SHM Ships

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Review of Hull Structural Monitoring Systems

for Navy Ships
B. Phelps and B. Morris
Maritime Platforms Division
Defence Science and Technology Organisation
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ABSTRACT
At the request of DMO Head Maritime Systems Division (HMSD) a study was undertaken to
investigate issues related to installation of hull structural monitoring systems (HSMS) on RAN
ships. This report provides results of a literature and internet survey to determine the state of
the art of HSMS on commercial and military ships together with discussion of issues related to
navy ships generally. System configurations range from basic installations intended to
monitor hull girder bending stresses up to complex developmental systems employing
technologies such as fibre-optic sensors and wireless data transmission. Vendor material
related to commercial off the shelf (COTS) systems is provided in a number of appendices.
RELEASE LIMITATION
Approved for public release
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Published by

DSTO Defence Science and Technology Organisation
506 Lorimer St
Fishermans Bend, Victoria 3207 Australia
Telephone: 1300 DEFENCE

Fax: (03) 9626 7999
© Commonwealth of Australia 2013

AR-015-561
May 2013
APPROVED FOR PUBLIC RELEASE
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Review of Hull Structural Monitoring Systems for

Navy Ships
Executive Summary
The 2011 Rizzo Plan to reform RAN ship repair and management practices outlined a
number of reform themes including: Life Cycle Management, Risk Management
Framework and Engineering Function. A number of Life of Type Evaluation studies
were subsequently commissioned by the Defence Materiel Organisation (DMO). The
Defence Science and Technology Organisation (DSTO) was tasked to investigate
options for the structural monitoring of RAN ships as a method for determining their
remaining fatigue life and a client report was delivered to the DMO Head Maritime
Systems Division in November 2012. This present report builds on that work to
provide a more general review of the technical aspects of hull structural monitoring
systems with consideration of the differences between installations on navy ships as
compared to commercial ships.
There has been little change in the basic configuration of hull structural monitoring
systems for commercial ships since the International Maritime Organization (IMO)
originally introduced requirements in 1994. Details of Commercial Off The Shelf
(COTS) systems obtained from vendors are provided in individual appendices. The
avoidance of excessive structural loading and fatigue damage as a result of operational
response to overload warnings provided by these systems are cited as delivering
improved safety and reduced through life cost benefits.
Military off the shelf installations typically have enhanced configurations of

commercial off the shelf systems, the majority using fibre-optic sensors and networks.
Fibre-optic systems potentially offer a number of advantages for navy installations as
they are lightweight, high speed, are not affected by electromagnetic interference and
require no re-calibration once installed. Specialist expertise is however required for
their installation. Wireless communications, originally developed for monitoring of
civil structures, have been demonstrated as a potential low cost solution for data
communications but the ability of these systems to survive the harsher marine
environment is not yet proven. Distributed accelerometer systems to detect decay of
slam induced whipping oscillations are being developed. The use of acoustic emission
systems targeted at potential fatigue ‘hot spots’ areas has been suggested as a viable
approach for future navy ships.
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Navy vessels can expect to obtain similar benefits from HSMS as those gained from
installation on merchant ships (such as improved safety, reduced through life costs and
greater understanding of hull loads). The reliability of fatigue assessments is improved
if monitoring is introduced as early as possible in the life of the ship, and ideally before
it has entered service. For older ships nearing the end of their service life the major
benefit of structural monitoring is to provide hull overload warnings, so long as the
load capacity of the hull can be reliably determined. The inclusion of hull condition
monitoring system requirements for future warship acquisitions is recommended,
however it must be supported by information management and engineering resources.
For the RAN, these outcomes relate directly to Life Cycle and Risk Management
themes from the Rizzo Review recommendations.
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Authors
Bernard Phelps
Bernard is a naval architect with over 25 years experience related

to research, design, construction and modification of naval ships
and submarines. He has degrees in B. Eng (Naval Architecture)
from the University of New South Wales) and M. Sc (Naval
Architecture) from University College London. Bernard has
worked in a number of positions in Department of Defence, DSTO
and in defence industry and is presently the Principal Naval
Architect in DSTO Maritime Platforms Division.
____________________ ________________________________________________
Brett Morris
Brett is a Naval Architect/Systems Engineer who joined DSTO in

2007. He has previously worked for the RAN in the Directorate of
Navy Platform Systems and is currently working in the fields of
Naval ship concept design, structures and hydrodynamics, along
with Systems Engineering applications to Naval Architecture.
Brett holds a Grad. Dip. in Systems Engineering, a BE (Nav.
Arch.) and is undertaking part-time research towards a Ph.D.
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Contents
ACRONYMS & ABBREVIATIONS
1. INTRODUCTION............................................................................................................... 1
2. SHIP STRUCTURAL LOADING .................................................................................... 1

2.1 Static Loads ................................................................................................................ 2
2.2 Low Frequency Dynamic Loads............................................................................. 2
2.3 High Frequency Dynamic Loads............................................................................ 2
2.4 Impact Loads.............................................................................................................. 3
2.5 Operational Loads..................................................................................................... 3
2.6 Thermal Loads ........................................................................................................... 3
3. STRUCTURAL RESPONSE.............................................................................................. 4
3.1 Overload Failure ....................................................................................................... 4
3.2 Fatigue Failure ........................................................................................................... 5
3.2.1 Hull Girder Fatigue Life ......................................................................... 5
3.2.2 Local Structural Fatigue.......................................................................... 6
3.2.3 Fatigue of Warships ................................................................................ 6
4. HULL STRUCTURAL MONITORING OVERVIEW .................................................. 7

4.1 Regulatory Influences .............................................................................................. 8
4.2 Typical HSMS Configuration................................................................................. 9
5. REVIEW OF EXISTING HSMS...................................................................................... 10

5.1 Commercial off the Shelf Systems ...................................................................... 10
5.2 Military off the Shelf ............................................................................................. 11
5.2.1 French Navy (Marine Nationale) ........................................................ 11
5.2.2 Royal Norwegian Navy........................................................................ 15
5.2.3 United States Coast Guard ................................................................... 16
5.3 Developmental Systems ........................................................................................ 17
5.3.1 Defence Evaluation and Research Agency ........................................ 17
5.3.2 Armidale Class Patrol Boat Concept Demonstrator......................... 18
5.3.3 FSF-1 SEA FIGHTER ............................................................................ 19
5.3.4 RV TRITON ............................................................................................ 20
5.3.5 Acoustic emission monitoring ............................................................. 21
6. HSMS TECHNOLOGIES ................................................................................................ 22

6.1 Strain Gauges........................................................................................................... 22
6.1.1 Long Base Strain Gauges ...................................................................... 22
6.1.2 Short Base Strain Gauges...................................................................... 23
6.1.3 Strain Gauge Temperature Compensation ........................................ 25
6.2 Slam Monitoring ..................................................................................................... 26
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6.3 Data Communication ............................................................................................. 27

6.4 Data Processing and Management ...................................................................... 28
6.5 Human-System Interface....................................................................................... 28
7. HSMS FOR NAVY SHIPS............................................................................................... 29

7.1 Key Benefits ............................................................................................................. 30
7.1.1 Operational Warnings .......................................................................... 30
7.1.2 Through Life Costs................................................................................ 30
7.1.3 Integration with Other Systems .......................................................... 30
7.1.4 Improved Designs ................................................................................. 31
7.2 System Configuration ............................................................................................ 31
7.2.1 Monitoring Parameters......................................................................... 31
7.2.2 Installation .............................................................................................. 31
7.2.3 Hull Girder Monitoring ........................................................................ 32
7.2.4 On-Board Fatigue Prediction ............................................................... 34
8. CONCLUSIONS................................................................................................................ 34
9. ACKNOWLEDGEMENTS .............................................................................................. 36
10. REFERENCES .................................................................................................................... 36
11. LIST OF APPENDICES.................................................................................................... 40
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Acronyms & Abbreviations
ACPB Armidale Class Patrol Boats

French amphibious assault ship (Bâtiment de Projection et de
BPC
Commandement)
C-Mn Carbon - Manganese
COTS Commercial Off The Shelf
DE&S Defence Equipment and Support
DERA Defence Evaluation and Research Agency
DMO Defence Materiel Organisation
DNV Det Norske Veritas
DSTO Defence Science and Technology Organisation
DWT Deadweight tonnage
ESHHM Extended Ship Hull Health Monitoring
EU European Union
FEA Finite Element Analysis
FFI Norwegian Defence Research Establishment
FRP Fibre Reinforced Plastic
FSF Fast Sea Frame
GPS Global Positioning System
GUI Graphical User Interface
HMAS Her Majesty’s Australian Ship
HMSD Head Maritime Systems Division
HNOMS His/Her Norwegian Majesty's Ship
HSI Human-System Interface
HSMS Hull Structural Monitoring System(s)
Hz Hertz
IACS International Association of Classification Societies
IMO International Maritime Organization
JIP Joint Industry Program
kHz Kilohertz
LBSG Long Base Strain Gauge
LDT Linear Displacement Transducer
LOTE Life of Type Evaluation
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LVDT Linear Variable Differential Transformer

m Metre(s)
International Convention for the Prevention of Pollution From
MARPOL
Ships
MCM Mine Counter Measures
MEMS Micro-Electro-Mechanical Sensor
MoD Ministry of Defence
MOTS Military Off The Shelf
MPa Megapascal
NATO North Atlantic Treaty Organisation
NSWCCD Naval Surface Warfare Center, Carderock Division
ONR Office of Naval Research
PC Personal Computer
RAN Royal Australian Navy
RNZN Royal New Zealan Navy
RNoN Royal Norwegian Navy
SBSG Short Base Strain Gauge
SHHM Ship Hull Health Monitoring
S-N Stress – No. of Cycles
SOLAS International Convention for the Safety of Life at Sea
SPDAS Scientific Payload Data Acquisition System
SSC Ship Structures Committee
UK United Kingdom
USCG(C) United States Coast Guard (Cutter)
US(N) United States (Navy)
WHEC High Endurance Cutter
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1. Introduction
The early decommissioning of the Royal Australian Navy (RAN) ship HMAS MANOORA, the
extended unavailability of HMAS KANIMBLA and the temporary unavailability of HMAS
TOBRUK in 2011 prompted the Government to appoint an independent team to develop a plan
to reform RAN ship repair and maintenance practices. This resulted in the delivery of the Rizzo
Review [1] which outlined a number of reform themes including: Life Cycle Management, Risk
Management Framework and Engineering Function.
A number of Life of Type Evaluation (LOTE) studies were subsequently commissioned by the
Defence Materiel Organisation (DMO) in relation to RAN surface fleet vessels and reportedly a
common recommendation across the studies * was for the installation of fatigue life monitoring
systems on each Class of ship. At the RAN Maritime Science and Technology Conference 2012,
DMO Head Maritime Systems Division (HMSD) requested advice from DSTO in relation to
options for the structural monitoring of RAN ships as a method for determining their remaining
fatigue life [2].
The use of hull structural monitoring systems (HSMS) on navy ships is seen as a potentially
effective way in which to:
 Provide real-time guidance of loading information and trends and to warn of extreme
loading events so that risk of structural overload may be avoided, and to
 Obtain actual in-service information of the extreme and long term fatigue loads to which
the ships are exposed so that this can be used for improvements in both the design and
the through life management of ship structures,
These outcomes relate directly to Life Cycle and Risk Management themes from the Rizzo
Review and their successful outcomes are very much dependent on the support of a strong
Engineering Function. It is therefore seen as a potentially effective way in which to address the
Rizzo Review recommendations.
A restricted distribution DSTO Client Report providing RAN specific advice in relation to hull
structural monitoring and fatigue was delivered to HMSD in November 2012. This present report
builds on that work to provide a more general review of the technical aspects of HSMS so that
this may inform engineering decisions related the installation of HSMS on navy ships.
2. Ship Structural Loading

In order to address the subject of hull structural monitoring it is first necessary to look at the
types of hull loading and the subsequent structural responses to which it may be relevant. A
number of different loading types contribute to the potential for hull failure through overload or
fatigue; overload results from an extreme loading event that exceeds the load carrying capacity of
the structure, whereas structural fatigue results from the accumulative damage effect of cyclic
loading on the structure.
* Not all reports resulting from these studies are available to the authors.
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2.1 Static Loads

The static loads acting on a ship’s structure are those due to the differences between the weight
and buoyancy distributions along the ship. The weight of items such as the ship’s structure,
machinery, outfit, fuel and cargo are not distributed uniformly along the length of the ship. The
weight of the ship is counteracted by the buoyancy force of the water displaced by the ship when
the ship is afloat. The differences between the weight and buoyancy cause shear forces and
bending moments along the ship and are often referred to as ‘still water loads’. Whilst these can
remain relatively constant over a ship’s lifetime (at least in the case of warships such as frigates
and destroyers) they can significantly influence structural fatigue as the mean stress level affects
crack growth rate. Cargo weight variations in bulk carriers and tankers can generate large loads
that contribute to low-cycle fatigue and, in the extreme, can cause overload and collapse of the
hull girder. Whilst the risk of this form of overload is generally lower, navy ships such as
replenishment and logistic support ships that carry large cargoes are also subject to significant
still water bending load variations. Hull monitoring can be used to monitor bending moment
variations due to cargo loading, but it does not measure the actual still water stresses; the mean
stress levels must be determined analytically to be included in the assessment of overall stress
levels.
2.2 Low Frequency Dynamic Loads

Low frequency cyclic loads are imparted on the hull through the action of the waves on the ship
as it moves through the ocean. These include the pressure acting on the hull due to the wave
profile and the inertial reactions to the accelerations caused by the ships motions. These are
referred to as ‘wave loads’ and together with still water loads are the ‘primary’ hull girder loads.
Extreme wave events can potentially cause hull collapse and the use of hull monitoring enables
the magnitude of wave bending loads to be monitored and warnings to be provided to help
ensure that loads do not reach dangerous levels. This is generally cited as one of the key benefits
of HSMS and is relevant to both merchant and navy ships.
Wave loads are the major contributor to hull fatigue and tend to increase linearly with wave
height in low to moderate sea conditions, but vary non-linearly in higher sea states. Hull fatigue
estimates are generally based on numerical load predictions using seakeeping software codes to
predict wave loading. These predictions are less reliable in higher sea states when non-linearities
become more important. It is noted by the Ship Structure Committee [3] that “nonlinearities in
the response of ships to waves can have a significant effect on predictions of maximum lifetime
loads (but they) have less effect on the loads for fatigue analysis because the majority of the
loading that causes fatigue damage comes from repeated application of low amplitude loads,
which are more linear in nature”. This may be less true for navy ships that are frequently driven
at high speed as the Ship Structure Committee [3] also notes that wave-induced whipping is an
exception to the statement on the importance of non-linearities on fatigue as it significantly
increases the number of fatigue loading cycles (see also Section 2.4). The use of HSMS establishes
a record of the actual stress cycles that the ship experiences and with monitoring over time and
across a number of similar vessels can be used to improve to the fatigue loading predictions.
2.3 High Frequency Dynamic Loads

