland. He

is teaching NA 475 and NA 570 in the winter term.

New Faculty

Assistant Research Scientist David Singer

4th year student Doug Rigterink

USS Stennis Aircraft Carrier

by Doug Rigterink

Dr. Singer and I spent 24 hours on the USS JohnC. Stennis about 100 miles off the Coast ofMexico. We spent the time touring the ship,

watching flight operations, meeting the crew,and learning about how a floating city operates.Hands down the best experience was getting to

be catapulted off the ship for our flight back.

The background pictures on pages 10, 12, 14, 17 and 22 were

taken on the USS Stennis Aircraft Carrier


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Page 5

Pose-graph visual SLAM with geometric model selection for autonomous under-

water ship hull inspection

Ayoung Kim and Ryan Eustice

The figure shows the estimated AUV trajectory based upon visual navigation data relative

to the ship hull. Over 1300 hundred images are registered together to create the compos-

ite 3D photomosaic shown

The following abstract describes a refereed paper presented by Prof Ryan Eustice and doctoral student Ayoung Kim at IROS 2009: The 2009

IEEE/RSJ International Conference on Intelligent Robots & Systems. The paper will be published in the conference proceedings.

This paper reports the application of vision based simultaneous localization and mapping (SLAM) tothe problem of autonomous ship hull inspection by an underwater vehicle. The goal of this work is toautomatically map and navigate the underwater surface area of a ship hull for foreign object detectionand maintenance inspection tasks. For this purpose we employ a pose-graph SLAM algorithm using anextended information filter for inference. For perception, we use a calibrated monocular camera sys-tem mounted on a tilt actuator so that the camera approximately maintains a nadir view to the hull. Acombination of SIFT and Harris features detectors are used within a pairwise image registration frame-work to provide camera-derived relative-pose constraints (modulo scale). Because the ship hull surfacecan vary from being locally planar to highly three-dimensional (e.g., screws, rudder), we employ a geo-

metric model selection framework to appropriately choose either an essential matrix or homographyregistration model during image registration. This allows the image registration engine to exploit geome-

try information at the early stages of estimation, which results in better navigation and structure reconstruction via more accurateand robust camera-constraints. Preliminary results are reported for mapping a 1,300 image data set covering a 30m by 5m sectionof the hull of a USS aircraft carrier. The post-processed result validates the algorithm's potential to provide in-situ navigation inthe underwater environment for trajectory control, while generating a texture-mapped 3D model of the ship hull as a byproduct

for inspection.

Ayoung Kim

Research


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Prof Armin Troesch and doctoral students Nabanita Datta and Oscar Tascon presented papers at the FAST Conference. Started in Trond-heim, Norway, in 1991, FAST conferences take place every two years and are the world's leading conferences addressing fast sea transporta-tion issues. FAST 2009, the 10th International Conference on Fast Sea Transportation, was held in Athens, Greece, from October 5 to 8,

2009. Following are the Abstracts from their papers.

Slam-induced vibration characteristics of a Kirchhoff's plate.

Nabanita Datta and Armin W. Troesch

A numerical dynamic analysis of impact-induced plate vibrationis presented. The objective of the paper is to provide the dynamicresponse spectra for transient water-structure dynamics subjectto typical impact loads and time scales, using one-way couplingbetween the fluid and the structure. The changing wetted surfaceis the prime complexity of the problem. The hydrodynamic pres-sure is assumed to be applied on the rigid plate, and then the plateis modeled to respond elastically. The structural vibrations are

assumed not to influence the hydrodynamic pressure field.

Assuming small deflections of the Kirchhoff's plate, normalmode summation is used to calculate dynamic deflections in space

and time. The total deflection is assumed to be a series summa-tion of the modal deflections. The edges of the square plate arebuilt in or clamped. Admissible 2-D functions have been estimatedby Galerkins method to generate plate modeshapes, and naturalfrequencies. These functions satisfy the boundary conditions at thefour edges, e.g. the deflection and the slope of the deflection are

zero at the ends.

The first 36 plate modeshapes of a Clamped-Clamped Kirchhoffs plate

Doctoral students Oscar Tascon and Nabanita Datta at Cape Sounion (70 km

from Athens) and the ancient Greek temple of Poseidon, God of the Sea.

Page 6


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Page 7

Numerical Computation of the Hydrodynamic forces acting on a Maneuvering

Planing Hull via Slender Body Theory - SBT and 2-D Impact Theory

Oscar D. Tascon , Armin W. Troesch , Kevin J. Maki

Planing hulls due to their characteristics have been built for

varied applications including recreation, racing, defense, police,search and rescue, among others. The small craft communityrequires tools to design power efficient, structurally durable,stable, and maneuverable vessels. If care is not taken, planinghulls will exhibit dynamic instabilities. The instabilities have beenreported in the literature in both the vertical and the horizontalplanes, e.g. Blount and Codega (1992). They include: rapid lossof running trim, progressive heeling, porpoising, chine walking,

broaching, and sudden combined roll-yaw motion.

Most of the maneuvering problems are suspected to havetheir origin from coupling between the different degrees offreedom, suggesting the need for considering simultaneously

the dynamics associated with six degrees-of-freedom (6-DOF).This need has given birth to 6-DOF planing hull simulatorswhich rely on towing tank experimental results for the descrip-tion of the external forces acting on the hull. Unfortunately,given the form of the expansion adopted to describe the exter-nal forces and moments acting on the hull, it is difficult to usethem to investigate, in a form other than extensive simulation,

the dynamics of the vessel. Even if an unstable case is discov-

ered, it is not easy to trace back the causes of the instability tothe model.

This work presented in the FAST 2009 paper investigatesthe application of Slender Body Theory (SBT) to steady asym-metric planing as a first step towards the computation of thehydrodynamic forces acting on a planing-hull maneuvering incalm water. The cross-sectional behavior of the planing hull isapproximated by 2-D impact solutions. See the figure below.The commercial CFD program Star-CCM+ is used to obtainthe force distribution on a heeled wedge impacting the waterwith vertical and horizontal velocities. The dynamic compo-nents of the generalized forces and moments acting on the ves-

sel are found by integration along the hull of the 2-D forces andmoments, using the SBT mapping. The approach is validatedwith the experimental results reported by Brown and Klosinski(1994a, b) and compared with the empirical formulae presentedby Lewandowski (1997). The computational results show fair togood agreement with the experimental results, suggesting that

the approach is promising.


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An experimental study of energy dissipation in two-dimensional unsteady plunging

breakers and an eddy viscosity model to simulate the dissipation due to wave breaking arereported. Measured wave surface elevations are used to examine the characteristic timeand length scales associated with wave groups and local breaking waves, and to estimateand parameterize the energy dissipation and dissipation rate due to wave breaking. Numeri-cal tests using the eddy viscosity model are performed and we find that the numerical re-

sults capture well the measured energy loss.

In our experiments, three sets of characteristic time and length scales are defined andobtained: global scales associated with the wave groups, local scales immediately prior tobreaking onset, and post-breaking scales. Correlations among these time and length scalesare demonstrated, which to the best of our knowledge, have not been reported before.Measured surface elevations are used to estimate the total energy and the energy loss dueto wave breaking. The total energy and the energy loss are non-dimensionalized with the

characteristic scales and we find that they scale well with the global and local wave steepnesses. In addition, for our wave groups,wave breaking onset predictions using the global and local wave steepnesses are found based on experimental results. The univer-

sality of these predictions for wave breaking requires further study.

