{"id":19,"date":"2014-11-09T15:46:54","date_gmt":"2014-11-09T15:46:54","guid":{"rendered":"http:\/\/blog.soton.ac.uk\/fsiblog\/?p=19"},"modified":"2014-11-09T15:46:54","modified_gmt":"2014-11-09T15:46:54","slug":"fsismmilr-sloshing-assessment-of-membrane-lngs","status":"publish","type":"post","link":"https:\/\/generic.wordpress.soton.ac.uk\/maritimeblog\/2014\/11\/09\/fsismmilr-sloshing-assessment-of-membrane-lngs\/","title":{"rendered":"FSI\/SMMI\/LR Sloshing Assessment of Membrane LNGS"},"content":{"rendered":"

Mr.\u00a0Nigel White, Technical Manager for hydrodynamics in Lloyd\u2019s Register\u2019s Structural Analysis and Hydrodynamics team<\/span>
\n\"nwhite\"<\/a><\/span>21st November Boldrewood Innovation campus B175 Seminar\u00a0Room 1025 (entrance through b176) Time: 11:00-12:30\u00a0<\/strong>
\nWe are limited to 120 spaces for both University of Southampton and LR attendees so prompt attendance is recommended.<\/span><\/p>\n

\n

Abstract: <\/strong>
\nLloyd’s Register is responsible for the development, implementation and maintenance of standards for the design, construction and operation of ships and offshore units. These standards, or \u2018Rules\u2019 are supplemented by additional verification procedures which are often assessed using advanced structural analysis techniques or similar direct calculation programs.
\nOne example of this is the assessment of the strength of the LNG cargo containment system to resist sloshing actions, the assessment of the design sloshing loads and the assessment of the structural response and capacities are very complex and a simple definitive procedure is no longer applicable. .
\nLloyd’s Register “Sloshing Acceptance Guidance Document for Membrane Tank LNG Operations” gave recommended design methods for the assessment of the cargo containment system.\u00a0 This talk reviews some of the issues associated with the development of this document, related research tasks and also the processes followed by Lloyd’s Register in the design appraisal of LNG cargo containment systems and the recent application to FLNGs.
\nBiography <\/strong>
\nTechnical Manager for hydrodynamics in Lloyd\u2019s Register\u2019s Structural Analysis and Hydrodynamics team which looks after research and development issues. My role is to look after the research programme for the development of hydrodynamic expertise and capabilities of Lloyd\u2019s Register covering ship motions, hydroelasticity, sloshing, dynamic load application, etc. for all ship types. As such I support Lloyd\u2019s Register\u2019s Classification and Plan Approval offices worldwide on hydrodynamic related issues.
\nI joined Lloyd\u2019s Register 16 years ago and have been one of the principal engineers on many projects including LR\u2019s Naval Ship Rules, IACS Common Structural Rules for Tankers, IACS Harmonised Common Structural Rules for Oil Tankers and Bulk Carriers. I was the lead author of LR’s Sloshing Assessment Guidance Document and have been involved in many sloshing related studies and approval of all recent membrane tank LNG ships with respect to sloshing issues including the QFlex and the first QMax ships. I was also the lead author on the 2014 released whipping and springing assessment procedure for container ships.
\nPrior to Lloyd\u2019s Register, I worked for Burness, Corlett and Partners in charge of their computational analysis group for 11 years. I graduated from the University of Southampton in 1978 with a Ship Science degree.
\n <\/p>\n","protected":false},"excerpt":{"rendered":"

Mr.\u00a0Nigel White, Technical Manager for hydrodynamics in Lloyd\u2019s Register\u2019s Structural Analysis and Hydrodynamics team 21st November Boldrewood Innovation campus B175 Seminar\u00a0Room 1025 (entrance through b176) Time: 11:00-12:30\u00a0 We are limited to 120 spaces for both University of Southampton and LR attendees so prompt attendance is recommended. Abstract: Lloyd’s Register is responsible for the development, implementation … Continue reading FSI\/SMMI\/LR Sloshing Assessment of Membrane LNGS<\/span> →<\/span><\/a><\/p>\n","protected":false},"author":4066,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2],"tags":[],"class_list":["post-19","post","type-post","status-publish","format-standard","hentry","category-uncategorized"],"jetpack_featured_media_url":"","_links":{"self":[{"href":"https:\/\/generic.wordpress.soton.ac.uk\/maritimeblog\/wp-json\/wp\/v2\/posts\/19","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/generic.wordpress.soton.ac.uk\/maritimeblog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/generic.wordpress.soton.ac.uk\/maritimeblog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/generic.wordpress.soton.ac.uk\/maritimeblog\/wp-json\/wp\/v2\/users\/4066"}],"replies":[{"embeddable":true,"href":"https:\/\/generic.wordpress.soton.ac.uk\/maritimeblog\/wp-json\/wp\/v2\/comments?post=19"}],"version-history":[{"count":0,"href":"https:\/\/generic.wordpress.soton.ac.uk\/maritimeblog\/wp-json\/wp\/v2\/posts\/19\/revisions"}],"wp:attachment":[{"href":"https:\/\/generic.wordpress.soton.ac.uk\/maritimeblog\/wp-json\/wp\/v2\/media?parent=19"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/generic.wordpress.soton.ac.uk\/maritimeblog\/wp-json\/wp\/v2\/categories?post=19"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/generic.wordpress.soton.ac.uk\/maritimeblog\/wp-json\/wp\/v2\/tags?post=19"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}