The high frequency dynamic loads are those that may induce a vibratory response in the ship
structure. These loads become significant if the frequency of the load is close to the natural
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frequency of the ship’s hull, resulting in amplification of the load due to resonance. Examples of
high frequency dynamic loads include springing caused by the ship encountering waves at a
frequency near the ship hull natural frequency and the loads caused by large unbalanced rotating
machinery. If springing is a regular occurrence then it will be a significant contributor to fatigue
as the frequency of loading (and so number of cycles) is greatly increased. On larger ships the
natural hull girder frequency is typically in the range 1 – 2 Hertz [3], whereas for warships such
as frigates and destroyers this is slightly higher. Hull monitoring will generally be able to detect
such incidents if the sampling rate of strain sensors is sufficiently high, e.g. 15-20 Hz is typically
required [4].
2.4 Impact Loads

Bow slamming is the result of the bow emerging from one wave crest and then re-entering with
significant impact (slamming) into the next wave. This can impart significant local impact loads
and cause hull girder whipping; nonlinear, high frequency hull vibrations that last for around
5-10 cycles [3] at a frequency near that of the hull’s natural frequency. These whipping responses
are superimposed on the low frequency wave load responses (Section 2.2) and significantly
increase the number and magnitude of hull girder fatigue loading cycles. Slamming is
particularly relevant for high speed vessels where the frequency and magnitude of slamming is
greatly increased at higher speeds.
The peak slam bending moment is generally not detected by hull monitoring strain gauges unless
sampled at sufficiently high frequencies; typically at least 100 Hz is needed but up to 500 Hz and
possibly higher may be needed [4]. The transient whipping decay is detectable by strain gauges
and accelerometers with sufficiently high sampling rates and is used in some instances to warn of
slamming (see Section 6.2).
2.5 Operational Loads
Operational loads are those that arise due to the ship performing specific activities. In the case of
naval vessels, these can include loads due to the landing of helicopters, the sloshing of fluids in
large tanks and weapons firing effects. These effects are usually relatively localised but associated
hull girder vibration may be detected as hull girder stresses through hull monitoring. Local
monitoring for these effects requires significantly higher sampling frequencies, up to 3 kHz [4]
and is usually only needed if the frequency or magnitude of stresses is expected to be high.
2.6 Thermal Loads

The importance of thermal stressing of ships has been recognised for a long time and a
comprehensive discussion and a review of methods for determining thermal stresses was
provided by Hechtman in 1956 [5] where he noted that:
“A distinction should be made between the strains arising from a change in temperature and
the strains resulting from external loads. In the latter case, the stresses are proportional to the
strains. By contrast, thermal stresses arise when the thermal strains are inhibited. It is
important to recognize that the thermal strains observed in ships represent the free expansion
part of this process and cause no stress but rather are manifested in elongation and bending
of the hull. When considered together with the temperature distributions, the measured
thermal strains can be used to determine the amount of thermal strain which has been
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prevented from occurring by the rigidity of the surrounding structure. This amount
determines the actual thermal stress”
Thermal stresses will then arise as a result of a non-uniform temperature distribution throughout
the hull and their magnitude will be affected by the degree of restraint provided by the
surrounding structure. Stresses will also arise in instances where materials have different thermal
expansion coefficients, e.g. steel hull with aluminium superstructure.
In regards to hull structural monitoring, the important issue is that thermal strains will be
measured by the strain gauges and these must be eliminated from the measurements so that they
do not provide a false indication of stresses in the hull material. Additionally, strain gauges
themselves are sensitive to thermal effects and temperature compensation is required (see
Section 6.1.3).
3. Structural Response
As a result of the applied loading, the ship’s structure will respond at different levels, with
potential failure modes ranging from the global hull-girder level down to the local detail level.
The mechanisms through which these failures occur are usually quite different and the
consequences vary greatly, from small nuisance level fatigue cracking through to overall collapse
of the hull girder under extreme loads.
3.1 Overload Failure
Overload is typically characterised by an initial onset of plate and/or panel buckling under
compressive loading, brought about through improper loading practices or extreme wave
loading events. There may be a number of different loading scenarios that can cause such
failures, collectively termed ‘limit states’ and safe load levels must be set accordingly. The use of
HSMS enables actual loads to be monitored in real time and to provide warnings so that these
limit states may be avoided with an appropriate level of safety margin.
Buckling behaviour is heavily influenced by the geometry of the structure, more so than by the
yield strength of the material, and so calculation of different potential buckling modes and
ultimate strength of individual structures is needed to ensure that appropriate limit states are
defined for monitoring systems. The importance of establishing these limits states for structural
monitoring of warships should not be under estimated. Although the hull girder of warships is
relatively stiffer than large merchant ships (higher natural frequency), warships are more lightly
framed and more prone to plate and panel buckling. The ultimate strength is also significantly
influenced by geometric imperfections, such as weld distortion which is more pronounced in
warships, and appropriate allowances must be included in ultimate strength calculations. Elastic
properties of structural materials have an important influence on the ultimate strength and there
has been a growing focus on this in the literature as a result of the increased use of aluminium in
ship construction (e.g. Magoga and Flockhart [6]). The role of the Engineering Function needed to
undertake these analyses is evident.
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3.2 Fatigue Failure

Structural fatigue on the other hand is essentially a local phenomenon that is associated with
fracture under predominantly tensile loading. Fatigue damage accumulates with each loading
cycle and the occurrence of fatigue cracking in ship structures is almost inevitable, with the rate
of occurrence typically increasing with age. This has led to the notion of ‘fatigue life’ of a ship’s
structure, so it is worthwhile to firstly establish what the term actually means.
3.2.1 Hull Girder Fatigue Life

At the hull girder level, fatigue life is based on the concept that the hull girder can be treated as a
simple beam to establish if there is adequate section modulus to safely withstand the cyclic wave
bending and other loads acting on the ship. The fatigue endurance limit of this simple beam is
then fundamentally a function of the stress induced by loading, the number of loading cycles to
which it is exposed and the fatigue behaviour of the structural material.
Hull girder fatigue calculations are based on the assumed lifetime loading profile and cross
sectional properties of the hull girder, typically calculated for a number of sections along the hull.
The well-known Palmgrem-Miner linear damage hypothesis is used together with S-N (Stress
Range – No of Cycles) curves for welded structures to establish the fatigue life for each hull
girder section. An example of a typical S-N Curve for base material † and welded joints from Det
Norske Veritas (DNV) [7] is shown in Figure 1.
Ship fatigue design rules and guidelines are well documented in various Classification Society
Rules for navy ships. There are however some differences across these rule sets and it is
important that the chosen rule set is applied completely and consistently so that results are not
invalidated. For example there may be differences in relation to:
i. Allowances (or corrections) needed for a number of factors that influence the fatigue
endurance such as mean stress levels, the direction of loading relative to the weld and
the environment. Material yield strength has an effect on the fatigue behaviour of
unwelded components (e.g. plate edges) but has little influence on crack initiation in
welded structures [8]. Although generally based on the same basic form of S-N curve,
different correction methods are used by the various classification societies.
ii. Methods for development of the lifetime loading profile which can vary from the use of
a simple rules based formulation to the application of seakeeping analysis for calculation
of the loading distribution from first principles,
iii. Methods for the calculation of section modulus and the treatment of significant
openings, structural discontinuities and longitudinally ineffective structure that is to be
omitted from the section calculations,
iv. Allowances for the effects of corrosion are usually considered through simple plate
thickness reductions when calculating the section modulus for hull girder fatigue
assessments, but approaches and values vary across different rule sets.
† Defined as “C-Mn steels, duplex and super duplex steels and austenitic steels with yield stress less than 500 MPa”.
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Figure 1. DNV Basic Design S-N Curve (I = Welded Joint, III = Base Material in Air, IV = Base Material
in Corrosive Environment) [7].
3.2.2 Local Structural Fatigue
Warship hulls are complex structures and do not fail in fatigue as would a simple beam; rather
failure initially occurs at local structural components where stress concentrations are caused
through changes in section and welding. Residual stresses are introduced into the structure
during construction through welding, rolling and other manufacturing practices and have a
significant effect on fatigue behaviour. Classification Society rules and other standards for
detailed fatigue design are based on statistical analysis of the results from testing of relatively
small, welded structures that inherently include some, but not all, of these effects. Based on these
results and depending on the direction of loading and how fatigue cracking is likely to initiate, a
welded joint will typically be classified into one or more of a number of welded joint detail
classes for fatigue assessment purposes. Different S-N curves are given for each joint detail class.
Stress ranges relevant to the structural detail are generally obtained through finite element
analysis (FEA) of the larger structural assembly, possibly of the whole ship, and with
consideration of a number of different load cases. High, localised stresses identified by FEA, so-
called ‘hot spot’ stresses, are used together with the relevant S-N curve to establish the fatigue life
of the joint. Procedures for calculation of the fatigue life of structural details may vary somewhat
in their approach to determining the ‘hot spot’ stress (e.g. see Maddox [9]) and the corrections
that are used for mean stress and other influences. It is important therefore that a complete and
consistent set of rules is used when undertaking such analysis.
3.2.3 Fatigue of Warships

The economic viability of maintaining warships is becoming increasingly more important and in
his review of this report Snell [10] suggested that the definition of fatigue life for a ship can be
associated with the frequency and cost of repairs verses the cost of replacing the ship, which
intuitively should increase as the ship gets older and eventually it will no longer be economically
viable to maintain the ship in service. The relatively high cost of a new warship and the lost
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revenue cost associated with maintenance stand down for a commercial ship means that this
point of economic un-viability usually comes later for the warship. The ability to understand the
influence of fatigue on the continued economic viability of a warship is clearly an important
consideration, but for a warship is somewhat more difficult to define.
Warships are typically very structurally complex and fatigue cracking, which is very dependent
on the structural detail design, can occur at virtually any time in the life of a ship. The usual
treatment in both commercial and navy ships is for fatigue cracks to be weld repaired at the
earliest possible opportunity and in problematic cases this may also include design modifications
to improve fatigue performance. Novel repair methods such as the use of composite patching are
also becoming more common. The outcome of these repairs and modifications is that the fatigue
life of that particular detail is to some extent reinstated and with each additional change the
predicted fatigue life of the ship becomes increasingly more difficult to define; and even more so
in structurally complex warships.
Fatigue is significantly complicated by the presence of corrosion, which causes stress

concentrations, removes structural material and can affect the development and growth of cracks
in the material. The likelihood and rate at which corrosion occurs can also be expected to increase
with the age of the ship and the repair of corrosion damage may ultimately become a more
significant influence on the economic viability of the ship than fatigue. Although modern
protective coatings are quite effective in preventing corrosion they are subject to damage and
degradation and an effective inspection and maintenance system is needed to ensure that
corrosion does not become a significant factor in consideration of economic viability.
In warships, physical access to repair both fatigue and corrosion damage is usually constrained
and repairs are relatively more expensive due to space and equipment interference restrictions.
Knowledge of the wave loading and the resulting stresses in the ship’s hull are essential for
reliable fatigue assessments and the only way to obtain actual data for a particular ship is
through the use hull and environment monitoring over the life of the ship. The use of hull
monitoring in the vicinity of high stress areas provides detailed knowledge of the stress history
and helps to warn of likely failures and the effects of any subsequent modifications. The
operational life of warships is also subject to other influences such the ability to fulfil particular
operational directives, strategic environment and the consequences of government policy that
may result in mothballing, early retirements or life of type extensions. There is a need for a clear
understanding of the material condition of the ship to support these decisions and this
understanding can be significantly enhanced if reliable hull stress and loading information is
available. For these and other reasons, such as the benefits that are associated with reduced
loading of the hull due to improved operator guidance, the inclusion of hull condition
monitoring systems with future warship acquisitions is seen as highly beneficial in the long term
however it must be supported by information management and engineering resources.
4. Hull Structural Monitoring Overview

The minimum aim of HSMS is to measure global hull girder stresses, to compare these to
previously established safe (reference) levels and to provide warnings if these levels are
exceeded. Detection of bow emergence and slamming using accelerometers or pressure gauges is
used together with strain gauge information to provide on-board guidance of the loading of the
hull and warnings of the need for corrective action if necessary. Ongoing recording and analysis
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of data provides the basis for establishment of accurate loading profiles and fatigue life
predictions that may be used to improve maintenance practices and economic life assessments.
4.1 Regulatory Influences

Whilst not mandatory for ships of war to comply with the International Maritime Organization
(IMO) Conventions, there is an increasing trend by navies to do so as far as is practical,
particularly in regards to the MARPOL [11] and SOLAS [12] conventions. Adoption of
regulations such as SOLAS (Chapter V, Reg 20) requires that ships over 500 gross tonnes ‡ and
engaged in international voyages have voyage data recorders installed; these are the marine
equivalent of the aircraft “black box flight recorder”. The implementation of the specific rules
relating to adequacy of structure and equipment are referred to the International Association of
Classification Societies (IACS) and to individual Classification Societies. Following the loss of a
number of ships in the 1980s and early 1990s, Classification Societies have established
requirements for the fitting of HSMS in certain ships and there is an increasing trend to interface
and merge voyage data recorders with hull monitoring systems, e.g. Forestier and Austin [4].
Kim and Kim [13] note that HSMS have been recommended by IMO and IACS for use on bulk
carriers of 20,000 tonnes deadweight § (DWT) and above since 1994 and more recently for tankers
and LNG carriers. Classification Societies offer additional Class notations for ships that have
these systems installed.
The Classification Society rules covering hull monitoring systems share some common themes.
The first of these is the intent of these systems, which is twofold:
i. To provide the vessel’s Master and officers with real-time data on the stresses that the
ship is experiencing, and
ii. To provide data for analysis at a later date.
A second common theme is the type and arrangement of the sensors that are required as part of a
HSMS and the basic arrangement has become relatively standardised (see Section 4.2).
The third common theme of the Classification Society rules is the documentation that is required
to be approved by the Society. Generally, approval requires the submission of sensor
specifications (if not type approved), system block diagram, sensor calibration procedures,
structural analysis (e.g. FEA) to justify the placement of strain gauges, along with system user
manuals and fault detection processes. Any modifications that would need to be performed on
the ship’s structure (e.g. hot work) will also need to be approved by the Classification Society.
‡ The size of navy ships is generally referred to in displacement, which is their actual weight, whilst merchant ships
are referred to in terms of Gross Tonnage (GT) as defined by IMO [14]: GT = K1V, where: V = total volume of all
enclosed spaces in the ship in cubic metres and K1 = 0,2 + 0,02 log10V. Lloyd’s Naval Ship Rules [15] notes that V
includes gun turrets, radar domes, masts, etc.
§ Deadweight is the total variable weight content of a ship, such as cargo, fuel, stores and any other variable item that
the ship can carry.
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4.2 Typical HSMS Configuration