Breaking time and breaking horizontal-length scales are defined, and they are determined with high-speed imaging. The time andlength scales depend approximately linearly on the local wave steepness. The two scales are then used to determine the horizontalbreaking-wave crest speed and the energy dissipation rate, which is the ratio of the energy loss to the breaking time scale. Thedissipation rate is parameterized with the wave characteristics of local breaking waves; the resulting normalized dissipation rate ison the order of 10-3. In general this is consistent with previous results, subject to proper data interpretation, but is one to twoorders of magnitude greater than field measurements. Our experimental results show that the local wave steepness is correlatedhighly with the measured dissipation rate, indicating that the local wave steepness may serve as a good wave-breaking-strength indi-

cator.

To simulate the energy dissipation due to wave breaking, a simple eddy viscosity model is proposed and validated with our ex-

perimental measurements. Under the small viscosity assumption, the leading-order viscous effect is incorporated into the free sur-face boundary conditions. Then, the kinematic viscosity is replaced with an eddy viscosity to account for energy loss. The breakingtime and length scales, which depend weakly on wave breaking strength, are applied to evaluate the magnitude of the eddy viscosityusing dimensional analysis. In addition, the value of eddy viscosity is assessed through a turbulence energy dissipation rate analysis,which provides estimations very close to those of the first method. The estimated eddy viscosity is on the order of 10 -3 (m2s-1) anddemonstrates a strong dependence on wave breaking strength. Numerical simulations with the eddy viscosity estimation are per-formed to compare to the experimental results. Both the magnitude and the trend of the total energy measured in the experi-ments as a function of space are approximated reasonably well by the numerical results. Good agreement as regards energy dissi-pation due to wave breaking and surface profiles after wave breaking is achieved, which illustrates that the simple eddy viscosity

model functions effectively.

Kevin Tian

Page 8

This is the abstract from a manuscript by Prof. Marc Perlin and doctoral student Zhigang (Kevin) Tian that has been accepted for publicationin the Journal of Fluid Mechanics; the research was supported by the US Office of Naval Research through Grant No. N00014-05-1-0537.Research and understanding of deep water breaking waves is important for many reasons, both as regards naval architecture and natural &man-made environmental processes. Due to its significant role in air-sea interaction, its important effects on upper ocean dynamics and possi-bly climate change, and its impact on vessel/platform performance in extreme seas, wave breaking has received more and more attentionrecently. NA&ME researchers have been active in this area as illustrated by the following study, an outgrowth of the Multidisciplinary Univer-sity Research Initiative (MURI) entitled Optimum Vessel Performance in Evolving Nonlinear Wave Fields sponsored by the Office of Naval

Research. This large, multi-university program sought to determine a best path through a seaway by including remote sensing to determinethe present sea, a predictive model to forecast the future sea surface elevations (wherein breaking plays an important, but to-date unknownrole), the seakeeping and maneuvering associated with the vessel as it moves through the seaway, and a control system that seeks to optimize

the ships course.

(Zhigang is also the 2010 recipient of the College of Engineerings Ivor K. McIvor Award, presented to a graduate student in recognition of

outstanding scholastic and research performance in Applied Mechanics.)

Energy Dissipation in Two-Dimensional Unsteady Plunging Breakers and an Eddy


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.

Page 9

+0.00s

+0.05s

+0.10s

+0.15s

+0.20s

+0.30s

+0.60s

+0.50s

+0.40s

+0.70s

Total energy prior to

breaking E0 & energy

dissipationE

Characteristics of the wave

groups, e.g. wavenumberks& global wave steepness S

Scaling of E0& E

Characteristic pre-breaking scales e.g.

wavenumberkb & local wave steepness Sb

Characteristic post-breaking

scales e.g. time tbr & length lbr

Dependence of post-breaking scales on breaking strength

Correlations among the characteristic time and length scales

Parameterization of energy dissipation rate

due to wave breaking

Eddy viscosity estimation using dimensional analysis (solid

symbols) and turbulence dissipation analysis (open symbols)

Numerical simulations with the free surface boundary

conditions incorporated with the eddy viscosity model

Numerical simulation results (solid lines) compared to

the experimental measurements (open symbols)

Figure 1 Flow chart of the research and primary findings


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Prof Thor Fossen delivered the 2009 Winter Term Peachman Lecture on March 5, 2009. The abstract of his talk follows.

Nonlinear Weather Optimal Positioning Control of Ships

Professor Thor I. Fossen, PhD

Department of Engineering Cybernetics

Centre for Ships and Ocean Structures (CeSOS)

Conventional DP systems for ships andfreefloating rigs are usually designed forstationkeeping by specifying a desiredconstant position (x, y) and a desired con-stant yaw angle, using Cartesian coordi-nates. In order to minimize the ship fuelconsumption, the ship should be orientedsuch that the mean environmental forcedue to wind, waves and currents attack

through the center line of the vessel toobtain a zero sway force and yaw moment.

Unfortunately, it is impossible to measure or compute thedirection of the mean environmental force with sufficient accu-racy. Hence, the desired yaw angle is usually taken to be themeasurement of the mean wind direction which can be easilymeasured. In rough weather, however, this can result in largeoffsets from the true mean direction of the total environmentalforce. The main reason for this is the unmeasured currentforce component and the waves do not coincide with the meanwind direction. Hence, the DP system can be operated underhighly nonoptimal conditions iffuel saving is the issue. A small

off

set in the optimal heading angle will result in a large use ofthrust.

One attractive method for computing the weather optimalheading is to monitor the resulting thruster forces in the xand ydirections. Hence, the bow of the ship can be turned inone direction until the thruster force in the ydirection ap-proaches zero. This usually requires that the power consump-tions of the thrusters are monitored together with the azi-muth and RPM/pitch angles. Pinkster and Nienhuis propose tocontrol the xand ypositions using a PID feedback controllerwhere only derivative action is used for the yaw angle. This

principle requires that the rotation point of the vessel is lo-cated in a certain distance fore of the centre of gravity, oreven fore of the bow, and it also puts restrictions on the

thruster configuration and the number of thrusters installed.

Prof. Fossens presentation showed that a DP vessel ex-posed to unknown wind, wave and current loads had an anal-ogy to a pendulum in the gravity field. The idea is to use polarcoordinates and nonlinear backstepping. The main result is aweathervaning controller that does not require measurementsof the environmental loads. The concept is referred to asweather optimal positioning control (WOPC). The conceptcan be used to stabilize a DP vessel in surge, sway and yaw

using only two controls (surge force and yaw moment).

Recent advances in the understandingand modeling of nonlinear wave evolution,in computational algorithms, in capabilities

of modern high-performance computingplatforms, and in sensing technology provid-ing high-resolution whole-field measure-ments, have opened new possibilities for theu s e o f l a r g e - s c a l e d i r e c tocean wavefield simulations to inform andsupport ship operations and motions analy-

sis. Unlike traditional description based on linear statistics andspectral information, these simulations provide phased-resolveddescription and forecast of nonlinear ocean wavefields, obtain-ing detailed information for the surface elevation, velocity and

Prof Dick K. P. Yue delivered the 2009 Fall Term Peachman Lecture on October 29, 2009. The abstract of his talk follows.

Large-Scale Ocean Wave Simulations for Ship Operations and Motions Analysis

Professor Dick Yue, PhD

Department of Mechanical & Ocean Engineering at MIT

pressure fields. Large-scale simulations based on specificationof the design sea state or on direct wave (and wind) measure-ments have now been performed for domains of O

(103~4) km2. These simulations have been used to pro-vide guidance and optimization for ship operations and pathselection. Ensembles of such wavefield datasets have alsobeen instrumental to understanding the mechanisms and quan-tifying the probability for the occurrence of rogue waves in

the ocean.