The Classification Society influence has led to HSMS becoming relatively standardised; the
minimum requirement is for two strain gauges on the weather deck at amidships, an
accelerometer or pressure transducer in the bow and a data processor and graphical user
interface (GUI) on the bridge. A more typical configuration with four long-base strain gauges
(LBSGs) is however illustrated in Figure 2. In this configuration, the LBSGs are installed on top of
the main deck at amidships (port and starboard) and at the quarter lengths of vessels for
monitoring of hull girder stress (one side only). Strains are converted to stresses (using Hooke’s
Law) with the inherent assumption that the midships measurements of strain on both sides of the
deck permits the estimation of both the vertical and horizontal bending components (through the
average of the combined sum or difference respectively) and that torsional strains are “estimated
by computation for given sea states” [13]. This information can be used to infer the ‘fatigue life’ of
the hull girder using simple beam theory (see further discussion in Section 3.2). It is emphasised
that this configuration is for a prismatic commercial bulk cargo ship and may have limited
application for many naval vessels where space for equipment and sensors is more limited and
the inference of stress throughout the structure is far more challenging as a result of their more
complex structures and load paths.
Figure 2. Typical HSMS configuration for bulk carrier or tanker (Lloyds Register [16])
Accelerometers and pressure sensors are located in the bow to measure slamming incidents, bow
emergence and slamming pressures. On larger vessels where the deckhouse and bridge are
located aft, the occurrence of slamming is not readily noticeable to the crew and it is particularly
important that slamming be monitored and warnings be displayed on the bridge as it is a source
of high structural loading and a significant contributor to structural fatigue (Section 2.3.
Commercial HSMS (Section 5.1) typically undertake cycle-counting of measured stresses using
the so-called ‘rain-flow counting method’ and use simple hull girder fatigue assessment methods
(as described in Section 3.2.1) to provide real-time estimates of fatigue damage accumulation and
remaining hull girder fatigue life. The use of hull monitoring for avoidance of slamming has
therefore proved to be of major benefit to commercial ship owners.
More comprehensive HSMS extend to fully integrated systems, capable of transmitting and
storing data, with multiple sensors including strain gauges at a variety of locations,
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accelerometers/motion sensors, bow pressure sensors, sea state/environmental sensors and
navigation (GPS, speed, gyro compass, rudder angle, etc.) sensors. Wave and ship motions
monitoring is needed for provision of operator guidance (e.g. for boat and helicopter operations)
and weather forecast information can be used to assist voyage planning.
5. Review of Existing HSMS

In 1959 the Ship Structure Committee [17] recommended a research program to “obtain statistical
records of vertical longitudinal wave bending moments experienced by various types of ships
operating on different trade routes, with the emphasis being placed on extreme values of external
loads”. The expected outcome of this program was that “After five or more years, statistically
valuable information on extreme loads for different services and different ship types should
emerge”. Now over 50 years later hull monitoring is common place and a literature and internet
survey has been carried out to identify the current state of the art of HSMS. This review has
identified systems that for this report can be grouped into three categories:
i. Commercial off the shelf (COTS) systems. These are systems that have been developed
by industry for industry clients.
ii. Military off the shelf (MOTS) systems. These are COTS based systems that have been
installed on military ships. There may be developmental or research components in
addition to the base MOTS system and they are developed jointly by industry and
military.
iii. Research systems. These are one-off systems that are being developed and trialled, quite
often on navy ships.
Regardless of the categorisation, all HSMS must be configured specifically for the ship to which
they are fitted and so there is some level of customisation and the distinction between one
category or another is sometimes not entirely clear cut.
5.1 Commercial off the Shelf Systems
A number of COTS HSMS were identified and these are listed in Table 1. Systems that do not
provide strain measurement and only monitor ship motions for voyage planning have not been
included. All systems listed have Class approval by at least one IACS Classification Society and
brief comments regarding each system have also been included in Table 1. Further information of
each system can be found in publicity material downloaded from the internet ** or obtained
directly from vendors, and copies are provided in Appendix A through Appendix J.
The systems listed in Table 1 are very similar in their base configuration (similar to Figure 1) and
are generally able to be customised for different ship types. It is evident from a review of hull
monitoring systems by the Ship Structure Committee in 1997 (Slaughter et al [18]) and
comparison with those listed in Table 1, that the base configuration for COTS HSMS has not
changed greatly in the past 15 years. There have however been some significant technology
** Some material has been cut, pasted and reformatted in order to suit publication of this report, but content is
unchanged.
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developments in relation to the type of strain gauge used and the sensor and data transmission
technology and these are discussed further in Section 6.
5.2 Military off the Shelf

Hull monitoring of naval vessels can obtain similar benefits as merchant ships, such as operator
guidance during heavy weather and improved knowledge of the long-term fatigue loading of the
ships. Historically some of the earliest hull monitoring was carried out on navy ships; e.g. Smith
[19] reported in 1966 that extreme-value strain records had then been obtained for more than
forty British warships using mechanical strain recorders. More recently, hull monitoring of navy
ships has utilised the commercial HSMS and adapted them for navy applications, giving rise to
the MOTS systems. Only a limited number of recent MOTS applications were identified for this
study but economic pressures and improvements in technology are likely to see the adoption of
more of these systems in the future.
5.2.1 French Navy (Marine Nationale)

French company SIREHNA, a member of the DCNS Group, have installed monitoring systems
on the French amphibious assault ships (BPC) MISTRAL and TONNERRE. The system is based
®
on the HULLMOS system and uses strain sensors mounted on the ship main longitudinal
girders as well as two accelerometers, one in the bow and one in the stern. Similar to other
systems, it includes a bridge alarm in the event that pre-defined design and operational limits are
exceeded. SIREHNA have enhanced the base system with a sea-state estimation module, based
on the analysis of ship responses to waves (mainly motions) to complement the system, however
further information on this installation has not been obtained.
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Table 1. Commercial HSMS and their respective Vendors
System Name Vendor Location Web Address Comments
HMS Hull MCA Consultants Newport www.mcaco.com i. Linear Variable Differential Transformer (LVDT) LBSG strain
Monitoring Beach, CA, sensors, bow accelerometer and pressure transducers for slam
System USA monitoring.
ii. Wireless radio communication from sensors to ’command centre’
available.
iii. Class approved (multiple)
iv. Published client list only includes tanker operators.
v. ’Command centre’ is stand alone rack that may be difficult to fit in
suitable location on some combatants.
HULLFIB Micron Optics, Inc Atlanta, GA, www.micronoptics.com i. Fibre-optic LBSGs, accelerometers and pressure transducer.
USA ii. Fatigue damage accumulation capability.
See also iii. Trial installation of a variety of multiplexed fibre-optic sensors
(STREMOS) Global Maritime www.strainstall.com (strain, fire/temperature, flooding, door close and acceleration
Engineering Busan, Korea sensors on ex-USS SHADWELL in 2008.
iv. Class approved (multiple) - expandable for additional sensors.
HULLMOS® Main: Rouvari Oy Helsinki, www.hullmos.com i. Fibre-optic based system with both LBSGs and short base strain
Finland gauges (SBSGs).
Other Suppliers: ii. Developed during 1997-2000 under EU funded Eureka Project 1765.
- Sirehna NANTES, - www.sirehna.com iii. Strain sensors and data communication network developed by
France Rouvari Oy. Sirehna developed GPS base motion sensors. Methods
- Hydrographic & - www.hmc.nl for on-line prediction of hull fatigue life developed at Technical
Marine Almere-Stad, Research Centre of Finland.
Consultants Netherlands iv. Class approved (multiple) - expandable for additional sensors.
(HMC) v. 20+ ship installations since 2000.
vi. Fitted to French Navy amphibious assault ships including motions
and sea-state estimation
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Hull Stress CPE Systems Abbotsford, www.cpesys.com.au i. RAN LPAs insallation: 4 * LVDT SBSG, 1 * bow accelerometer and
Monitoring VIC, Australia 1 * midships lateral accelerometer, navigation data.
System ii. System being further developed for installation on RNZN
’Protector’ vessels (1x Multi-role, 2x Offshore Patrol, 4x Inshore
Patrol) in 2013 to include ship transit and helicopter safe operating
limits based on motions and seakeeping analysis.
iii. Class approved (DNV).
iv. Apparently no other installations at time of writing.
Naviscan Korea Marine Ulsan, Korea kmtec.en.ec21.com i. LVDT LBSG sensors, accelerometer for slam monitoring, threshold
HSMS Technology Co., velocity method, fatigue monitoring.
Ltd ii. Claims to be exclusive provider for Temperature Compensation
Type LBSG.
Sea Structure Daejeon, www.sst21c.com iii. PC based - potentially expandable for additional sensors but not
Technology Co. Korea indicated in documentation.
Ltd iv. Class approved (multiple).
v. 40 ship installations (2001-2008).
Scimar BMT Scientific Escondido, www.scimar.com i. Systems are configured to individual requirements.
Marine CA, USA ii. Fatigue monitoring and route planning options.
iii. Basic system measures: midships strain, roll, pitch, bow vertical
acceleration and forefoot immersion depth and integrates
information from engine room sensors and GPS.
iv. Class approved (multiple).
SENSFIB Light Structures Oslo, Norway www.lightstructures.no i. Fibre-optic based system.
ii. Ice and sloshing loads monitoring options.
iii. Over 100 ship installation since 2001 claimed.
iv. Class approved (multiple).
v. Base system used for RNoN SHHM installed on the FRP MCM
ship.
Sh.A.M.An CETENA GENOA, Italy. www.cetena.it i. Systems are configured to individual requirements - Sensors
(Ship include strain gauges, accelerometers, inclinometers, pressure
Advanced sensors and wave-meter or waveradar.
Monitoring and ii. Class approved (RINA).
Analysis) iii. Recently fitted to Italian Navy European Multimission Frigate the
CARLO BERGAMINI.
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SMARTSTRESS BMT SeaTech Southampton, www.bmtseatech.co.uk i. Can be configured to individual requirements and has fibre-optic
UK option.
ii. Complemented by SMARTPOWER for motions and power
monitorina. Also SMARTSHORE, a shore-based tool to analyse data
from ships fitted with BMT SeaTech’s SMARTSTRESS and
SMARTPOWER systems.
iii. Class approved (multiple).
STREMOS Global Maritime Busan, Korea www.gmeng.com i. Appears to be the mostly identical to HULLFIB.
Engineering
StressAlert Strainstall Isle of Wight, www.strainstall.com i. LVDT LBSG and LVDT or strain ring SBSG for strain measurement.
UK ii. Class approved (multiple).
iii. Over 100 ship installations claimed – mostly commercial but some
naval (Singapore Navy )
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5.2.2 Royal Norwegian Navy

Torkildsen et al [20] in 2005 provided an overview of a ship hull health monitoring
(SHHM) installed on the Royal Norwegian Navy (RNoN) Oksøy/Alta-class mine counter
measures (MCM) vessel the "HNOMS OTRA", a fibre reinforced plastic (FRP) Surface
Effect Ship. Development of the system commenced in 1995, and included both a base and
an extended system. The base system is a Light Structures SENSFIB fibre-optic system
with a total of 36 strain and 8 temperature fibre-optic sensors located around the midships
section, the forepeak and the wet deck between the side hull keels; the latter to monitor
slamming. The system gives real-time information on both the global wave loading on the
hull and the local loading in a number of selected critical areas and is presented via the
GUI on the bridge, the control room and operations room. All data logged by the system is
sent to Norwegian Defence Research Establishment (FFI) for further analyses and filing on
a weekly basis.
The SHHM system on HNOMS OTRA was extended (ESHHM) as a prototype to include
both existing ship system and purpose installed environmental and operating sensors, in
order to monitor and record the environment, ship motion and operating parameters and
so provide a complete picture of the parameters influencing the hull loading. This
included X-band wave radar for wave height and direction measurements as well as a
microwave altimeter mounted in the bow to measure the oncoming wave profile. An
overview of these environmental and operating sensors is provided in Figure 3.
Figure 3 Overview of environmental and operating sensors on HNOMS OTRA protype ESHHM
(from Torkildsen et al [20]).
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A number of comments and observations by Torkildsen et al [20] relating to the ESHHM

experiences are worth reiterating as they are relevant to monitoring of navy ships.
i. There is a need for a detailed FEA of the ship hull to determine the appropriate
locations of strain sensors.
ii. Ideally FEA should be used during the ship design stage to determine the best
locations for sensors.
iii. Wave monitoring is important to enable sea state to be correlated with the
corresponding hull loading and also to establish the crew operational limits.
iv. Ship motion sensors give information on how the sea state actually affects the
ship and the interaction between ship motion and hull loads.
v. Ship motion information is also used to correct the radar altimeter measurements
to obtain the wave height in front of the vessel.
vi. The use of fibre-optic technology to provide a number of benefits as: it is suited to
harsh environments, immune to electromagnetic interference, cabling installation
costs can be reduced through wavelength multiplexing and multi-fibre cables and
reduced noise levels in signals compared to conventional strain gauge techniques
which improve the accuracy of information outputs.
vii. Fibre-optic hull monitoring system can be used to detect vibrations and by careful
monitoring it is possible to identify noise sources and issue a warning if there is
an increase in ship noise. This would require an increase in the number of sensors
and the bandwidth to match the frequency spectra of the mechanical noise.
viii. The signal processing system needs to be scalable and adaptive to enable sensors
and processors to be added at a later date.
5.2.3 United States Coast Guard

The United States Coast Guard (USCG) has engaged in hull monitoring of ships for a
number of years (e.g. see Slaughter et al [18]), and in December 2012 awarded a contract
for the supply and installation of hull monitoring systems for their fleet of 378 feet ‘High
Endurance Cutters’ (WHEC). These ships are all over forty years old, the last having been
commissioned in 1971 [21] and so the monitoring systems are relatively basic and intended
to provide stress level warnings only. Although this system presents a relatively straight
forward installation of a COTS HSMS on a quasi-military ship, it is of interest for the
following reasons:
i. The USCG Request for Proposal [22] specifies only two midships strain gauges, to
be installed below the 01 deck close to the superstructure longitudinal
bulkheads ††. Sampling rates of 200 Hz and 15 Hz are specified and are intended
to monitor for whipping and wave bending stress respectively; there is no slam
detection requirement. This minimal level of sensors required exemplifies the
view that the major benefit of hull monitoring of aged ships nearing their end of
life is seen to be to provide warnings of unsatisfactory stress levels.
†† This would appear to be approximately below the position of the ship’s badge (crest) visible in the picture
of USCGC MIDGETT (WHEC-726) shown in Figure 4
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ii. The USCG mandated the use of LBSGs in an effort to isolate hull girder
membrane strains from local strain effects (see also 6.1.1).
iii. LBSGs are typically around 2 m in length and are indicated in the Figure 2 of [22]
as spanning across one transverse deck frame, on both port and starboard sides.
This frame will then need to be broken and reconfigured to make way for the
LBSGs. The use of alternative, shorter length gauge may perhaps have been more
suitable so that breaking the frame at this critical location could be avoided.
iv. The contract award notification gives a contract price of $US264,184. Following a
request for further advice, the USCG [23] advised that this covers the installation
of up to four systems and that the successful contractor, Ward's Marine, “was
determined to offer the best value to the Government and (had) exceptional past
performance”.
Figure 4. US Coast Guard Cutter USCGC MIDGETT (WHEC-726), (Source [24])
5.3 Developmental Systems
As mentioned above, some of the earliest hull monitoring was carried out on navy ships
and this practice has continued. The focus of these programs has largely been to
investigate issues related to the ship’s structure rather than the development of new
structural monitoring systems. There are exceptions however and the development of
concept demonstrator HSMS have been reported in the literature.
5.3.1 Defence Evaluation and Research Agency

The successful application of the extreme-value strain recorder by the Royal Navy (refer
Section 5.2) was followed by the development of a new fatigue strain recorder by the
Defence Evaluation and Research Agency (DERA) during the 1980s and 1990s. A detailed
description of the system is provided by Brown [25] and a picture of the recorder and one
of the optical gauges is shown in Figure 5. A number of innovative features of the system
were: the use of an optical grating strain transducer recorder to avoid the problem of
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electromagnetic interference associated with the use of conventional foil strain gauges,
filtering and algorithms for the separation of wave induced and slam induced strains and
the inclusion of an electronic circuit for active compensation for ‘zero drift’.
With the breakup of DERA in 2001, management of the fatigue strain recorder program
was passed to QinetiQ and the Ministry of Defence continued funding the program until
2009 [26]. One of these systems was also purchased by DSTO in the late 1990s and was
subsequently installed for a period on HMAS ARUNTA but is no longer in service. It
appears that there have been no further development of the DERA system and QinetiQ
have advised that the system is no longer being produced [27].
Figure 5. DERA wave induced fatigue strain recorder with one optical strain gauge.
5.3.2 Armidale Class Patrol Boat Concept Demonstrator

A prototype hull monitoring system has been designed by DSTO and, in a collaborative
project with Austal Ships, installed during ship construction of the last of class of the
Armidale Class Patrol Boats (ACPB), HMAS GLENELG. The objectives of the project as
outlined by Gardiner et al [28] are to:
i. “test the application of new types of sensors, previously developed for airframe
structures, in a marine application,
ii. develop and test an open and adaptable sensor network that can easily be
reconfigured for different future demands,
iii. develop a basic understanding of the operational profile and structural
performance of a high-speed, semi-planing aluminium hullform on naval patrol
duties, and
iv. provide a basis for developing a capability for structural life-assessment of the
ACPB fleet, and high-speed aluminium monohulls in general.”
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The initial sensor suite included micro-accelerometers and corrosion sensors developed by
DSTO, Micro-Electro-Mechanical Sensor (MEMS) accelerometers, as well as standard
metal-foil strain gauges, a commercial Kongsberg® Seatex MRU-6 motions sensor unit and
commercial temperature and humidity sensors [28]. Two drive shaft torsion meters and a
GPS were later added in a separate DSTO study to investigate the effectiveness of anti-
fouling paints. At the same time a number of strain gauges were replaced as they had
failed as a result of mechanical or moisture damage, some were relocated and better
physical protection was provided.
The ACPB demonstrator system has been successful in achieving its objectives in a number
ways, although a number of teething problems were encountered. These include the
previously mentioned strain gauge failures, system shut-downs, torsion meters failures,
lost disk drives and high temperatures affecting some electronics. These have been
rectified (although strain gauge failures still occur) and the system has been operational
since April 2010 and has provided a great deal of valuable data which continues to be
analysed. DSTO has recently licensed Associated Electronic Services Pty Ltd to
commercially develop the DSTO technology, including possibly seeking Class ‘type’
approval of sensors.
5.3.3 FSF-1 SEA FIGHTER

Swartz et al [29] report on a prototype hybrid (wireless/fibre optic) system installed on the
FSF-1 SEA FIGHTER (an aluminium high speed catamaran) to demonstrate the system in a
realistic marine environment. The system is a hybrid in that some strain monitoring is
provided through Narada wireless data acquisition and control units linked to a ship-board
fibre-optic data network. The Narada units are low-cost wireless devices developed at the
University of Michigan for the routine monitoring of large, complex structures such as
buildings and bridges (Appendix K).
The SEA FIGHTER is an experimental littoral combat vessel fitted with a permanent
monitoring system that was custom designed for the U. S. Navy. Known as the Scientific
Payload Data Acquisition System (SPDAS) it is a wired system with “more than 10 tri-axial
accelerometers to measure rigid-body motions, over 100 metal foil strain gauges to
measure hull strains, and a wave height measurement system installed on the ship bow”
[29]. The SPDAS has been in operation on the ship since 2006 and is operated at 200 Hz
sample frequency and is interfaced to the ship’s high-speed fibre-optic network in order to
provide data to the crew.
For the hybrid prototype system, a total of 20 Narada wireless units were installed
throughout the ship and interfaced to single or tri-axial accelerometers and foil strain
gauges; a total of 28 sensor channels (8 strain, 20 acceleration) were added. These are
sampled at high rates of 100 to 1000 Hz to capture slamming events and the wireless
monitoring system had to be divided into three separate networks to avoid wireless
bandwidth issues. The Narada units provide short-range communication of data within the
ship compartments from the sensors to wireless receivers connected to the ship’s fibre-
optic network.
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Side-by-side comparisons of responses measured by the SPDAS and the wireless system
demonstrated that the wireless sensors were generally accurate and that there were only
relatively small amounts of data loss due to wireless communication. These losses were
attributed to a number of causes such as communication distance, multi-path
transmissions, reflections and line of sight obstruction and it was noted that “wireless
sensors located near their receivers or those that used directional antennas performed
extremely well in the sea trials”. The use of the wireless units had avoided the cost and
effort required to install a wired system [29].
Although only installed as a prototype to demonstrate the efficacy of the wireless system,
the SEA FIGHTER trial demonstrates that there are merits in this approach and there may
be potential application of this technology in installation on navy ships, particularly
existing ships where the installation of additional cables is difficult and costly. The SEA
FIGHTER trial of the Narada system was carried out over a period of two months
including both at-sea and in-harbour and therefore long term reliability in a naval
environment is yet to be established. The long term effects of heat, humidity and vibration
and suitable methods of protection against physical damage (without reducing wireless
communication distances) all need to be investigated.
5.3.4 RV TRITON
The installation of a network of fibre-optic sensors for structural monitoring of the UK
Research Vessel (RV) TRITON during rough weather sea trials was reported by Kiddy et
al [30]. This was part of the TRITON research and development program and was a
collaborative effort between the UK Defence Science and Technology Laboratory (Dstl)
and the US Naval Surface Warfare Center, Carderock Division (NSWCCD). The
development and installation of the monitoring system was carried out by Systems
Planning and Analysis, Inc. under sponsorship from the United States Navy, Office of
Naval Research (ONR). The system included 35 temperature compensated fibre-optic
strain sensors on three separate fibres for measurement of primary loads, and a further 16
compensated sensors on a single fibre for measurement of secondary (slamming) loads,
the latter sampled at 1600 Hz and the other three fibres at 100 Hz. The instrumentation
system also recorded navigational information, environmental data (wind velocity, wave
height and direction, temperature, etc), machinery parameters, and data from more than
200 local strain measurements using resistance strain gages.
Important observations and conclusions reported by Kiddy et al [30] included:
i. Reduced cabling compared to traditional electronic gauges and shielded electrical

cables. This helped to reduce overall system weight, installation and
troubleshooting time.
ii. Detailed planning for such installations is vital, particularly when installation is
remote from the laboratory.
iii. The preferred way to work with optical fibre sensors is to know in advance
precisely where they are going to be installed so that sensors can be fabricated
and prepared in a friendly environment.
iv. It is far easier to coil up extra fibre than it is to splice additional segments together
just to reach a “few extra feet”.
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v. Always practice an installation prior to doing the actual installation.

vi. It can be extremely difficult to replace the failed sensor if there are multiple
sensors on a single fibre.
vii. The program demonstrated the “utility, convenience, and performance of Bragg
grating fibre-optic strain gages for large-scale monitoring programs”.
5.3.5 Acoustic emission monitoring

Acoustic emissions are short bursts of elastic energy released during plastic deformations
of metals and provide a means of crack detection and monitoring of fatigue damage in
structures [31]. The technique has been used for a number of years for monitoring of
offshore structures but does not yet have widespread application in the shipping industry,
although some trials onboard ships have been reported in recent years, including:
i. A concept feasibility and development study involving a single hull tanker, a

double hull tanker and new class of naval vessel was carried out by Lloyd’s
Register under a Joint Industry Program (JIP) [31].
ii. A joint development project between Alaska Tanker Company, American Bureau
of Shipping and MISTRAS Group Inc to trial acoustic emissions technology for
detection of cracking on a 125,000 DWT tanker the PRINCE WILLIAM SOUND
[32], and
Although these and other experiences have demonstrated the feasibility of fatigue crack
detection in ship structures through acoustic emissions, one of the main drawbacks is the
number of sensors and amount of cabling required to allow significant coverage of the
hull. Harper [33] suggests that future developments may make it possible to integrate
large numbers of transducers into a single optical fibre, which would largely overcome
this problem. It would then be cheaper and easier to apply than the present piezoelectric
transducers, but this seems to be some way off. A further drawback as far as global hull
monitoring is concerned is that the application of acoustic emissions is limited to the
detection of cracks and it provides no indication of strain levels and is not able to infer
loads or structural responses at other locations.
Notwithstanding the complex nature of acoustic emissions crack detection systems, Snell
[10] noted that an advantage of acoustic crack monitoring over the strain gauges is that
acoustic emissions systems can indicate when a crack is present and when it is growing,
whereas strain gauges can only help to predict these events. Trials on HMS DAUNTLESS
have indicated that strain gauges may used to help interpret acoustic emissions sensor
results so that the development and growth of cracks may be related to particular types of
loading events and so lead to better management and treatment of defects. The use of
‘targeted’ acoustic emissions systems that limit the extent of cabling and sensors by the use
of localised signal processing, possibly wireless data transmission and restricting
monitoring to only potential fatigue ‘hot spots’ areas was suggested as a viable approach
for future ships [10].
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6. HSMS Technologies
As noted earlier, a feature of HSMS development over the years has been the changes in
the sensor and data transmission technologies and these have an effect on their suitability
for navy ships.
6.1 Strain Gauges

Strain gauges are the primary sensor utilised by HSMS and these are broadly separated in
long base strain gauges (LBSGs) and short base strain gauges (SBSGs).
6.1.1 Long Base Strain Gauges

As their name suggests LBSGs are long gauge length strain measurement sensors,
typically around two meters long but may be shorter, down to 500 mm if required. These
provide unidirectional strain measurement using a Linear Variable Differential
Transformer (LVDT), Linear Displacement Transducer (LDT) or a fibre-optic sensor. The
latter was under development at the time of the Ship Structure Committee report [18], but
can now be considered as proven in service with a number of the COTS systems listed in
Table 1 having an option for fibre-optic gauges.
By virtue of their length, LBSGs are relatively insensitive to local stress concentrations as
they measure the changes in displacement between the two ends of the sensor, effectively
‘averaging out’ high localised strains. LBSGs require a clear flat area for installation and
due to their size are generally suitable only for weather deck applications on large ships
such as tankers and bulk carriers where space is more readily available (Figure 6).
As is pointed out by Forestier and Austin [4], LBSGs measure strain in only one direction
and shear strains are not measured and must be assessed by the loading computer. Ships
that have large deck openings are subject to significant torsional shear strains, which add
to the vertical shear strains. The limited number of LBSGs therefore gives only a partial
view of the strains of the structure that is true “…only under the following conditions:
 the structure is undamaged,
 the static loading is known:
 the estimation of the actual static loading is true,
 the cargo is in a normal position,
 no compartment is flooded,
 actual waves satisfy the hypotheses used in the structural computations (no
exceptional waves).”
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®
Figure 6. HULLMOS LBSG Installation(Source [4])
6.1.2 Short Base Strain Gauges
SBSGs are considerably more compact than LBSGs and four different sensor technologies
in use with the systems in Table 1 have been identified: conventional bondable or
weldable ‡‡ foil gauges, fibre-optic sensors, strain rings and short length LVDT type
sensors. The shorter gauge length of SBSGs means that there is much more flexibility as to
where the gauges can be located and so they are generally more suitable for Navy ships
which have much more complex structures and have less clear deck areas than tankers
and bulk carriers. The placement of these gauges is however sensitive to localised stress
concentrations so care must be taken as to where gauges are placed and how the results
are interpreted; tri-axial rosettes are usually required to correctly identify stresses in areas
where stress concentrations occur.
Examples of some of the different SBSGs used in HSMS listed in Table 1 are shown in
Figure 7. These have overall lengths varying between 150 mm to 375 mm (excluding
attached cables) and so may be installed in virtually any part of the ship with the general
exception of oil and chemical tanks. Gauges are usually bonded directly to the structure or
mounted to a base and housed within a sealed enclosure for protection from fluids and
physical damage; the base is then stud bolted to the ship structure. Additional protection
‡‡These are standard foil gauges that are pre-bonded to a metal (stainless steel) shim and are fixed to the ship
by way of hundreds of small (0.5 mm) spot weld welds [34].
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of directly bonded gauges may be provided through the use of fibre reinforced epoxy
coatings.
(a) Typical weldable foil strain gauge [35] (b) Light Structures SENSFIB fibre-optic SBSG
[36]
®
(c) Rouvari Oy HULLMOS SBSG [37] (d) Strainstall Strain ring [38]
Figure 7. Examples of SBSGs used in COTS HSMS.
Email contact was made with a number of these vendors listed in Table 1 to seek further
information regarding their systems, and there are some relevant comments in the
application of SBSGs to be noted:
i. Bonded or weldable foil gauges (Figure 7(a)) are typically only used for
temporary installations and (short term) dynamic applications. BMT Scimar
suggested that the life expectancy of foil gauges in wet locations is measured in
terms of weeks or (at best) months [34].
ii. Light Structure advised that their SENSFIB fibre-optic SBSGs (Figure 7(b)) can be
installed in cargo and bunker tanks and recommend these sensors generally in
preference to LBSGs. The SENSFIB fibre-optic sensor is fully sealed together with
its cable and it is claimed to be suitable for inside tanks. It may be provided with
virtually any desired length of cable (with up to 200 m standard) so that cable
joins can be minimised. A triaxial (0° - 45° - 90°) sensor for use in applications
with non-uniform stress fields [36] is available.
®
iii. The HULLMOS SBSGs (Figure 7(c)) utilise either a conventional foil or fibre-
optic sensor sealed inside a protective casing but are not suitable for oil or
chemical tank installations [37].
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iv. The Strainstall StressAlert system uses either a ‘strain ring’ (Figure 7(d)) or LVDT
type sensors in their SBSGs, with one version being encased in a steel chamber
allowing for continued immersion down to 100 m [38].
6.1.3 Strain Gauge Temperature Compensation