Peachman Lectures


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Page 11

A Korean Compilation

By Morgan Parker

In the spring of this year I was walking into the NA&MEbuilding when Professor Troesch pulled me aside. He asked meif I would be the group liaison for the upcoming trip to Korea.I asked him what the job entailed, which was officially nothing.Unofficially I was to make sure that everyone came home aliveand with Michigans reputation intact. As expected, the won-derful students I traveled with made keeping us out of troubleeasy. However, with liasionship had to come some responsibil-ity, and I was appointed official keeper of the groups weblog. Ifigure that the most accurate impressions of our trip to Korea

are the ones recorded at the time, so what follows are se-lected and abridged entries I kept throughout the trip. The

complete version is online at:

http://umnamekorea2009.blogspot.com

What Is This Trip?

In 2008 the University of Michigan (UoM), University ofUlsan (UoU) and Hyundai Heavy Industries (HHI) formed apartnership for the exchange and education of naval architec-ture and marine engineering students. While the exchange ofKoreans to Michigan is in its first year, two UoM groups havemade it to Ulsan: One last year, and the one that you are read-

ing about now.Our trip is four weeks long. For the first three weeks we

are touring HHI, and spending our last week taking courses atUoU. Three weeks to tour a shipyard you might ask? Well it is

just that huge. HHI is the worlds global leader in shipbuilding,

producing more gross tonnage than any other yard.

Culture Tour Number One

On Saturday we took a 1.5 hour bus trip into the Koreancountryside and visited three unique cultural sites. The first

was Bulguska Temple. UNESCO designated this a world cul-tural heritage site and it is also Koreas official No. 1 HistoricPlace. It was originally built in the 700s, burned in various warsand rebuilt. Completely restored in the 1970s it is the mostcomplete depository of Silla art and Buddhist culture in Korea.Interestingly all of the wooden structures were built with nofasteners, similar to a Lincoln log house. This method allowedthe structure to flex in the event of earthquakes. Getting up tothe temple involved a steep trail climb, along which there werenumerous corn dog stands. In addition to the corn dogs, youcould buy cooked beetle larvae, which tasted about like youwould expect. Following Bulguska we visited the SeokguramGrotto, which is considered by Koreans to be the greatestpiece of Buddhist art in the world. It is built into the side of amountain, and contains a large and elaborate statue of Buddha.Pictures were not allowed inside the grotto because it violatesBuddhist beliefs. We were able to purchase a roof tile, andpaint it with our own design. In the next year or two this tile

will be used to restore the roof of the grotto. Apparently, theancient monks calculated the exact curvature of tile necessaryto optimize rainwater drainage. I was interested to see thecalculation, but no one seemed to understand my re-quest. The tile to the right of the UM tile was prepared by our

University of Ulsan counterparts.

Tigers, Elephants and Captain Kirk

Globalism has allowed us to avoid severe cases of cultureshock. My friend Tony can testify to that. Additionally, SouthKorea is not the rustic country that many envision, but a first

world industrial superpower.

Hyundai Heavy Industries lives up to this reputation


Welcoming ceremony with UoM students, UoU students and sponsoring employees

of HHI. This picture was taken near the main gate of the shipyard the day we ar-rived in Korea

These two tiles were painted by UoM and UoU students, and will be part of the

restoration roof of the Seokguram Grotto

Internships
http://umnamekorea2009.blogspot.com/http://umnamekorea2009.blogspot.com/2009/07/what-is-this-trip.htmlhttp://umnamekorea2009.blogspot.com/2009/07/what-is-this-trip.htmlhttp://umnamekorea2009.blogspot.com/


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Page 13


[Warning: Engineering Language Follows]

HMRI also has a gravity wave tank. We got to predict thenatural frequencies of vertical cylinders in heave, and then ver-ify our predictions with a test. Because the cylinders were onthe free surface, they told us to use 0.5**g*V for the addedmass. Greg and I remembered that fully submerged this wouldbe more like 0.1**g*V, so we were slightly skeptical. How-ever, they actually moored the cylinder with four chains,changing the problem completely. In that case, their 0.5**g*Vworked out to be accurate. For some reason I think they knew

that was going to happen

The other really neat thing at HMRI was the propeller cavi-tation test. The cavitation tunnel is a dark room, and they havea strobe light set up at the same frequency as the propellerRPM. The propeller was rotating at around 200 RPM, but ap-peared to be standing still. That way they could see the cavita-

tion on each blade.

[End Warning]

After all the hardcore NA&ME work at HMRI, we werenot all that interested in going to learn about steel microstruc-ture and coatings (paint) at HIRI. We were all pleasantly sur-prised at just how nifty steel microstructure and paint could

really be. They had small samples of welded steel joints, whichwe sanded and polished to a mirror finish, literally. Under 100xmagnification no scratches were to be visible. Next, a dilutednitric acid solution was placed on the sample, which ate awayat the cell boundaries, highlighting the microstructure. Wethen viewed the samples under a microscope and were edu-cated about all the microstructures in the base metal, heataffected zone (HAZ) and the weld metal itself. It was prettymuch like high school biology, except with steel. After that, weconducted a Vickers hardness test on the sample. Basically youindent the metal with a constant force, and then measure the

size of the indent to determine hardness. We also witnessed aCharpy test (Guillotine for an innocent steel sample), and ten-sile test (drawing and quartering for an innocent steel sample).Our final workday at HHI and HIRI was the crowning glory:

Shot blasting.

It was a rainy day, and our guide took us outside andwalked us around the back of the building. Awaiting us waswhat looked like a shipping container, with only a lock on theoutside. My mother warned me about situations like this. Twopeople wearing red jumpsuits arrived, and they handed us adenim and leather set of pants and jacket. If the clothes from

Bonanza were blue, these would be them. After donning theequipment, they wrapped our boots in leather and we put onheavy gloves. They opened the doors of the container and westepped inside. Next, a hood with independent air supply wasplaced over our head, with a small glass viewport. Greg wentfirst, and it seriously looked like something out of 2001: ASpace Odyssey. An HHI man in the same getup was inside tomanage the equipment and to help hold the hose. Without theheavy clothes and hood, the steel shot could easily shred allthe flesh from an arm or leg, and eat through the bone if givena few seconds. The safety cartoons showed a man with a gianthole in him, and they were not kidding. The door was closedand locked behind us, and we blasted away. This entire experi-ence was great fun. It was a perfect ending for our time at

HHI.

DMZ

Al, He Man, Cory and I went to the DMZ today. The DMZ(Demilitarized Zone) is a 4km band of land that separatesNorth and South Korea. It is more or less centered on the38th parallel, and is technically a warzone. North and SouthKorea are still at war, a cease-fire being the only peace docu-ment in existence. Armed guards, lots of barbed wire and


The view from our HHI dorm rooms. A local high school is in the foreground,

framed by HHIs Goliath cranes

The barely noticeable barbed wire supports a small yet elegant yellow sign. Trans-

lated it reads something to effect of, Danger! Minefield. The DMZ is not the place

for a Sunday stroll in the woods


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strict regulations abound. During the time immediately afterthe Korean War, over 700,000 land mines were placedthroughout the DMZ. About 30% have been removed, butmoving off the beaten path can be extremely dangerous.There are land mine signs everywhere, hanging from barbed

wire. Since the war, the North Koreans have been digginginfiltration tunnels into South Korea. Four have been discov-ered so far, the last one in 1990. It is believed that there are atleast 17 more that have not been found. We went into tunnelnumber three, which is 73m deep and has a total length of~1650m. Of course most of this tunnel is under North Korea.Civilians are able to get within 170m of the border, at whichpoint the tunnel is blocked except for a small steel door.There are two more blocks, the last one being directly underthe border. We touched the barbed wire, which representsthe closest we were able to get to North Korea. Sorry, butwe were not allowed to take pictures of the most interesting

things.