All strain gauges are sensitive to changes in both applied strain and changes in
temperature. The raw sensor outputs include the effects of both and compensation for the
temperature effects is required to ensure accurate conversion of strain to stress. There are a
number of temperature influences that should be compensated for:
i. Expansion or contraction of the structure (due to its coefficients of thermal

expansion) results in strain measurement but no actual stresses (see 2.6).
ii. Differences between the coefficients of thermal expansion of the ship’s structure
and some gauges such as LVDTs,
iii. Changes in the resistance of foil gauges and cabling with temperature,
iv. Changes to the ‘Bragg wavelength’ (the basis of strain measurement employed by
fibre-optic sensors) brought about by temperature changes.
Likewise there are a number of different methods employed for temperature

compensation and these vary depending on the type of gauge, although typically the use
of a co-located temperature gauge is required. Methods that may be used include:
i. Foil resistance gauges. A ‘dummy’ strain gauge is attached to a tab or block of

the same material as the hull, and subject to the same temperatures but not
subjected to physical strain. Alternatively, in cases of uniaxial strain, the dummy
gauge is attached perpendicularly to the active gauge. The dummy gauge is
connected in a Wheatstone bridge circuit with the active gauge so that the
temperature induced strain in the dummy gauge is subtracted from the apparent
strain of the active gauge [39].
ii. Fibre-Optic Sensors. Strain sensors are usually accompanied by an adjacent
temperature sensing fibre-optic sensor. This second sensor may be encased in a
small tube so that it does not experience mechanical strain. The tube is usually
made from polyimide and is bonded to the structure, similar to that shown in
Figure 8(a) [40]. An alternative approach (developed by Systems Planning and
Analysis, Inc., see Kiddy et al [30]) called a ‘dual-parameter flat-pack’ (Figure
8(b)) integrates both strain and temperature compensating sensor on the same
optic fibre in a polyimide substrate. The temperature compensation sensor is
loosely shaped into a curve within the package so that it does not sense
mechanical strain along the sensor axis. In both cases the response of the
temperature compensating sensor is subtracted from the active strain gauge
response to enable both the structural strain and the temperature to be
determined.
iii. LVDT LBSGs. The sensor core is usually a different material to the hull structure
to which the gauge is attached and is free to thermally expand and contract
independently of the hull structure. The different coefficient of thermal expansion
results in voltage outputs that if uncorrected is interpreted as strain. The core rod
-6
is typically made of stainless steel with a coefficient of around 17x10 m/m °C
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-6
whereas ordinary steel has a value of around 13x10 m/m °C §§. Inbuilt signal
processing is required to compensate for the different rates of thermal expansion
and regular calibration of these gauges is needed to ensure consistency.
(a) Temperature compensating fibre-optic (b) "Dual-parameter flat-pack" sensor from

sensor in polyimide tube [40] Systems Planning and Analysis, Inc.[30]
Figure 8. Examples of different methods of temperature compensation of fibre-optic strain sensors.
It is noted in NATO publication AG-160 [40] that “temperature sensitivity is a non-trivial

problem” and that although “methods developed for conventional strain gauges are by
now well established and tractable, the temperature sensitivity issue nevertheless
represents an added complexity that must be dealt with to ensure that accurate strain data
are acquired” ***. This comment applies equally to fibre-optic strain gauges and a thorough
treatment of temperature compensation issues is necessary when selecting and installing
HSMS.
6.2 Slam Monitoring

A key benefit of hull monitoring systems has been to warn of slamming events to allow
corrective action to be taken, which in turn reduces fatigue damage accumulation.
Slamming may be detected through different means:
i. Pressure sensors in the bow to warn of slamming when a zero pressure reading
occurs as a result of bow emergence †††.
ii. Vertical accelerometers in the bow and stern that are used to infer the occurrence
of slamming through estimation of the impact of the water on the forefoot of the
§§ Values cited in the literature vary slightly and these are typical rather than directly referenced values.
***For example, the project outline for the Ship Structure Committee program [17] identified that strain
gauges should be temperature compensated.
†††Slamming pressure may also be measured directly but a single sensor is of limited value as pressure at a
point is an unreliable indicator of the actual slamming load. A number of transducers and hull penetrations are
needed as well as high response and sampling rates so that the pressure field may be mapped.
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vessel. This is supplemented by information from the inertial navigation system

or separate motions sensors located near the centre of gravity of the ship to help
determine sea conditions, or
iii. Through strain monitoring of bow panels that are directly affected by slamming
so that mean pressure across the panel can be inferred.
More recently outputs from multiple accelerometers have been used to detect slamming
through existence of vibratory bow acceleration in the two-node mode vibration frequency
of the hull girder, the amplitude of which declines with time (Forestier and Austin [4]).
The placement of accelerometers as close as possible to the extreme ends of the ship is
particularly important for this system so as to maximise the two-node vibration detection.
Accelerometers use ‘off the shelf’ sensor technology (including fibre optic) and are hard-
mounted to the structure. Little information on specific pressure gauges has been located
in development of this report, although it is noted that they are expensive to install and are
becoming redundant as multiple accelerometer systems are developed [4].
6.3 Data Communication
As noted in the preceding paragraphs, strain gauges may employ either LVDT, LDT or
fibre-optic sensors; fibre-optic being the newest technology. There are a number of benefits
with fibre-optic systems that are relevant to navy applications (e.g. see [20] and [40]):
i. Sensors and data transmission are immune from and do not generate
electromagnetic interference,
ii. The systems are inherently ‘intrinsically safe’, enabling them to be located within
explosive environments without the need for Zener barriers [13],
iii. They are relatively lightweight and have lower power consumption compared to
traditional copper wire technology,
iv. It is possible to include multiple sensors on the one cable through wavelength
multiplexing and multi-fibre cables in order to reduce installation costs. This may
not be recommended for all applications as cable damage will disable all sensors
on that cable.
v. Reduced noise levels in signals compared to conventional strain gage techniques
which improve the accuracy of information outputs.
One of the drawbacks to fibre-optic systems is that special techniques are required to
install them particularly in regards to connection, but this can be reduced by having
custom length cabling provided (Section 6.1.2) so cable joins are minimised. Cable run
lengths then need to be determined reasonably accurately.
Wireless data transmission is also a recent development for HSMS. Swartz et al [29] report
on a prototype hybrid (wireless / fibre optic) system installed on the high speed littoral
combat vessel FSF-1 SEA FIGHTER, an aluminium catamaran and it is cited as an option
for the HMS Hull Monitoring System (Appendix A). As discussed in Section 5.3.3 this is
not as yet considered a proven technology for navy application as the long term reliability
of the wireless data acquisition and control units in this environment has not been
established.
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6.4 Data Processing and Management
On-board processing of data and management are the core of HSMS. Data processing is
typically based around personal computer (PC) systems and COTS systems are generally
designed to interface to a ship’s management and navigation systems as well as sensors
such as wind speed anemometers. Most COTS systems in the past have operated in a
Windows environment (see Slaughter et el [18]) but there now appears to be a trend
®
towards Linux operating systems, as for example with both the SENSFIB and HULLMOS
systems. It is noted by Slaughter et al [18] that “manufacturers prefer dedicated PC’s to
maintain configuration control over the HSMS. The cost of a single service call to
reconfigure a sailor-modified system will generally be more than the cost of another PC”.
Class approval of COTS HSMS therefore includes the hardware and software to ensure
configuration control is maintained.
In order to provide decision support information and alarms, real-time data processing is
essential, as is the periodic storage of measured data and processed information. The
volume of raw data will be very large, and once on-board measurements have been used
to validate numerical modelling it may be preferable to store only processed data, such as
minimum, maximum and mean values, standard deviations, cumulative rain flow
counting and so forth. Capturing of time history records for short periods surrounding
events that exceed predetermined threshold levels may also be warranted.
6.5 Human-System Interface

The HSI for HSMS is primarily through the GUI and an example of a screen display for the
HMS Hull Monitoring System is shown at Figure 9. This example demonstrates some
typical information that may be displayed and it can be seen that there are a number of
other screens available via tabs at the bottom of the screen.
As the role of navy ships is very different to that of commercial ships the specification of
display requirements for navy applications will need special consideration. Displays also
need to allow for different levels of monitoring on different ships as some may have base-
level monitoring whilst others may be far more comprehensive and provide operator
guidance for boat and helicopter operations. To reduce training and provide ease of use
across navy fleets where crews may change regularly and individuals may be posted to a
number of different ships, it is preferable to have a common HSI across the fleet.
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Figure 9. Screen page display from the HMS Hull Monitoring System (MCA Consultants,
Appendix A)
Navy applications will also typically require multiple displays throughout the ship, for
example on the bridge, in the operations and machinery control rooms and at boat and
aviation control stations. Incorporation of the HSMS into the ship’s control and
management system would avoid the need for additional cable installation and stand-
alone displays, although it may cause some issues with Classification Society requirements
if they are involved. Development of the data displays should involve relevant operators,
engineers and original equipment manufacturers to ensure that the data processing
undertaken by the system and the information displayed fully meets the need of the users
and operators.
7. HSMS for Navy Ships

Navy ships come in a large variety of sizes and configurations and their roles are very
different to that of large commercial ships. The key benefits to be gained from the use of
HSMS on navy ships are somewhat similar to those on merchant ships.
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7.1 Key Benefits
There are significant benefits to be gained from the installation of HSMS on merchant
ships and those typically cited include:
i. The provision of on-board guidance and alarms to enable the crew to act to avoid
overstressing of the hull,
ii. Through life cost savings as a result of reduced fatigue damage to the hull,
iii. Integration with navigation and weather forecasting can provide improved route
planning and possible fuel savings, and
iv. Data collection over a long period is used for the improvement of through life
management practices as well as in the development of improved designs
through a greater understanding of the long term extreme and fatigue loading of
ships.
Navy vessels can be expected to obtain similar benefit to these but are likely to be realized
to varying degrees, as now discussed.
7.1.1 Operational Warnings

Navy ships are operated quite differently to commercial ships and are not always able to
respond in the same way to HSMS guidance and alarms, which can then as a result be seen
as annoying and unwanted. Navy ships are often unable to avoid heavy weather
conditions, to change course or slow down to reduce hull loading because mission
imperatives may require them to be at a certain location at a certain time. Live structural
monitoring will inform the ship’s commander as to whether or not the ship is at short term
risk of damage as well as highlighting overall trends in fatigue damage. If levels are set
appropriately so that alarms are not sounded unnecessarily then the benefit in knowing
the stress levels in the hull during these critical events is clearly evident.
7.1.2 Through Life Costs

The broad range of tasking of navy ships means that the operational profile of these ships
is likely to vary over the life of the ship and across the fleet. Accumulation and analysis of
HSMS data across a class of ships enables the different operating profiles of individual
ships to be established. This will highlight usage differences and provide a basis for
improved maintenance practices. Combined with information relating to ‘hot spot’ stress
areas, the long term loading statistics allows targeted inspections of critical areas on the
basis of likely fatigue damage risk in these areas. This can lead to through-life cost savings
by avoiding unnecessary inspections of low risk areas and earlier detection of defects in
high risk areas through additional targeted monitoring of these areas.
7.1.3 Integration with Other Systems

A potentially significant advantage from the integration of HSMS with other systems is the
improved safety and operability of off-board systems such as boats and helicopters.
Monitoring of ship motions and wave environment and integration of other information
already available on the ship, such as ship speed and heading, wind speed and direction is
already quite common in HSMS. Incorporation of predicted motions responses (from
seakeeping analysis) and the safe to operate limits for launch and recovery of off-board
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systems, enables the best speed and course to be determined so as to reduce ship motions
and maximise operating envelopes. With the development of a wide array of deployable,
unmanned vehicles suitable for navy applications now available, the integration of HSMS
with these other systems and information is seen as potentially very beneficial.
7.1.4 Improved Designs

As previously mentioned, some of the earliest hull monitoring was carried out on navy
ships. The primary focus of these was to gain a greater understanding of the wave bending
loads responsible for the primary (hull girder) extreme and fatigue loading of warships
(e.g. [19]). Navies often lead the development of ship structural design (e.g. aluminium
superstructures and trimaran ships) and more recently navy ships have been monitored to
investigate stresses at critical locations in novel hull forms, such as the cross deck structure
of multihulls, (e.g. [20], [29] and [30]). Installation of HSMS on ships during build enables
a full stress history of the vessel to be complied so that this may be used to provide a better
understanding of the loads to which ships are exposed and to help identify causes of
unexpected fatigue problems should they occur. The development of a new HSMS,
particularly if this includes the adoption of new technology, is expensive and requires a
great deal of development and analysis effort. The trend towards the adaptation of
commercial systems for military applications, as seen in Section 5.2, can be expected to
continue.
7.2 System Configuration
The configuration of HSMS on navy ships is generally likely to be more complex than the
typical installation on bulk carriers and tankers (Figure 2) as seen in the MOTS and
developmental systems discussed above. Additionally there are more constraints on
system installation and typically greater level of analysis is required, as discussed below.
7.2.1 Monitoring Parameters

The level of complexity of HSMS is dependent on the parameters to be monitored and
these can vary from the most basic installation such as the USCG WHECs (Section 5.2.3)
through to very complex systems such as on SEA FIGHTER (Section 5.3.3). Table 2
provides a very broad overview of the parameters typically monitored, the types of
sensors that this may involve, an indication of the type of additional information that is
needed for each type of monitoring parameter and the potential outcomes that this may
provide. This is by no means an exhaustive assessment and it is provided as an indication
of these relationships only. Whilst parameters may be able to be monitored separately to
provide specific outcomes, it is generally to be expected for HSMS that on-board
processing and monitoring of all the previously listed parameters is also carried out.
7.2.2 Installation
There are greater constraints imposed on the location of sensors on warships, even the
larger ones, due the space and weight limitations and the potential interference they will
create with on-board activities. All warships will have some restrictions as to where
sensors such as strain gauges may be able to be placed on their weather decks, particularly
the midships waist, as these areas are needed for frequent movement of equipment, stores
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and personnel. Flight deck clearance requirements and positions of the replenishment-at-
sea points may preclude the installation of larger sensors in these areas altogether.
7.2.3 Hull Girder Monitoring

It is essential for a HSMS to be effective, that the results from monitoring stresses at one
location be able to be related to the structural response at other locations. Base COTS
system configurations have been developed for large, wall-sided ships that are effectively
prismatic beams and for which the assumption of simple beam theory involves relative
small error. The complex structures found in frigates, destroyers and multihulls somewhat
invalidate this assumption and generally a larger number and type of sensors is needed for
reliable evaluation of the loads. The placement of strain gauges should be supported with
seakeeping and FEA to ensure that they are not unduly influenced by ‘hot spots’ or
shadow zones. Monitoring of the more critical locations (e.g. superstructure corners) is
important for validation of FEA calculations.
As discussed in Section 3.1, warships are more lightly framed than merchant ships and
may be more prone to local buckling. This buckling is induced by hull girder bending
loads but initialisation is generally a localised phenomenon. Buckling also occurs under
compressive loading and so is most likely to occur in the upper, forward part of the ship
where the influence of slamming is most evident. The use of ultimate strength analysis to
determine the relevant buckling limit states is needed to identify high-risk locations and to
establish appropriate safe bending moment levels for alarms. Buckling results in rapid
load shedding and so the use of keel gauges is recommended to ensure that bending
moments are reliably determined.
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Table 2. Overview of the increased level of system complexity associated with monitoring of additional parameters (In general it is expected that
with each category of ‘Monitoring Parameter” the sensors, on-board processing and monitoring of all the previously listed parameters
is present.)
Monitoring Parameter Sensors Supporting Information Potential Outcomes
Cargo loading Main deck LBSGs or SBSGs, port & Section properties Overload alarms
Hull Girder Vertical Bending starboard Operational profile Hull girder load history
Hull Girder Lateral Bending Structural analysis Hull girder fatigue indicator
Hull Girder Torsion Post-voyage analysis
Bilge keel strain gauges Limit state analysis (FEA) Improved overload alarm (buckling
risk)
Improved hull girder fatigue
Temperature Thermocouple or fibre-optic Thermal coefficients Temperature compensation
temperature sensor Thermal history
Slamming Accelerometers, pressure Slam avoidance warning
Green Seas over Bow transducer Slam event history
Whipping High speed data acquisition Improved hull girder fatigue indicator
Hot-spot stress Local strain gauges (SBSG) Structural analysis (FEA) Local stress/overload monitoring
Cross deck structures stress Side Detailed structural load history (e.g.
Frame loads multihull spreading loads)
Hatch Corners stress Detailed fatigue indicator
Wet deck slamming (multihull) Local accelerometers and strain Wet deck slam warning
gauges (SBSG) Wet deck slam event history
Improved fatigue indicator
Navigation data Ship systems Sea keeping analysis Weather Routing
Weather forecasts Economic Routing
Wave Environment Wave radar Launch and recovery safe to Operator Guidance for Off-board
Motions sensors operate limits systems
Improved routing
Improved load/fatigue assessment
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7.2.4 On-Board Fatigue Prediction

On-board prediction of fatigue damage by COTS HSMS is based on the concept of hull
girder fatigue life as outlined in Section 3.2.1. Hull stress monitoring only directly
measures stresses at the actual strain gauge locations and these may not necessarily be the
areas at greatest risk of fatigue failure. Cracking will more likely occur at structural ‘hot
spots’ (local structural details where stress concentrations occur) and the use of FEA is
needed to infer stresses at these locations based on those monitored by strain gauges. The
complex nature of navy ship structures makes this a very difficult task and requires the
use of both sea keeping analysis and FEA. The use of on-board monitoring of ship motions
and the wave environment enables ‘hot spot’ stresses to be determined more directly and
with greater accuracy and therefore provides a valuable addition to HSMS.
Fatigue life predictions are also based on an assumed loading profile that can only be
verified in the long-term loading through-hull monitoring. This means that ships that have
already been in service for a long time prior to HSMS installation will have greater
uncertainty in their loading history (as well as the material condition of the hull) and so
fatigue estimates are less reliable. It is therefore debatable if there is much to be gained
from installing HSMS with fatigue rate assessment on ships that have only a couple of
years of service remaining. In such cases, hull overloading warning based on section
modulus properties ‡‡‡ is realistically the only monitoring benefit. In order to obtain
significant benefits related to fatigue life management, monitoring needs to be introduced
as early as possible, and ideally before the ship enters service.
8. Conclusions
Following an earlier DSTO investigation into the use of HSMS and their application to
fatigue life evaluation of RAN ships, this report provides details of key technical issues
relevant to these systems and discusses their application on navy ships in general.
An overview of hull structural loading and subsequent responses is provided in order to

first gain an understanding of how HSMS may be of benefit. The objectives of hull
structural monitoring and the typical baseline installation required by Classification
Societies and found on large commercial ships such as bulk carriers and tankers is
presented. These systems consist of usually four long base strain gauges for measurement
of hull girder bending moments, together with accelerometers or pressures sensors for
detection of bow slamming. Advice to the crew regarding loading of the hull and
warnings of high stress levels is provided through a graphical user interface located on the
bridge. Warnings are given when stresses exceed predetermined levels and some systems
also give advice in relation to fatigue damage rates. There has been little change in this
basic configuration since the International Maritime Organization originally introduced
requirements in 1994.
‡‡‡ The material state of the hull must be able to be established with a reasonable level of confidence so that
the load carrying capacity of the ship can be determined.
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A literature and internet survey was carried out to identify the current state of the art of
HSMS and information obtained fell into three categories: Commercial off the shelf
(COTS), Military off the shelf (MOTS) and developmental systems. Details of a number of
COTS systems were provided by vendors and are included in separate appendices for
each system. Information relating to MOTS and developmental systems are reviewed and
discussed within the report. MOTS installations typically have an enhanced configuration
compared to the COTS system on which they are based whilst the developmental systems
are one-off applications used for research. Significantly, the majority of the MOTs and
developmental systems discussed utilise fibre-optic sensors and networks.
The underlying system technologies that are used in HSMS have been reviewed,
particularly in relation to strain gauges, and there has been a continuous improvement
from early mechanical strain gauges to fibre-optic sensors now being widespread. The
latter potentially offer a number of advantages for navy HSMS as they are lightweight,
high speed, not affected by electromagnetic interference and require no re-calibration once
installed, although specialist expertise is required for their installation. Wireless
communications, originally developed for monitoring of civil structures, have been
demonstrated as a potential low cost solution for data communications but the ability of
these systems to survive the harsher marine environment is not yet proven. The use of
pressure sensors in the bow for monitoring of slamming is expensive and becoming
redundant as distributed accelerometer systems to detect decay of whipping oscillations
are developed.
The configuration and design of HSMS should include particular attention to temperature
compensation of strain gauges as all strain gauges, including fibre-optic sensors, are
sensitive to changes in both applied strain and temperature. The raw sensor outputs
include the effects of both and compensation is needed to eliminate temperature influences
that do not generate actual stresses. The methods employed are varied as they depend on
the type of strain gauges and the effects that temperature change will cause. There is some
question as to whether all COTS systems provide adequate temperature compensation and
special consideration of the methods employed when selecting these systems is
recommended.
Due to space limitations, LSBGs that are commonly used on many COTS systems are
generally not suitable for installation on frigates and destroyers and may also be
problematic on larger auxiliary and amphibious ships. The inherent assumption in these
systems is that of an intact, prismatic hull and this means that these systems should not be
used directly for more complex structures and more lightly framed navy ship applications.
Additional sensors and supporting analysis are needed for these ships. The placement of
strain gauges needs to be supported with seakeeping and finite element analysis to ensure
that they are appropriately located and not unduly influenced by hot spots or shadow
zones, and so that measured data can be properly interpreted.
Ongoing recording and analysis of data is needed for establishment of accurate loading
profiles and subsequent fatigue life predictions. The reliability of fatigue assessments is
improved if monitoring is introduced into newer ships and if possible installed during
construction before they have entered service. For older ships nearing the end of their
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service life the major benefit of structural monitoring is to provide hull overload warnings,
so long as the load capacity of the hull can be reliably determined.
Navy vessels can be expected to obtain similar benefits from HSMS as those gained from
installation on merchant ships (such as improved safety, reduced through life costs and
greater understanding of hull loads) but these are likely to be realized to varying degrees.
Monitoring of ship motions and wave environment to enhance structural loading and
fatigue assessments also enables provision of operator guidance for improved routing and
the launch and recover of off-board systems such as boats and helicopters development of
wave environment data bases. For the RAN, the outcomes from the use of HSMS also
relate directly to Life Cycle and Risk Management themes from the Rizzo Review [1]
recommendations.
9. Acknowledgements
The advice and information provided by Mr Graeme Emerton (Centre of Maritime
Engineering, Hull Survey Manager), Mr Frank Ryan (Directorate of Naval Platform
Systems), and Ms Jennifer Blount (USCG) is greatly appreciated. Thanks is given also to
vendors who responded with answers to a number of questions in regards to their
products, in no particular order: CPE Systems, BMT Group, Rouvari Group, Light
Structures AS, Strainstall UK Ltd and QinetiQ. Particular acknowledgment is given to Mr
Colin Snell (MoD(UK), DE&S Naval Authority Group) who provided advice on the DERA
fatigue logger as well as undertaking peer review and comment on this report.
10.References
1. Paul J Rizzo, Plan to Reform Support Ship Repair and Management Practices,
Commonwealth of Australia, July 2011.
2. Cmdr Robert Woodham, RAN Maritime Science and Technology Conference 2012:
Report of Proceedings, Defence Science and Technology Organisation Report DSTO-
GD-0714, November 2012.
3. Ship Structure Committee, SSC–419, Supplemental Commercial Design Guidance For

Fatigue, 2002
4. J. M. Forestier and S. Austin, ( University of Southampton), European Maritime Data

Management (EMDM), D20-D21-D22 – Hull Structure Monitoring System and VDR,
Sixth Framework Programme, Report, 038374, 7th December 2009.
5. R. A. Hechtman, Thermal Stresses in Ships, Ship Structure Committee Publication,

SSC-95, October 1956.
6. T. Magoga and C. Flockhart, Ultimate Strength Calculations of an Aluminium Patrol

Boat, Pacific 2012 International Maritime Conference, 31 January – 2 February 2012.
UNCLASSIFIED
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7. DNV (2010), Fatigue Assessment of Ship Structures, Classification Notes No 30.7,

June 2010.
8. S.J. Maddox, Fatigue Strength of Welded Structures, Second Edition, Abinton

Publishing, , 1991.
9. S.J. Maddox, Recommended Hot-Spot Stress Design S-N Curves for Fatigue
Assessment of FPSOs, The International Society of Offshore and Polar Engineers,
Proceedings of the Eleventh International Journal of Offshore and Polar Engineering,
June 17-22, 2001.
10. C. Snell, UK Ministry of Defence, Defence Equipment and Support, Naval Authority
Group - Ship Structures, Email correspondence title “ RE: Hull Monitoring Report”,
Dated 21 March 2013.
11. IMO, International Convention for the Prevention of Pollution from Ships (MARPOL),
Adopted, 2 November 1973.
12. IMO, International Convention for the Safety of Life at Sea (SOLAS), 1 November 1974.
13. Kim, M. H. and Kim, D. H., Ship and Offshore Structures, Encyclopedia of Structural
Health Monitoring, John Wiley and Sons Ltd, September 2009.
14. IMO, International Convention on Tonnage Measurement of Ships, Annex I -

Regulations for Determining Gross and Net Tonnages of Ships - Regulation 3 - Gross
Tonnage, Adopted 23 June 1969.
15. Lloyds Register, Lloyds Rulefinder Version 9.12 - Lloyd’s Register Rules and
Regulations - Rules and Regulations for the Classification of Naval Ships, July 2009.
16. Lloyds Register, ShipRight Ship Event Analysis, May 2004.
17. E. V. Lewis and G. Gerald (editors), A Long-Range Research Program in Ship

Structural Design (Ship Structure Committee Report Serial No. SSC-124), Washington
National Academy of Sciences-National Research Council, November 30, 1959.
18. S.B. Slaughter, Dr. M.C. Cheung, D. Sucharski & B. Cowper, State of the Art in Hull
Monitoring Systems, Ship Structures Committee Report No. SSC-401, August 1997.
19. C.S. Smith, Measurement of Service Stresses in Warships, Conference on Stresses in

Service, Institute of Civil Engineers, March 1966.
20. H. E. Torkildsen, Å. Grøvlen, A. Skaugen, G. Wang, A. Egil Jensen, K. Pran, G.

Sagvolden, Development and Applications of Full-Scale Ship Hull Health Monitoring
Systems for the Royal Norwegian Navy, Recent Developments in Non-Intrusive
Measurement Technology for Military Application on Model- and Full-Scale Vehicles
(pp. 22-1 – 22-14), Meeting Proceedings RTO-MP-AVT-124, Paper 22. Neuilly-sur-
Seine, France: RTO.
21. U.S. Coast Guard website, http://www.uscg.mil/pacarea/cgcMidgett/history.asp,

downloaded 16 Jan 2013.
UNCLASSIFIED
37
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22. U.S. Coast Guard, Request for Proposal, Solicitation No. HSCG40-13-R-30009,
Installation of a Real Time Hull Monitoring System on the 378 foot WHEC Cutters,
Dated 1 Nov 2012.
23. U.S. Coast Guard, Email correspondence (Jennifer Blount) with B. Phelps (DSTO),
Dated 30 January 2013.
24. Wikipedia, http://upload.wikimedia.org/wikipedia/commons/e/e4/USCGC_Midge

tt_-b.jpg, downloaded 16 Jan 2013.
25. J.C. Brown, A Wave-Induced Fatigue Strain Recorder for Surface Ships, Society of
Naval Architects and marine Engineers, Proceedings of Annual Meeting 30 September-
1 October 1999.
26. C. Snell, UK Ministry of Defence, Defence Equipment and Support, Naval Authority
Group - Ship Structures, Email correspondence with B. Phelps (DSTO), Dated
22 August 2012
27. QinetiQ, Email correspondence (J. Butler) with B. Phelps (DSTO), Dated
25 August 2012.
28. C.P. Gardiner, P. Vincent, A. Wilson, D. Ellery and T. Armstrong, Hull Structure
Monitoring Of The Armidale Class Patrol Boat, RINA Innovation in High Speed
Marine Vessels, 28 - 29 January 2009.
29. R.A. Swartz, A.T. Zimmerman, J.P. Lynch, J. Rosario, T. Brady, L. Salvino and K.H.
Law, Hybrid Wireless Hull Monitoring System for Naval Combat Vessels, University
of Michigan, Department of Civil and Environmental Engineering, March 2010.
30. J.S. Kiddy, C.S. Baldwin, T. Salter, P.C. Chen, Structural Load Monitoring of the RV
Triton using Fiber Optic Sensors, Proc. SPIE 4698, Smart Structures and Materials 2002:
Industrial and Commercial Applications of Smart Structures Technologies, pp462, 9
July 2002.
31. L. Rogers and J. Carlton, The Acoustic Emission Technique: Application to Marine,
Structures and Machinery, Lloyds Register, Technology Days, 2010.
32. American Bureau of Shipping, TAPS Tankers Monitored for Corrosion and Cracks,
First Commercial Testing Using Acoustic Emissions in a Marine Environment,
‘ACTIVITIES’ Newsletter, September 2007.
33. M.F. Harper, Acoustic monitoring of the hulls of Floating Production Storage and
Offloading facilities (FPSOs) for corrosion and damage, Research Report 328, Prepared
by Mecon Ltd for the Health and Safety Executive, 2005.
34. BMT Scimar, Email correspondence (Matthew Kinney) with B. Phelps (DSTO), Dated
30 August 2012.
35. Strainsense website, http://www.strainsense.co.uk/products/strain-gauges,
36. Light Structures, Email correspondence (Inge Paulsen)with B. Phelps (DSTO), SENSFIB
Fiber Optic Hull Stress Monitoring Systems, Dated 29 August 2012.
UNCLASSIFIED
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37. Rouvari Companies, Email correspondence (Risto Rouvari) with B. Phelps (DSTO),
Dated 31 August 2012.
38. Strainstall UK Ltd, Email correspondence (Frank Rose)with B. Phelps (DSTO), Dated
28 August 2012.
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Addison-Wesley Publishing, 1982.
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Instrumentation, RTO AG-160 Vol. 22 / SCI-228, July 2012.
UNCLASSIFIED
39
UNCLASSIFIED
DSTO-TR-2818
11. List of Appendices
Appendix A HMS Hull Monitoring System, MCA Consultants 4 pages
Appendix B HULLFIB, Micron Optics, Inc 24 pages

(Also marketed as STREMOS - Hull Stress Monitoring System
by Global Maritime Engineering, Busan, Korea)
Appendix C HULLMOS®, Rouvari Oy / HMC / Sirehna 6 pages
Appendix D CPE Systems 3 pages
Appendix E Naviscan (HSMS), Korea Marine Technology Co., Ltd/Sea 15 pages

Structure Technology Co. Ltd
Appendix F Scimar, BMT Scientific Marine 2 pages
Appendix G SENSFIB, Light Structures 11 pages
Appendix H Sh.A.M.An, CETENA 2 pages
Appendix I SMARTSTRESS, BMT SeaTech 5 pages
Appendix J StressAlert, Strainstall UK Ltd. 4 pages
Appendix K Narada Wireless Data Acquisition and Control 1 page
UNCLASSIFIED
40
UNCLASSIFIED
Appendix A HMS Hull Monitoring System, MCA

Consultants
(4 pages)
UNCLASSIFIED
Hull Monitoring System Page 1 of 4
HMS
Hull Monitoring System
Measure, Monitor and Avoid...Bow Emergence, Slam, and Excessive Hull

Flexure With Real-Time Graphic Displays, Charts, Tables and Reports
Increase Vessel Operating Safety While Reducing Structural Damage

HMS is an intrinsically safe system that displays quantitative data about ship motion in
intuitively clear graphic and tabular formats. At sea, deck officers navigate more efficiently,
minimizing structural damage. On land, post-processing re-creates any voyage, quantifies its
slams and stresses, looks for correlations, evaluates fatigue damage and helps operators plan
safer routes.
Real-Time Displays Help Cut Structural Repair Costs