Goodbye, Farewell and Amen: A Salute to Korea

So sitting on the youth hostel balcony in Seoul, we arenow afforded the opportunity to reflect on our time in Korea.Since the last series of posts, we took several classes aboutKorea, spent the night in a Buddhist temple, had an Ulsan fare-well party, tromped all over Seoul, and a few of us took anexpedition into a warzone. It has been the week of weeks forour Korea trip, and our last memories here will likely be our

fondest.

It is important to thank all those who made this trip whatit was. Hyundai Heavy Industries, The University of Ulsan, and

The University of Michigan were of course integral to oursuccesses, so thank you. On a personal level, the real benefac-tors of this journey have been our Korean UoU student col-leagues. They suffered our pain, shared our victories, and putup with us through our cultural ignorance. This not beingenough, we can now legitimately call them friends, and thatoutcome could be the most valuable part of this experience.So Broski, Juneski, He Man, Q Force, Miss Young, Mr. Seo

Helpful, our hats are off to you.

Korea is a wonderful country, and we have enjoyed itthoroughly. The national work ethic, culture and pride havebeen inspiring. The accomplishments of this country are not

small, especially if you consider the timeline. We are proud tobe associated with such a great nation.


Bruce Rosenblatt and Associates

by Doug Rigterink

I spent the summer of 2009 work-ing for Bruce Rosenblatt and Associ-ates, LLC in Oakland, California. Thebulk of the work that came across mydesk was for commercial customers,mainly Chevron Shipping and CascadeShipyard in Portland, Oregon. My dayswere occupied by stability and strength

calculations for modifications of ships.

My main project for the summer was creating a Trim andStability booklet for a ship conversion. The ship was beingconverted from a crane ship to a tracking ship. Massiveamounts of weight were being removed and then some werebeing added to lower the GZ and increase the roll period. Ialso did Finite Element Analysis work for the Navy analyzingUnderway Replenishment tools. At the end of the summer I

was editing operation manuals for a Chevron FSO.

Outside of work, I enjoyed the Bay Area. Between freeconcerts in Berkeley, five dollar Athletics games in Oakland,biking around San Francisco, or taking road trips to SantaCruz my free time was full. All in all it was an exciting sum-

mer filled with great experiences and opportunities.

This being said, it is time for the sons and daughters of wol-verine nation to return home, and we are ready. Fate be willing,

we should see some of you tomorrow.

-UM NA&ME Korea 2009

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Page 15

Odense Steel Shipyard

by Aaron McCloud

The experience working in Denmark at the Odense Steel

Shipyard was one of the most rewarding experiences in myprofessional career. The program that was scheduled for mewas excellent. It put the pieces together that I was missing inmy understanding of the value stream in shipbuilding. The pro-gram was very structured and each rotation was very fruitful. Iwas granted time to meet with key managers located through-

out the organization.The experience provided the exposure I needed before

heading back into industry fulltime. I identified many imple-mentable innovations that could be useful here in US shipbuild-ing, such as the development of robust strategic sourcing pro-grams and the use of robotics. It will be interesting for me to

discover in my career where innovation can be utilized andhow to align it to firm strategy and increase the bottom line.

Thispictureillustratescranesmaneuveringagrandblockforfinalerection

Austal USA

by Beth Korkuch

This summer I was fortunateenough to spend my internshipat Austal USA in Mobile, Ala-

bama. After spending the year inthe cold winter of Michiganlearning theory from textbooks,I was eager to get out into thereal world of shipbuilding andsee how all of that glorious the-ory translated to the physicalentity. There is nothing likesome solid work experience tomake you realize that you are infact, excited about the field youhave been studying with such

diligence.

As a naval architecture intern at Austal, I rotated jobs ap-proximately every two weeks. I worked my way through thedesign spiral in reverse, starting with crawling every inch of thenew Littoral Combat Ship with the Testing and Activation fieldengineers, and finishing with work on the initial design of theproposed Joint High Speed Vessel. The benefit of movingthrough the design spiral in reverse is that I always entered mynew position clearly conscious of how it would affect the

downstream process.

While I was working with the Testing and Activation crew,the field engineers would always take time to point out theflaws in the as built ship which probably could have been pre-

vented in the design phase. For example, the locations of themanual and automatic sounding tubes were placed in nearlyimpossible locations to reach at times. Or they would requirean individual to put their head within inches of the spinningshaft in order to read the dial. Later in the summer, I wastasked with creating a sounding table using Hydromax soft-ware, and thus had to go find all of those sounding tubes. It isfair to say that I now have a personal understanding of howdesign decisions can make the life of those operating the vessel

quite difficult.

Another early lesson of my internship was the need forclear and respectful communication between the workers on

the shop floor and design engineers. Austals yard is set up sothat the design offices are right next to the production facilitiesand the pier so no problem is far from its source. I was amazedat the major disconnect that could exist across such a shortphysical space. Consequently, I have been inspired to be anengineer who listens to the words of the laborers, becausethey know a lot from their hands on experience that can be

invaluable to me.

I spent my initial weeks crawling the ship and getting my handsdirty. I also worked on the shop floor, welding and fitting the

initial structure of the modules being constructed. This was

very hard work, but taught me about design within the realm ofhuman capability. There are simply some spaces and angles in

which one should not be expected to successfully weld.

Beyond my ship side experience, I also created the tanktables for the preliminary inclining trial, helped generate a bill ofmaterials for the next in class and began working on initial

decking arrangements. These office tasks would not have meantnearly as much to me if I had not had the previous experienceof working on the ship. My internship experience has done ex-actly what it should have: taught me a bit about the industry inthe real world, made me more excited about my studies, and it

was a lot of fun.


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Northrop Grumman

by Patrick Morris

This past summer I was on an internship with Northrop Grumman Newport News in Newport News, Virginia. I was placed inthe Submarine Group of the Naval Architecture Department. At Newport News, the Submarine group is responsible for the plan-ning yard and routine overhaul of Los Angeles class submarines, the construction of new Virginia class submarines, and research

and development of new submarine classes.

During my time with the group, I was tasked with a wide variety of projects. I created a drawing in AUTOCAD of temporary

alterations that could be added to the submarines. This is going to be used dockside to confirm what alterations have been done toeach submarine. I also updated an Excel spreadsheet for the Newport News SNAME High School Boat competition. Before, theprogram was limited to monohull and catamaran designs. To allow for greater creative range, I modified the booklet to add trima-ran and outrigger designs. In addition to the office work, I also had opportunities to go down to the shipyard and view shipbuildingin action. One weekend I was part of a waterfront group that completed an incline test for the SSN 779 the USS New Mexico, a

newly built Virginia Class Submarine. Overall, my summer was full of challenges and opportunities to excel.

Initially for thissummer internship I

was hoping to assistwith projects where Icould put my engi-neering backgroundto use. This intern-ship took a differentbut equally beneficialpath. The projects Ifocused on weremore research re-lated and geared to-ward the type ofthings you dont nec-essarily learn in

school.

The first project Iwas assigned was toresearch aluminumuses, problems, and

new technologies encountered in Navy fleet shipbuilding. Alu-minum is an ideal metal to use in shipbuilding due to its excel-lent strength to weight ratio; unfortunately it has quite a few

knowledge gaps which researchers are attempting to fill.

The second major project I assisted with dealt with re-searching the newest, most innovative electric motors being

manufactured. There are four main types of electric motorsbuilt by four different companies: advanced induction motor,

permanent magnet motor, high temperature superconductingAC synchronous motor, and the superconducting DC ho-mopolar motor. Many of the newer ships in the Navys fleet(such as the DDG 1000 and CG(X)) are going to employ these

motors making a general knowledge of them quite valuable.

I also had a small role in assisting with the acquisition proc-ess for a future contract CSC is bidding for. A team of us re-searched other companies roles under the contract in orderto help CSC beef up their bid. I found it very interesting tolearn about the whole contract acquisition process. Again, thiswas something that you dont learn in school but is necessary

in a professional position.