Ship owners' cost and frequency of repairs are a direct result of metal fatigue caused by hull
stresses, bow slamming and vibration. HMS continuously informs wheelhouse watch personnel
of deck stresses, bow pressure and accelerations. The system sounds alarms as critical limits
are approached; even shows the effectiveness of the ship's latest maneuvers. Displays include:
Operating Status:
Animated and real-time displays for: wind and wave velocities, pitch,
roll, accelerations, bow pressure, deck stress, course, speed, and slam
http://www.mcaco.com/products/hullstress.htm 7/01/2013
probability.
Real-Time Status: Continuous 60-second time-history plot for any two data channels.
GPS Status: Ship's position traced against a route map with UTC noon marks.
Power Consumption: Displays the ship's real-time power consumption. This allows officers
to see how changes in course and speed affect fuel economy.
Historical Status: Four-hour time-history bar chart indicating five-minute average and
maximum value for: pitch, roll, deck stress, bow acceleration and
pressure.
Terminal Status: Displays tide and current information for port. Also displays wind
direction.
Post-Voyage Reports Help Optimize Operating Procedures

Data analyses enhance deck officers' understanding of the ship's dynamic behavior under
various loading conditions, and what to expect by season and route. Having this information
allows operators to optimize at-sea procedures for safety and structural integrity by answering
questions such as:
 What was the maximum roll, pitch angle etc. encountered last winter?
 Which routes are structurally critical in which seasons?
 What is the current rate of fatigue damage for various struct ural components?
 What is the probability of structural damage given the number of bow emergences since
the last shipyard period?
UNCLASSIFIED
Appendix B HULLFIB, Micron Optics, Inc

(Also marketed as STREMOS - Hull Stress Monitoring System by Global Maritime
Engineering, Busan, Korea)
(24 pages)
UNCLASSIFIED
Flexible Component Installation

In one day, the minimum HMS configuration can be installed and activated with wireless,
radio-linked data transmission to the deck-house. Alternatively, the entire system can be
installed during an appropriate shipyard period.
Standard Equipment Includes:
 Intel-based Command Center

 16 or 32 data acquisition channels with 10Hz polling
 Bow accelerometer to measure vertical motion
 Bow bottom pressure transducer to measure emergence and slam
 Mid-deck strain gauges to measure stress
 Inclinometers to measure pitch and roll
 Utilizes ship's engine, anemometer and GPS data
Client List:
 Marathon Oil
 Polar Tankers
 Alaska Tanker Company
==== Global Maritime Engineering ====

Recently, the concern in the safe operation of ships has increased with respect to the safety and the life of
ships and the prevention of marine pollution at the sea.
The frequent loss of bulk carriers and tankers during the late 1980's have brought about taking of strategic
steps to improve the safety of such ship.
Under the circumstances of these heavy losses, the IMO (International Maritime Organization) approved the
recommendation for fitting the hull stress monitoring systems for the improvement of the safety of ships of
20,000 dwt and above, carrying dry cargo in bulk.
STREMOS - Hull Stress Monitoring System has been developed for maximum efficiency of vessel operation and
safety and provides the real-time information to the ship's master on the ship during navigating, loading and
unloading operation, and also provides an alarm indication as necessary, indicating excessive stress on the hull.
BENEFITS
http://www.gmeng.com/product-1.htm[7/02/2013 9:54:14 AM]

Prolonged vessel life by reductions of structural damages and fatigue cracking
Early warning to avoid non-recoverable structural damage
Cost reduction for repair and maintenance
Improvement in ship scheduling and optimization of voyage times
Reduced insurance premiums during vessel's entire life time

SYSTEM DESCRIPTION
STREMOS - Hull Stress Monitoring System is a sophisticated tool that provides the ship's master with the real-
time information on the status of the ship's structure during cargo operation in harbour as well as during voyage.
The system monitors the stresses at four locations using specially designed strain gauges, and a bow
acceleration and bow slamming pressure. In addition, the information on the navigational condition and
environments are provided from the GPS, and a wind indicator etc.
This monitored information is displayed on computer screen. Also, the appropriate alarm signs are provided
when the hull conditions exceed the prescribed criteria.
copyrights 2005 Global Maritime Engineering. All rights reserved.

Mailing Address: 1118-22, Jangrim-dong, Saha-ku, Busan, Korea 604-842
Tel: +82-(0)51-265-2001 Fax: +82-(0)51-265-2005 e-mail : gme@gmeng.com

▒▒▒DISPLAY
General Status
This is the most general display and is primarily used as an overview of the
system. The outputs from the sensors (4 strain gauges, and an accelerometer)
are displayed by the bar graph representing maximum and minimum values
over previous 1 minute.
The mean, maximum and minimum values of gauge signals are displayed as the
percentage values with respect to the prescribed criteria values.
In addition, the current date, time and global position are displayed by text.
Ship's speed, heading and shaft speed are displayed in the form of clock gauge.

Bending Moment
This display shows maximum values of the vertical bending moments for both
sea and harbour operating conditions as the percentage values with respect to
the prescribed critical values.
The screen shows the bending moment trend over last 4 hours with the up-
dated data every 5 minutes in the form of bar graph. Displayed time interval
can be changed from 1 to 4 hours by selecting the option button.
There are two kinds of display modes of bending moment, those are, SEA and
HARBOUR modes.

Slamming
The Slam Warning is to warn the vessels operating personnel in advance that
the vessel is in sea state or operating conditions approaching those that could
have wave slams that could lead to either local or hull girder structural damage.
Slam warning monitors are to show the trend over time in relation to the slam
wave impact that would exceed the selected warning levels.
Real-time Display
The outputs from each sensor over the last 60 seconds are displayed on the two
graphs when the button is clicked. The typical display is shown below.
Items to be displayed on the two graphs are selected by clicking the gauge

selection button. Because two kinds of signal are displayed at once, user can
compare one signal with another.
Statistics
It displays the results of statistical analysis performed on the data measured
from all sensors during the last 5 and 30 minutes by selecting the toggle button
in the upper right side in the figures.
As the statistical results, the following values are obtained and stored
automatically on the computer hard disk for analysis ashore.
- Maximum +ve and -ve values - Mean value - Maximum peak-to-
peak values - Standard deviation - Root Mean Square values -
Average zero crossing period

Fatigue Display
This display shows the cumulative stress cycle counts in the whole life of the
ship and the fatigue cycle from a S-N curve in ABS rule. In this program the S-
N curve is selected for F case to describe the longitudinal bulkhead and the deck
plate at the long based strain gauges
Logger Entry
The Logger Entry display is designed to acquire a manual entry log of critical
data extracted from the ship's written log book.
The related data from the ship's log are recorded in the computer storage disk
for analysis ashore.
The manual entry data are recorded in the computer when the SAVE button is
pressed after completion of manual key-in.

Alarm
When the alarm levels are exceeded in some condition, the contents of the
alarm are displayed on the screen. The display of the past alarm history is
available only for those on three pages volume.
The past alarm contents are automatically stored in the computer hard disk.

Replay
The logged data in the system computer during a voyage can be replayed by
the software program called STREMOS-Replay.
This takes a similar form to the real time graph described above.
STREMOS-Replay software can be loaded on any IBM compatible PC with a

suitable specification and can be run by loading the logged data from a ship via
floppy disk or CD.

UNCLASSIFIED
Appendix C HULLMOS®, Rouvari Oy / HMC / Sirehna

(6 pages)
UNCLASSIFIED
ROUVARI OY
ROUVARI OY
Museokatu 9 B , 00100 HELSINKI, FINLAND
E-mail: info@hullmos.com
Web: www.hullmos.com
Tel. +358 505615871
Ship motion and hull monitoring system
Flexible
Strain, design
motions and sea state estimations
for future requirements
functionalities
Based on
CONCEPT SHIPthe HULLMOS© system
Applications System available for
Frigates
installation and

Aircraft carriers
implementation

on-board all kinds
Landing ships of vessels
Fast patrol boats
Bulk carriers
Tankers
Cruise vessels Sea-state estimation
module
Ship motion and hull monitoring system
key points
speed in heavy weather for instance. The

system also allows to record data over
the vessel lifetime history. The gathered
information represents a precious aid
for hull strength evaluation and fatigue
assessment.
ULLMOS© system is composed of

H
strain sensors mounted on the ship
main longitudinal girders, of one or two
accelerometer(s) and of a central unit on
the bridge. It can also be provided with
a ship motion measurement unit and be
easily integrated with other information
systems on-board.
Sea-state estimation module, based

A
on the analysis of ship responses (mainly
motions) on waves complements the
system.
Potential extensions
irehna has developed a complete

S measurements of hull stresses and ecision-making tool for AVIA and other
D
ship monitoring system including motions in various ship locations. These applications (replenishment at sea,…)
strain, motions and sea-state estima data are processed in real time to deliver
tion functionalities. This system is criteria for assisting the ship navigation perating Guidance System for route
O
now available for installation and and operations onboard. The system and operation optimisation
implementation on-board all kinds of can generate alarms when these criteria
vessel. exceeds predefined thresholds and
thus give warnings of risk of damage
ased on the HULLMOS© system,
B to the hull structures resulting from
Corporate communications - October 2010 – Non contractual document – production: alisker - photos credits: DCNS, French Navy.
the ship monitoring system records an improper loading or from improper
references
ULLMOS system has been installed on

H
more than 20 ships from 2000: chemical
tankers, high speed craft, oil tankers,
yachts, cruise ships, etc.
omplete monitoring systems, including

C
analysis and display modules for
assistance to navigation and AVIA
operations, have been installed on the
two French Navy’s amphibious ships
(Tonnerre and Mistral BPCs) in 2005.
SIREHNA
1 rue de la Noë - BP 42105
F-44321 NANTES Cedex 3
tel: + 33 (2) 51 86 02 86
www.sirehna.com
UNCLASSIFIED
Appendix D CPE Systems

(3 pages)
UNCLASSIFIED
Stressing the Point
hull stress monitoring system
test & measurement defence & aerospace

custom electronics consumer goods
engineering software environment
data management mining
ICT
energy
agriculture
biotechnology
transport & automotive
Challenge Solution
The Australian Navy required a system to monitor the condition CPE Systems, in collaboration with Endurance Consulting, designed
and dynamic forces on the hulls of its two LPA class ships, the and implemented a custom built hull stress monitoring solution, with
HMAS Kanimbla and the HMAS Manoora. These ships an easy to use software interface running on a touch screen panel PC
are used to transport and support up to 450 troops, their mounted in the ship’s bridge.
vehicles and equipment, as well as four Black Hawk helicopters
and two landing craft. The software was developed in LabVIEW due to its quick
implementation time and ability to interface with all of the necessary
HMAS Kanimbla and HMAS Manoora have done more than 40 sensors. The system simultaneously monitors four stress sensors,
years of service, and are still required to operate under all two accelerometers, starboard and port motor rpm and wind
weather conditions, often with large amounts of vital conditions. Raw data and statistics for all sensors is stored with up
equipment and personnel on board. A hull stress monitoring to five years of data available for review and export.
system was needed to inform the ship’s crew as to the current
and projected forces on the hull, so they can continue to safely By touching areas on the screen, recent history and up to 24 hours
operate the ships. of statistics for each stress sensor or accelerometer are displayed.
Probability of reaching a threshold or predicted time to reach
Apart from sending real-time alarms to the crew as the hull threshold is also displayed along with each sensors current state.
stress approaches or exceeds the damage threshold, the
system must also keep a comprehensive data log so that The project was completed under an extremely tight timeframe, with
developing trends can be determined, and decisions made to software development and verification, two sets of hardware installs,
prolong the service life of the ships. and two sets of sea trials being completed within three months.
For more CPE user solutions, visit our website.
www.cpesys.com.au
Hull Stress Monitoring System
real-time safety and structural data analysis
Prolong ship lifetime and reduce maintenance costs with the Hull Stress Monitoring System (HSMS).
CPE’s HSMS provides real-time monitoring of the forces exerted on ship’s hulls. It provides
immediate feedback to the crew if hull stress or fatigue levels exceed safe thresholds,
and reduces maintenance costs by avoiding or reducing the
risk of structural damage to the vessel.
Designed and verified to meet DNV

criteria for Hull Monitoring (HMON),
the HSMS includes strain sensors
that measure the global loading
level, plus a bow accelerometer
used to detect slamming
incidents.
Optional sensors include local

strain, motion, pressure and
temperature. Also, inputs
from the loading
computer, GPS,
propulsion system and
wind speed and direction
can be added.
Key Features
• Reduces the risk of extreme
hull loading
• Analyses raw data to present time
trends of hull stress and fatigue
• Calculates the probability and predicted time to
reach alarm thresholds
• Simple, intuitive user interface
• Allows ship operators to make decisions that will
prolong the service life of the vessel
• Logs up to 5 years of data
• Exports raw and statistical data to excel or text format
Test Systems
Engineering & Scientific Software
Data Management & Presentation
Control, Automation & Vision
Structural Health & Condition Monitoring
www.cpesys.com.au
specifications
Standard Components
• 4 x Strain Sensors to capture the global loading level, monitored at 20Hz

• 1 x Bow Accelerometer to capture slamming events, monitored at 500Hz
• 12 inch industrial touch panel PC for displaying current data, historical trends and alarms
• Windows embedded operating system
• Data Acquisition Hardware
• IP 66 rated steel enclosure for computer, power supplies and data acquisition hardware
• Uninterruptable Power Supply (UPS) to allow 30 minutes of operation without external power
Optional Components
• Additional strain and/or acceleration, GPS, temperature, pressure, motion or other sensors
• Connection to existing instruments such as navigation, propulsion, loading computer and wind instruments
• Remote access to data and reports
• In Service Support
Bridge Console
The console on the bridge features a 12 inch industrial panel PC running the HSMS software package. The software is
designed for ease of use and ensures that important information can be easily accessed and interpreted.
The HSMS software package includes:
• A main screen where the stress, fatigue and alarm status of each sensor is displayed on a plan of the ship
• Statistical calculations and logging of stress, slam detection, mean, minimum, maximum, standard
deviation, skewness, kurtosis, mean zero crossing, fatigue (percentage of ship life remaining), probabilities
of excessive stresses and slams, and predicted time until limits are exceeded
• Click on any sensor in the ship plan to see historical and statistical trends of the data
• Visual and audible alarms when stress and slam limits are exceeded
• Visual and audible alarms when stress and slam reaches 80% of limits
• Click on an alarm to see a historical log of all alarms
• A “Test Alarms” button
• An area for manual data input for ship loading parameters, sea state, location and heading
• A button to save the last 5 minutes of raw data in-case of an incident. This logs all data-points at their
acquisition rates of 20Hz for strain and 500Hz for acceleration
• A button to upload all data to USB for export to excel or text format
Installation
Installation of all sensors and hardware is included. This includes calibration of all sensors and data acquisition
hardware, and a period of verification to ensure to system is acquiring accurate and reliable data. After installation, all
calibration certificates, hardware specifications and instruction manuals will be delivered.
www.cpesys.com.au
UNCLASSIFIED
Appendix E Naviscan (HSMS), Korea Marine