Overall this internship was a great experience. I havelearned many valuable things that I probably wouldnt havelooked into on my own. For example, I learned a bit about theNavy fleet such as the numerous types of ships, their roles,and classes. In school we learn about the theory behind ship-building so it was nice to get a better understanding, just formy own personal knowledge, of the different types of ships theNavy is building/ has built. Also, working in a professional of-fice setting and being able to speak with other professionals inorder to complete a task was a beneficial experience. I feelthat I have made some great connections in the professionalworld and now have an overall higher confidence in my ability

to work in an office setting.

Computer Science Corporation

by Zenka Sellinger

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Page 17

Before meeting up with my colleagues in Korea for theHyundai Heavy Industries Internship, I was given the opportu-nity to work in Shanghai for Herbert Engineering Shanghai

(HES) under the supervision of Robert Tagg. It was one of themost life-changing experiences that Ive ever had. Growingup in a small town in Arizona, going to Phoenix was always an

exciting adventure. Shanghai brought about the same feeling.

Upon landing, I immediately felt claustrophobic because ofall the people bustling around me. Luckily, my boss (Rob) waswaiting to pick me up; it was good to hear someone speakEnglish. He informed me that we would be riding ShanghaisMaglev to reach our destination. A high-speed train which can

reach speeds up to 311mph.

During my stay, I also visited the Shanghai World Financial

Center (the second tallest building in the world), the Chai TaiSquare (one of the biggest malls in the world), the Bund(famous historical boardwalk), and the largest shipyard whencompleted (CSSCs shipyard on Changxing Island). Eventhough Shanghai has about 20 million people living within itscity limits, it seemed that everyone involved in shipbuildingknew each other, thus giving the feel of a small community.This became evident when my boss easily provided me op-portunities such as visiting shipyards and touring LNG tank-

ers.

At work, even though I didnt speak Mandarin, I found thatI was able to communicate effectively. My coworker, Kevin,was an enormous help in my learning how to model ships

with HECSALV (a program developed by HSSI.). Even afterwork was over, we had great times together by going out for

karoke nights and dinner.

In China, I observed many aspects of their culture that differs

from ours. For example, when men are hot, it is normal forthem to walk around with their shirts above their stomach.Also, it is socially acceptable and fashionable to walk aroundin pajamas outside of ones house at night. Additionally, I no-ticed that men hold a womans purse with delight. By the endof my internship, I wasnt even aware of people doing these

things.

Overall my experience with HSSI was extraordinary. I

thoroughly enjoyed both the challenges presented at workand the experience of living amongst a different culture. In theend, I am pleased to say that I made a new family in a place

that I didnt expect.

Summer in Shanghai

by Liliana Rodriguez

Ourcondolencesgotothefamiliesandfriendsofourrecentlydeceasedalumni.

Harper H. Hull, BSNAM 1942, passed away 8/22/09 Eric Schlageter, BSNAM 1974, passed away 3/15/09

Hugh S. Crim, BSNAM 1945, passed away 11/12/09 William C. McKay, BSNAM 1940, passed away 2/26/09

Timothy D. Hurd, BSNAM 1971, passed away 10/10/09 Peter J.F. OReilly, BSMAN 1945, passed away 4/10/09

Marvin O. Miller, BSNAM 1950, passed away 5/15/09 Otto H Klepper, BSNAM 1946, passed away 4/2/09

Clark W. Stephens, BSNAM 1966, passed away 9/17/09 George A Dankers, BSNAM 1935, passed away 3/8/09

Robert L. DeRoo, BSNAM 1947, passed away 7/29/08 Roger Kline, MA, 1959, passed away 10/30/08

James W. Gray, BSNAM, 1671, passed away 4/30/09


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When I was a kid during the Great De-pression I inherited a disreputable old 14 footsloop with homemade sails that others calledthe bait box. I sailed it on choppy San Fran-cisco Bay with one hand on the tiller and theother hand bailing with a coffee can. Duringthose sails I day-dreamed that my bait boxwas really a seaworthy 36 foot double endedketch that I had designed and built and I was

heading out the Golden Gate for the SouthPacific and beyond. On graduating from highschool I had a chance to serve a boatbuildingapprenticeship. For the next few years I wasimmersed in Port Orford Cedar shavingsfitting planks and pulling hot white oak framesout of the steam box and bending into shape.I soon started planning on building my own 36

foot ketch.

World War II changed mine and 16 mil-lion other young American mens plans. Iwound up in an Army unit and was sent toEurope where I operated a medium size land-ing craft. When the war ended veteranswere offered the G.I. Bill that paid our tuitionand books plus a few bucks a month. My now

more mature mind was set on getting a de-gree in Naval Architecture. At that timethere were just three Naval ArchitectSchools. MIT was basically limited to gradu-ate courses; Webb was a small school forbachelors and I was married. The University

of Michigan fortunately accepted me.

The basic Michigan Naval Architecture

courses, in those days, were taught by Profes-sor Henry Adams. The students in each classwere a mix of undergrads and grad students.The only difference was the need for a Baverage for the grad students. Professor

Adams advised that all of his tests appliedequally to both grad and undergrad students.On one final test the average grade for thewhole class was a C. The next day therewas a long line of complaining grad studentsoutside Professor Adamss office; but he

never changed a grade.

The department was run by ProfessorL.A. Cap Baier. We heard the Cap camefrom his having skippered, while a student, asports fishing boat used for marlin. One time

he gave us a task to design a propeller and wefinally decided he had to give us more infor-mation. I was elected to plead our case. Hefinally agreed we needed more data and dis-appeared into the vault that was in his office(the door was like in a bank). After some-time he reappeared to give me the informa-tion. I never got to look inside his vaultwhere apparently all the answers to NavalArchitecture problems must have been

stored.

Professor Charles Spooner taught MarineEngineering. He arranged for us to visit ashipyard in Toledo that was just completingreplacing the original reciprocating steam

engine on an ore carrier with a diesel engine;this was a first for The Great Lakes. Thesmall diesel was almost lost in the huge en-gine room. It turned out later that the dieselhad been sold by the manufacturer based onits maximum horsepower versus continuousduty. On the ships first trip up to Lake Supe-rior it blew pistons (and kept blowing them).Diesels really got a bad name on The Great

Lakes after that mistake.

When I graduated in 1950 the shipbuild-ing business had collapsed. The NAME De-partment had received only two requests forgraduates. I was offered one of the jobs

which was at a Shipyard in Mississippi. I hadtrained near there on the Gulf during thewar. The thought of starting a long careerand raising a family in that muggy climate withits cockroaches and water moccasins wasenough for me to turn down the offer andhead home to San Francisco jobless. Thenext week I was looking for work at the SanFrancisco Navy Yard and they hired me im-mediately because one of their young navalarchitects had just quit to take the job Iturned down in Mississippi! (It turned out his

family lived nearby.)

My first two years as a naval architect

were not exciting. Since I had a NAME de-gree, they assumed I should be in their Scien-tific Section. Much of my time was spentdoing stability calculations for changes madeto ships during their overhauls. Im sittingthere hand cranking a calculator just like I did

for several of Professor Adamss classes.

The Korean War was then underway.The Navy was required to keep three aircraftcarrier task forces off Korea supportingtroops on the ground. Their combat logistics


The following article was contributed by alumnus Marvin O. Miller (BSE50) just before he passed away in May 2009. Marvin was an Underway Replenish-

ment System Engineer at Port Hueneme Division, NAVSEA, at the time of his death.

Becoming a Seamanship Naval Architect

At sea evaluation of replenishing a new ammunition package for a future class of ships. The tests were conducted by

the Port Hueneme Division of NAVSEA off the Southern California coast.

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problem was that after three days the carriersand their destroyers had to stop their sup-port and sail off to sheltered water to rendez-vous with supply ships and replenish fuel andammunition and sometimes food. The meth-ods of replenishment while underway reliedon seamanship and the equipment available onships. The techniques were created by sailorsout of wartime operational necessity. Thefleet understood that time spent replenishingwas time out of combat and our troops onthe ground were endangered when the carri-ers werent on their combat station. TheNavy needed help to significantly reduce the

time to replenish.

Evidently my complaining about my boringoffice work doing calculations got me assignedto head a small team sent to the aircraft carri-ers off Korea to optimistically solve the prob-

lem of sustaining the fleet at sea. What aneye opener to see this tremendous Maritimelogistics system from factory to fighter thathad just grown without any application of thesystems engineering techniques that are in-herent in naval architecture. Some of thefunctions that are essential only for replenish-

ing ships while underway include:

- Designing supply ships with replenish-ment stations and cargo handling routes thatline up with replenishment stations and han-

dling routes on all surface warships.

- Maneuvering warships alongside a supply

ship steaming on a hopefully steady course at12 knots requires learning about hydrody-namic interactions between two ships thehard way to avoid collision but stay within

100 to 200 feet of the supply ship.

- Connecting up transfer rigs between thetwo ships by firing a light shot line and thenhauling across heavier lines to a wire rope

connected to other wire ropes and winches.

- Pulling large hoses across that are sup-ported by wire ropes; connect and pumping

3,000 gallons per minute per hose.

- Transferring cargo (ammunition, storesor sailors) up to three tons using a trolley

supported by wire ropes.

- Moving cargo around on deck with forktrucks or hand trucks while the ship is rolling,pitching and heaving with an occasional green

sea on deck.

My work, following the Korean War stud-ies, lead to establishing the Navys only smalltechnical group dedicated to developing safeand efficient Underway Replenishment (or

Unrep) systems. One would suppose thatnow after 50+ years, if we did our job, therewould be no more Unrep improvementsneeded. However, the Navy keeps changingwith new ships that must be designed to ef-fectively replenish as well as effectively fightand there are new types of supply ships andthere are always new weapons and aircraft(whose heavy engines must be replenished).The American Society of Naval Engineers,ASNE Day 2009 paper Underway Replenish-ment System Modernization, sets out a pro-gram that will keep seamanship naval archi-tects busy for the next 50 years. Our Under-way Replenishment Group moved to South-ern California many years ago. We have alarge, full scale Unrep Test Site next to ouroffice that can do most anything you wouldneed to do at sea except roll; but we haveships that take our experimental gear out tosea for the final testing. Its almost as muchfun as designing and building as 36 foot ketch

and sailing to the South Pacific.


Seamanship Naval Architecture is the art and science of replenishing ships while underway at sea day or night and

includes integrating ship designs, ship handling capabilities, line handling techniques and cargo handling systems.

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NorthslopeScienceInitiativeNEWS from the Marine Hydrodynamics Laboratories

As part of theNorth Slope Initia-

tive, the MHLteamed up withMichigan Tech Re-search Institute todevelop, test anddeploy ALWAS(Automated Lagran-gian Water Assess-ment System) buoysand to continue ad-vanced developmentof Bathy Boat. The

North Slope Initiative is an intergovernmental effort to

increase collaboration at the local, state and federal levelsto address the research, inventory, and monitoring needsas they relate to development activities on the North

Slope of Alaska.

These state of the art extreme water body assess-ment platforms are operated autonomously for rapid,wide range, environmental sensing in the harsh conditionsof the Alaskan North Slope. They carry a suite of waterquality sensors that were used to create a baseline profileof the North Slope surface lakes for the Bureau of LandManagement. This baseline profile will be used to assessany change in water quality of these kettle lakes due to ice

roads built by the oil companies during the wintermonths.

Launching BathyBoat to take

bathymeter readings in one of the

many lakes on the Northslope of

Alaska.

BathyBoat taking measurements in a local

lake and demonstrating its autonomous

navigation capabilities.

Hunter Brown at the local Northslope

hotel complete with bear deterrent

protection.

2009ACT(AllianceforCoastalTechnologies)pCO2Demonstrations

The Tidas Buoy was fea-tured at the annual CelebrateInvention Event held by theTech Transfer department atthe Michigan League in Octo-ber. This product is the resultof a collaborative effort be-tween S2 Yachts of Holland,

Michigan and the MHL.

The design of this compactbuoy makes it more cost effec-tive and portable than any other

buoy currently available on the market.

It is small enough to be easily towed to its mooring locationmaking for an easy and cost effective deployment, and with its plugand play capability, it can host a variety of meteorological and bio-

logical scientific instruments.

UofMTechTransferCelebrateInventionDay

Tim Peters, Heidi Purcell and Hunter Brown

discussing the Tidas 900 Buoy with a visitor

to the Celebrate Invention event.

Today, with atmospheric CO2 con-centrations rising as a direct result ofhuman activities, it is important to de-termine the capabilities for accurate

and continuous monitoring of CO2 innot only the atmosphere but also theworlds waters. CO2 readily dissolvesin water, making the worlds oceansand lakes important entities in the regu-lation of CO2 as both sources andsinks. In an effort to determine CO2measurement capabilities in coastalareas, The Alliance for Coastal Tech-nologies (ACT) performed a demon-stration of pCO2 sensors in 2009. As

Great Lakes Chapter of ACT, the MHL participated in this demon-

stration.

The Alliance for Coastal Technologies (ACT) is a NOAA-fundedpartnership of research institutions, resource managers, and privatesector companies dedicated to fostering the development and adop-

tion of effective and reliable sensors and platforms.

Sampling water during CO2

sensor deployment in Konehoe

Bay, Hawaii.

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Over the sum-mer, Senator Levinvisited the MichiganRobotics & Autono-

mous TechnologiesConference at the

COE.

The purpose ofhis visit was to learnmore about the ro-botics capabilities ofthe college for both

civilian and military applications. As requested by the col-lege, the MHL also attended, demonstrating the capabilitiesof the BathyBoat and the Flying Fish in the Lurie Reflecting

Pond.

TestingatthePhysicalModelBasin

Amphibious vehicle being tested in the physical model

basin using the custom designed planing hull dynamometer.

AmphibiousVehicle

OffshoreOilPlatform

Oil platform awaiting seakeeping testing with infrared

camera system passive markers. The camera system

tracks a three dimensional model in a defined space.

Thermister Buoy Technology

Thermister Buoy deployed in

Northern Grand Traverse Bay.

U-GLOS Station 004 wasfirst deployed in Little Trav-erse Bay on July 30, 2009.This represents the first buoyof a series manufactured byS-2 Yachts in partnership withthe Marine Hydrodynamics

Laboratories.

This buoy also marks afirst with a unique cooperativeformed for the buoys mainte-nance and care. The commu-nities of Harbor Springs andPetoskey have collaborated tocreate a support organizationthat will be responsible for thedeployment/retrieval and small

maintenance of this buoy. Al-though the buoy was funded bythe Great Lakes Observing Sys-

tem (GLOS), this local cooperative has made it possible to

annually deploy the buoy.

The buoy measures wind speed and direction, air andsurface water temperature, barometric pressure, solar ra-diation, and wave height, period and direction. This infor-mation is updated every ten minutes on the MHL website as

well as the National Data Buoy Center website.

Tidas buoy moored in Little

Traverse Bay.

GlosBuoysandaCommunityCollaboration

SenatorLevinVisitstheCollegeofEngineering

Professor Meadows describing the operating

capabilities of the Flying Fish and BathyBoat

projects.

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Ted Garman (BSE 72)

Beyond racing my Snipe, I do not have much connectionwith the water these days. Professionally, I have beenthe Client Technology Manager for PACCAR Inc. forseveral years, providing corporate-wide policy and di-rection for PACCARs PCs, Blackberries and otherclient devices. I also maintain close relationships withstrategic IT partners such as Dell and Mircosoft. PAC-CAR is a major truck manufacturer with several noted

global brandsKenworth, Peterbilt, DAF and Leyland.

ALUMNI NEWS

Connie Savander (BSE 91, MSE 94)

Alumna Constance(Connie) Savander, Presi-dent of Maritime Re-search Associates, L.L.C.,writes: This is me atwork in Singapore. Theshipyard-supplied boilersuit was the right length

but much too big in otherareas. You can see that Ihad to wear an army is-sued green belt to take upthe slack. I am wearingthe standard safety gearrequired on board the

SeaRiver. The harness is necessary in case you need to behauled out of the tank via a winch. This would be the case ifyou have passed out, hurt a limb or something else to the pointthat you cant remove yourself from a tank, or you have ex-

pired.

My hands were yellow most of the time. After a few days, allyou smell is crude oil and steel. It penetrates your body, hair,nostrils, and everything else. The odor didnt disappear until

about a week after I returned home.

Of course I have experienced this many, many times beforeand didnt expect any surprises. However, this trip to Singaporewas the longest period of time that I have been that stinky andrequired that much steam cleaning!! All in all, it was a great ex-perience, I made a lot of new friends, collected a few more sto-ries, and was thankful each day for the opportunity that was af-

forded by being a U of M naval architect.

Jeffrey Geiger (BS '83, MSE '84)

Jeff took over as President of Bath Iron Works on April

1, 2009.

Leigh S. McCue-Weill (PhD 04)

2009 recipient of Presidential Early

Career AwardPresident Obama recently named 100 beginning researchersas recipients of the Presidential Early Career Awards for Sci-entists and Engineers, the highest honor bestowed by theUnited States government on young professionals in the earlystages of their independent research careers. The recipientscientists and engineers will receive their awards in the Fall at

a White House ceremony.

The Presidential Early Career Awards embody the highpriority the Administration places on producing outstandingscientists and engineers to advance the nations goals and

contribute to all sectors of the economy. Nine Federal de-partments and agencies join together annually to nominatethe most meritorious young scientists and engineersresearchers whose early accomplishments show the greatestpromise for strengthening Americas leadership in scienceand technology and contributing to the awarding agencies'

missions.

"These extraordinarily gifted young scientists and engi-neers represent the best in our country," President Obamasaid. "With their talent, creativity, and dedication, I am confi-dent that they will lead their fields in new breakthroughs anddiscoveries and help us use science and technology to lift up

our nation and our world."

The awards, established by President Clinton in February1996, are coordinated by the Office of Science and Technol-ogy Policy within the Executive Office of the President.Awardees are selected on the basis of two criteria: Pursuit ofinnovative research at the frontiers of science and technologyand a commitment to community service as demonstratedthrough scientific leadership, public education, or communityoutreach. Winning scientists and engineers receive up to afive-year research grant to further their study in support of

critical government missions.

Prof McCue-Weill is currently an assistant professor at Virginia

Polytechnic Institute and State University, Blacksburg, VA.


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Page 23

Please join us in congratulating these NA&ME alumni as well as current students and faculty on their awards received and electiveoffices announced at the October 2009 SNAME Annual Meeting!

Rosenblatt/Michigan Award Winner for 2009: Howard Fireman (BSE'79; MSE'85)

Honorary Vice President: Naresh Maniar (BSE56)

Vice PresidentCentral & Gulf Region: Joe Comer (BSE80)International Region: John Kokarakis (MSE83; Ph.D86, )Atlantic South Region: Paul Cojeen (BSE67)

President (President-Elect): Ed Comstock (BSE70; MSE74)

Treasurer: Bruce Rosenblatt (BSE83)

The American Bureau of Shipping - Captain Joseph P. Linard prize (best paper 2008 Transactions)Jeff Falzarano (MSE85; Ph.D90)Art Reed (BSE69; MSE71; Ph.D75 )

David W. Taylor Medal: Joe Fischer (BSE59)

William W. Webb Medal: Bill Vorus (MSE69; Ph.D71)

The Elmer Hann Award (best paperpresented at the 2008 Ship Produc-tion Symposium)

Bob Keane (BSE70)Jeff Hough (BSE78; MSE79)Howard Fireman (BSE79;MSE85)

SNAME Fellow: Richard Rodi(BSE66)

Lloyds Register Educational TrustMaritime Technology Student of theYear Award: (2nd place), Jacob Ng(CURRENT STUDENT!) (Prof.

Tassos Perakis, faculty advisor)

NA&ME Alumni and Current Members Recognized at SNAME 2009 Annual

Meeting in October 2009


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Page 25

K. Peter Beier, Research Scientist Emeritusand Adjunct Professor, Department of Naval

Architecture and Marine Engineering, retiredin 2008. Prior to his retirement, in addition

to teaching, he served as Director of the 3DLab at the Duderstadt Center.

(Interviewed by Suzanne Taylor)

ST: Peter, I understand that youvestarted a new career since retiring fromacademia. How did you first get inter-ested in pursuing the life of a movie ex-

tra?

PB: Well, I learned about the shootingfor the movie, Betty Anne Waters onthe University of Michigan campus and,

specifically, at the Duderstadt Center,and I heard it might be possible to getinvolved at the lowest level, as an extra. Iwas curious to see how they make thesebig Hollywood movies. I researched it alittle bit and enrolled myself as an extra.Thats how I got in the movie as a so-called featured extra. There are twokinds of extras, those you see movingaround in the background and featuredextras, those on whom the camera fo-

cuses from time to time.

ST: Why do you think you were se-lected as a featured extra?

PB: I was entered in the database of acasting agency and they put togetherpictures of the extras from which the

jury in a murder trial would be cast.After the director had picked most ofthem, he needed one more different kindof a guy, an elderly gentleman who looksa little wiser. They showed him my pic-ture and he said, Thats the one. At

least thats what I was told.

ST: So you really didnt have to audition

per se.

PB: No. There was a casting call forextras in February of this year. It waspublished in the newspapers. When Iarrived there on a very cold winter daythere was a long line of about a thousandpeople, all hoping to become an extra inthe movie, Betty Anne Waters withHilary Swank. And heres where my aca-

demic background was helpful. I as-sumed the authoritative posture of a

professor . . .

ST: . . . for which you had plenty of prac-tice.

PB: . . . and walked right to the front ofthe line in such a way that the first guy inline opened the door for me thinking I

was an official of some sort.

ST: Thats what I call acting!

PB: Yes, its what actors do. But, I hadpre-registered for a specific time and Ithought I could do that. So, I went rightup front and I was out in 20 minutes.Other people waited 6-8 hours after

lining up as early as 7:00 a.m.

ST: So tell us a little about Betty Anne

Waters.

PB: Betty Anne Waters is a biography,a movie about a real person, Betty AnneWaters, who was on the set at times asan advisor. Hilary Swank plays her in themovie. Shes a working single motherwho puts herself through law school inan effort to represent her brother whohad been wrongfully convicted of mur-der. After 18 years she managed to get

her brother freed.

ST: And you played a juror, right?

PB: Yes, I played a juror. We jurors felta little bit guilty because we knew the

story line and my fellow jurors and I con-victed the brother and put him in prison

for life.

ST: So your first role as a movie extra

was as a bad guy?

PB: Yes, but we couldnt know any bet-

ter. The testimony was very convincing.

ST: Oh, I dont blame you, really. Whatelse can you tell us about being in that

movie?

PB: Well, there are many things; forexample, the wardrobe dilemma forBetty Anne Waters. According to thescript, the court proceedings occurredover three days and for each of thesedays we were supposed to wear a differ-ent outfit. But they dont shoot it ac-cording to the actual timeline; they shootit according to the camera positions. Foreach camera position you do Day 1, Day2, Day 3. So we had to change ourclothes continuously, in and out and inand out, and this needed to be done

quickly because the entire crew waswaiting for us.

ST: That movie was followed by a sec-ond movie, Stone, with Robert DeNiro and Edward Norton in which youplayed a corpse. What particular skillsdo you think you brought to that role?You didnt have to look professorial,

right?

PB: No, but you had to look dead. Andyou had to hold your breath for quite awhile and you couldnt move and you had

to deal with all that bloody make-up.Thats pretty much it staying quiet and

looking dead.

ST: Tell us about the make-up.

PB: In this movie, I was murdered in mybedroom with my wife and Im wearingpajamas. On the set in an abandonedhouse they put the make-up on me.They created a big gash in my throat and


Emeriti NewsRetired NA&ME Faculty Member Finds Second Career

Prof. Beier with fellow juror Kate B. during a

shooting break


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put blood all over me. It was really stickyand ugly stuff. The main thing I had to dowas lie there and Edward Norton comesand he looks at me with horror . . . [thisline of conversation was discontinued

since Peter had signed an agreement notto discuss the plot details of the film].He ultimately empties a can of gasolineover me and sets me on fire. As he prac-ticed how to do that, I shouted, Wait aminute. Whats in that can? And Nor-ton yelled to someone else on the set:Peter wants to know whats in thatcan. And the answer was Its just wa-ter. Norton said hed try to avoid myface when he dumped it on me, whichwas nice of him. So when the camerawas rolling he splashed this water, which

happened to be icy cold, on me andsome of it got on my face and my whole

body jerked in response.

ST: Uh-oh. And you were supposed to

be dead. And then you were burned.

PB: Yes, I was burned too but at thatpoint, Im no longer on the set, fortu-nately. You just see the house go up inflames. They use these flame devices andfire was shooting up everywhere. I wasalso dismembered. If you see a severedarm in the movie, its not really mine;make-up can simulate that very well.Finally, you see the house burning fromthe outside. The shooting of the interiorscenes was actually done at a differentlocation from the exterior burningscenes. The interior scenes were donein an abandoned house in Jackson andthe exterior burning house was some-

where in Dexter.

ST: Earlier this year, shortly after yoursecond movie experience, you and Iwere talking in the hallway and you

talked about walking down the street in Jackson in full make-up and startling the

locals.

PB: Oh yes, that was funny. Theres arule that cast and crew must be fedevery 5-6 hours. They adhere to thatvery strictly and even in the middle ofshooting they stop everything and go tolunch. Now, in order to go to lunch, wehad to leave the abandoned house and

walk to a van, which would drive us tothe lunch site. While walking on thestreet, the citizens of Jackson were star-ing at me and at the gash in my throatand the blood dripping all over; theywere whispering, hes in the movies.Some of them asked me to take pictures

with their children. They used a specialvan for me because I was always drippingwith blood; it had plastic sheets on theseats so I could sit down without mess-

ing up the van.

ST: You mentioned earlier that yourwork as a professor helped you get the

juror role. Did all your work over theyears with virtual reality play into any ofthis at all? Obviously, your blood wasnt

real, rather somewhat virtual.

PB: Not really. One of the reasons I didthis initially was that I was interested inhow they make movies. In this moviethey used traditional technologies; therewere no animations or computer-generated parts. But to see all the cam-eras rolling and the sound and the lightsused in making a Hollywood movie, itsquite amazing. On the call sheet for aspecific day there were 145 people listed,only a few of them actors. The crew isreally big: camera people, light andsound people, carpenters, electricians,caterers, production assistants, assistantdirectors, and more. Its a huge, hugeundertaking but it runs like a smoothmachine. For an outsider, it looks con-fusing, utter chaos. But they all knowwhat theyre doing and thats what it

takes to make a movie.

ST: How long is your actual appearancein the film compared to how long it took

to film it?

PB: When youre an extra on a movieset you have to have a lot of time on

hand. Most of the time you sit aroundand wait until youre called to the set.My involvement in Betty Anne Waterslasted for three long nights. There wasonly night shooting because the court-house they were using was in regular useduring the day; the shooting started at5:00 p.m. and went until 7:00 or 8:00a.m. the next morning. A typical call is 8,10, 12, sometimes 14 hours. And out ofall those hours, you might be on the set

for maybe an hour or sometimes only 10minutes. And since they dont knowwhen those 10 minutes are going to oc-cur, you sometimes wait 10 hours forthe 10 minutes to happen. It is recom-mended that you bring a book, or bringan iPod and listen to music. I brought

several books but I never read any ofthem because youre together with somany interesting people. Extras, for ex-ample, come from all walks of life.Among the jurors on Betty Anne Wa-ters, there was a lady who was a hydro-plane race driver. Obviously, our conver-sation involved a lot of naval architec-ture. Another elderly African-Americanlady who looked a little frail was a yogainstructor. She did yoga with us to passtime. And then we had a few jokers andwe cracked jokes all night long. It was

very entertaining, I have to say.

ST: You had an interesting interactionwith Edward Norton on the set ofStone. On the set of Betty Anne Wa-

ters, did you meet any of the principals?

PB: As an extra, youre at the very bot-tom of the hierarchy but they treat you

very nicely. However, youre not sup-posed to interact with the talent (thatswhat they call the stars the talent).You leave the talent alone; you arent

supposed to ask for autographs or any-thing like that and normally you stay inthe background and you do your littlething. But if you spend some time on theset one thing leads to another and some-times you get very close to the talent. Iremember that Hilary Swank in thecourtroom scene had to cry in front ofthe jury and the amazing thing is she canreally cry on the spot with tears and full



Page 26

Prof. Beier with extras Matthew P. and Ken L.

studying the call sheet of the day


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CALLING ALLALUMS ANDFRIENDS OF

NA&ME

- Do you have news to share?

Career? Family?

Your latest adventure?

We would love to hear from you.

- Would you like to be a guest

columnist in the

Nautilus?

We would love to discuss your

ideas.

- Would you like to receive theNautilus electronically?

Please contact Kay Drake [email protected] or 734-936-

7636

Page 28

Greetings to all of our alumni fromthe members of the Quarterdeck Soci-

ety. Quarterdeck is a growing group ofstudents in the Department of NavalArchitecture and Marine Engineering.We are dedicated to professional devel-opment, service to the Department andsociety, as well as coordinating socialactivities among peers. Our memberswould like to take this opportunity to

give you an update on our activities.

As the Department grows, so does

the number of students actively involvedwith Quarterdeck. Our membership iscurrently approximately 100 studentsand we have a regular biweekly meetingattendance of about 40, both under-graduate and graduate students. Ourstudents are involved in reaching out tothe community to engage younger stu-dents in thinking about the marine indus-try. In this capacity, we were involved inTech Day, put on by the college of engi-

neering and in DAPCEP (Detroit AreaPre-College Engineering Program). Wehave also benefitted from the presenta-tions of numerous companies throughout

the year, who provide our students witha valuable connection to the current in-

dustry.

This October, many of our studentsalso had the distinct privilege and pleas-ure of attending the SNAME AnnualMeeting in Providence, Rhode Island. Weparticularly enjoyed the student designcompetition. Our students also took

advantage of the great breadth of techni-cal content available, attending many pa-per sessions and panel discussions. TheAnnual Meeting also gave our students anopportunity to meet the leaders of ourindustry, do some professional network-

ing and connect with our alumni.

Through the generous support ofmembers of industry, the College of En-gineering, the Department and ouralumni, twenty seven students were ableto attend the Annual Meeting. Our

nautilus fall winter 2010

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