Technology Co., Ltd / Sea Structure Technology Co.
Ltd
(15 pages)
UNCLASSIFIED
■ Hull Stress Monitoring System, Naviscan
The Naviscan is the navigation safety instrument which monitors real-time hull girder stress
during a voyage or loading, unloading operation. The hull stress monitoring system
(Naviscan) is designed to apply for wide range of commercial vessels such as LNG, LPG,
Crude oil tankers, Bulk Carriers, Container vessels, etc. This enables crew members and ship
owners monitor the hull in safe operation using LVDT sensors on deck. Based on the
information provided by Naviscan, ship owners and crew members ultimately can minimize
any damages by hull fatigue stress and optimize a voyage, ship management. Also, the
system stores long-term data for voyage route optimization and for further research. It gives
alarms when the induced stress goes over the pre-set allowable limit of 80 percent
The hull stress is one of the major factors which cause irretraceable damage to merchant
marines. Fatigue accumulated in vessels leads to local cracks in the hull. Then, this might call
very dangerous situations. For example, November 20th, 2001, crude oil carrier "Presige"
broke into two pieces during a storm while navigating on Atlantic Ocean near Spain.
By the way, let’s find another accident during unloading. In January 16, 2003, it happened to
the vessels , container vessel “ Troyburg” and Bunker Barge “PebbleBeach”. While offloading
at LA Berth 402, container was dropped onto tank barge alongside engaged in bunkering
operations. One container accidentally lifted & hung up as two cones had been inadvertently
left attached. Speed of cargo operations also played a factor.
The HSMS provides real-time information by continuous monitoring the hull fatigue stress.
Please make sure that excessive hull movements can be resulted in cargo loss and damage
to the vessel.
■ Technology of HSMS, Naviscan
Naviscan gives real-time information on dynamic stress from 4 LBSG sensors at each
location and monitors hull girder stress. LBSG sensors are located on deck to measure the
longitudinal strain of hull girder. The LBSG consists of a 2000 mm steel rod, which is fixed at
one end and free at the other end, and LVDT (Linear Variable Differential Transducer) sensor.
The material of operating rod has the approximately same thermal expansion with the deck
material. LVDT is the electrical transducer, with a full scale range of ±4mm, operating via the
pre-amplifier with a 4~20 mA signal output to minimize external electric noise.
(Temperature Compensation Type only) As temperature on upper deck fluctuates, the

temperature changes bring about thermal expansion or constriction on SUS rod of sensor.
Then, this measured value by thermal expansion or constriction is calculated automatically.
But, we have to realize that this calculated value is different from the real Bending Moment on
hull of a vessel. So, the NaviScan who has PT100 temperature sensor on SUS rod
compensates the differences and displays the real bending moment with applying thermal
expansion
■ The major features of Naviscan:
 Real-time monitoring for structural stability whilst navigation

 Globally combined stress display on heavy sea voyage
 Support for Sea Protest
 Real-time Display of Ship Motion Data
 Digital display for Rolling and Pitching
 Slamming reader
 Exclusive provider for Temperature Compensation Type (No competitor provides this
type of system, even it is required by major classification)
 Ship Motion Display as standard function
 Application of Ex ia IIC T4 Type (Adopted Isolator for easy maintenance, not like
other manufacturers’ Barrier type)
 Operating System of Window XP (Other competitors’ operates in Window NT version)
 PC storage for RS422 Interface Card
■ Fatigue Strength on Hull
All of ships are designed with a given fatigue strength and the capacity shall be gradually
reduced as it goes its maiden voyage. We can assume that the allowable fatigue shall be
uniformly distributed over a vessel’s life expectancy as shown in the curve (we take it for 20
years, based on experimental results by KR- Korean Register of Shipping), but, nothing
actually goes its way upon a theory. There are many factors which might deteriorate the hull
life span like during loading, unloading or sailing on heavy sea weather. The HSMS helps
crew members to monitor the current status on hull stress and to make faster decision for
safe voyage. And, accordingly, shipping management can be controlled or advised through its
accumulated data. Eventually, ship owners can avoid any extra cost for unexpected
maintenance and plan for right repair procedures with free from hull damages. As you see the
curve below, it shows that approximate 10 percent average stress will lead a ship life span to
20 years. And, accordingly, we can find how important to check real-time hull stress, because
a ship life expectancy can be decreased if your crew members do not acknowledge or ignore
the real stress on the vessel. In this vein, it won’t be hard for ship owners to find the most
economical way of fleet management.
■ Applicable Vessels
The Hull Stress Monitoring System (Naviscan) is suitable for all types of ships which are to be
monitored hull fatigue stress. Next are the following types of vessels which might be at risk of
fatigue stress:
 Bulk carriers
 Oil tankers
 LNG
 LPG
 Container vessels
With installation of the hull stress monitoring system, Naviscan gives benefit to whom it may
concerned:
 Shipyards for structural improvements in designs.

 Naval architects for development of new designs.
 Classification Society for structural analysis
 Insurance company for claim evaluation through VDR.
■ Economical benefits with HSMS Installation
 Minimizing the depreciation of a ship’s value

 Minimizing in loss of employment policy
 Reducing operation cost in maintanence
 Selling of a ship with non-excessive repairs
 Increasing Charter rates with better quality
 Lengthening the life expectancy
 Evaluating accumulated fatigue strength to vessels in trade market
 Easy maintenance with high efficiency
 Minimizing the uncertainty
■ System Configurations
Hull Stress Monitoring System (NaviScan) is the navigation safety instrument which
continuously monitors real-time hull stress using deck-mounted LBSG (Long Based Strain
Gauge), accelerometer and clinometer during a voyage or loading/unloading operation and it
gives alarm as necessary. Based on the information provided, the ship master can alter the
course or reduce the speed and the loading procedures can be improved. The long term data
can be used for voyage optimization and further research.
■ System Layout
■ Major Classification Notation
 LR:SEA (R)
 DNV: HMON-2
 ABS: HM2+R, HMS
 KR: HMS-2
 BV, NK, RINA
■ Temperature Compensation Sensor (Optional)
As temperature on upper deck fluctuates, the temperature changes bring about thermal
expansion or constriction on SUS rod of sensor. Then, this measured value by thermal
expansion or constriction is calculated automatically. But, we have to realize that this
calculated value is different from the real Bending Moment on hull of a vessel. So, the
NaviScan who has PT100 temperature sensor on SUS rod compensates and displays the
real Bending Moment with applying thermal expansion coefficient (SUS 304: 1.73 x 10-5 cm/
cm/ )
Technical specifications:
TemperatureRange -62 ~ +200 °C

Type RTD and thermocouple
Element Platinum 100 ohms, single
Insulation 3KV/min
■ Other Components
The Naviscan system consists of the following components:
 Main Amplifier
 Uninterruptible Power Supply
 Junction Box
 Alarm Buzzer
 Data Processor and Storage Unit
 Printer
■ Interface (Compatibility)
The Naviscan system does interface with the following systems:
 Loading computer
 DGPS or Speed Log
 VDR (Voyage Data Recorder)
■ Long Based Strain Gauge
LBSG Sensor is a 20mm stroke conductive plastic, linear motion potentiometer of which
performance is unaffected by shaft rotation. Its co-mold element and precision construction
allow this strain gauge to feature superb output smoothness and long life. It gives real-time
local hull stress when a ship is on seagoing or at harbor.
■ Electrical Specifications:
Electrical Stroke 20 mm (F.S)

Total Resistance 0.1, 0.2, 0.5, 1, 2 kΩ
Total Resis. Tolerance ±20%
Independent Linearity ±1%
Repeatability ±0.03%
Power Rating 0.6 watt @ 70°C
Insulation Resistance 100 meg OHMS Min. @ 500 Vdc
Dielectric Strength 500 Vrms, 50/60Hz, for 1 minute
Resistance Temp. Coeffecient 400 ppm/°C
■ Mechanical Specifications:
Mechanical Stroke 22 mm (F.S)

Friction (Spring Force) 300 gf Max. (3 N Max.)
Weight Approx. 60g
■ Environmental Specifications:
Operating Temperature -40°C to +100°C

Vibration 10 Gs, 500Hz
Shock 50 Gs, 11 mS
Life 5 million cycles Min.
■ Accelerometer
Accelerometer is fixed to the vertical wall in Bosun store, which measures the bow
acceleration due to ship motion. The measured bow acceleration is compared with threshold
velocity to indicate the provability of slamming in rough seas
■ Technical specifications:
Type Monolithic IC,

Measuring Range ±4g, (full scale range of ±5g)
Non-linearity 0.2%
Sensitivity 250mV/g
Frequency Response 3 Db Bandwidth: 12kHz
Operating Voltage 2.7V ~ 5.25V
Operating Temperature -40 ~ +85 °C
■ Inclinometer
The bi-axial inclinometer is installed on the bridge deck and provides information about the
pitch and roll angles. The electric sensor is a bi-axial electrolytic tilt sensor, which can
measure tilting angle up to 20 degree within the frequency range of 4 Hz.
■ Technical specifications:
Measuring Range ±20

Accuracy ±0.06 / 10
Repeatability at any angle 0.01
Resolution 0.005
Setting Time 500 ms
Output Voltage 0.7V/20
Supply Voltage ±15V
TemperatureRange -20 ~ +70 °C

>>System Configuration
>>Software Configuration
UNCLASSIFIED
Appendix F Scimar, BMT Scientific Marine

(2 pages)
UNCLASSIFIED
Vessel Structural Monitoring
The Structural Monitoring System is a computer based
system for monitoring the structural behavior of vessels
during all phases of operation. The displays report stresses
and motions in real time as well as providing alarms when
values approach predetermined limits.
BMT can configure a structural moni-
toring system to meet any requirement.
It can be installed on existing vessels,
or integrated into “new build” and exist-
ing bridge consoles.
The structural monitoring system is
easily networked to allow access from
many locations such as the bridge,
cargo control room, and the Master’s
office.
Existing vessels can be retrofitted
with either a stand-alone radar style
console, or a small enclosure housing
a computer for data processing and
storage, and a flat panel display that
mounts easily on a crowded bridge.
The basic system measures strain at
mid ship, roll, pitch, bow vertical accel-
eration, and forefoot immersion depth,
and integrates information from engine
room sensors and GPS. The system
can be expanded to include as many
sensors as required.
Our systems are compact and easy
to install, our innovative systems
apply the newest technology at a
competitive price and feature a flexible
design to meet any vessel type and
configuration.
Features: Additional Options:
• Meets International Maritime Organi- • Additional strain gages, accelerometers, an-
zation recommendations, all require- gular rate sensors, or inputs from other ship-
ments of the US Coast Guard and board equipment can be added for specific
the American Bureau of shipping for vessel requirements;
instrumentation and equipment oper-
ating in hazardous areas; • Vessel response calculator, WaveMAX, for
predicting vessel motions, and bow emer-
• Fully compliant with classification gence and slamming;
societies provisional rules and regula-
tions for hull response monitoring and • A “black box” data recording system that al-
recording systems; lows continuous reporting of sensor data on
non-erasable media;
• Accommodates any number of client
specified channels of sensor data;
• Calculate and maintain a record of cumulative
ship fatigue damage;
• Real-time bridge displays provide
ship masters with information regard-
• Shore based reporting via satellite data link;
ing vessel structural behavior during
all operations;
• Multimedia based training on heavy weather
ship handling;
• Proven reliability through numerous
years of TAPS and Asian– Pacific
trade service; • Integration of WNI/Oceanroutes’ Orion On-
board Guidance System for satellite fed 10-
day rolling weather forecasts to aide in avoid-
• Simple installation and calibration
ing difficult weather situations.
procedures completed dock side, at
anchor, or by riding crew.
www.scimar.com BMT Scientific Marine Services BMT Scientific Marine Services

info@scimar.com 11505 West Little York 955 Borra Place, Suite 100
Houston, TX 77041 Escondido, CA 92029
Ph: 281.858.8090 Ph: 760.737.3505
Fx: 281.858.8898 Fx: 760.737.0232
UNCLASSIFIED
Appendix G SENSFIB, Light Structures

(11 pages)
UNCLASSIFIED
SENSFIB
Fiber Optic Hull Stress Monitoring Systems
Fiber optics
for safety
and reliability
Fiber optic monitoring solutions are gaining popularity
in the oil and gas community due to the unrivaled
performance and reliability. Light Structures’ Hull Stress
Monitoring System was the first fiber optic solution to
enter the market, and has proven itself through several
years’ operation onboard shuttle tankers and VLCCs.
Safety
Fiber optic Hull Stress Monitoring systems can be configured with ab-
solutely no electrical components in hazardous areas. The low optical
power means the system is intrinsically safe, even without introducing
Zehner barriers or similar.
Reliability
Fiber optic solutions are immune to electromagnetic disturbance, which
provides a stable, high-quality signal. With our well-tested installation
technique our short-gauge sensors perform flawlessly without service,
year after year. The system reliability has been optimized by the use of
the Linux operating system, which is becoming the software of choice
among computer professionals. All these factors contribute to our sys-
tems’ high reliability and uptime.
Accuracy
Measurements are made using the wavelength of light, which enables
high precision monitoring of stress. The precision is maintained all the
way to the data logging, as the fiber optic signal is not affected by
electromagnetic interference from adjacent signal or power cables. The
accuracy is maintained over time by the use of an online reference in
the signal receiver.
Cost efficiency
There is a small cost premium compared to alternative systems at the
newbuilding stage, but this is countered through a reduced mainte-
nance cost, which overall gives a lower system life-cycle cost. On LNGCs
there are savings already at installation, as no welding is required for
sensor mounting and the sensors do not require bulky casings.
Flexibility
Sensors can be mounted on deck, on girders, submerged in ballast tanks
or in void space. Systems can be configured in basic systems with only
four strain sensors, or expanded to include fatigue monitoring sensors
in the waterline, sensors in the bow for ice monitoring or local sensors
for sloshing monitoring on tank walls.
3
sensfib
hull stress monitoring
Ships that may benefit from The system includes HullInfo, which is a dedicated
Hull Stress Monitoring include: console giving the officers on watch an objective
• Tankers; crude carriers and LNG carriers measurement of the current conditions:
• Bulk carriers • Hull loads and warning of load levels that represent
• FPSOs an immediate threat to hull integrity
• Container carriers • Fatigue accumulation rates
• High speed ferries and cruise ships • Trend predictions
• Naval ships • History data
• Parameters and warning levels for all connected sensors
• Environmental data
SENSFIB Monitoring Capabilities
Hull girder stress

The main function of Hull Stress Monitoring Systems is to advise
the officers onboard on the stress in the main load-bearing long
itudinals to avoid overloading, but this is not the only function of
a modern HSM system.
Slamming
Slamming, or hard wave hits, can seriously damage bow plat-
ing, and can be difficult to predict from the bridge. A vertical
accelerometer in the bow is therefore included in all our HSM
systems. In particularly harsh conditions a ship may experience
bottom slamming, and some of our more extensive systems in-
clude sensors to characterize the bow re-entry load. Adding a
strain sensor on a double bottom stiffener in the bow is a simple
and maintenance-free alternative to bow pressure sensors that The user interface can be configured to show current stress,
require penetration of the hull. fatigue accumulation, accelerations and slamming trend as well
as sailing conditions in terms of sea state, wind, speed and
position.
Whipping and springing
These resonant effects are receiving increasing attention from ICE RESPONSE MONITORING
class societies as contributors to fatigue. SENSFIB HSM software Warning of floating ice in cold waters can be included in the
can show users the load due to whipping and springing relative HSM system by adding strain sensors in the bow waterline.
to other loads. Detailed information on these phenomena is also
available to the owner onshore for operations and planning.
Sloshing monitoring
Non-intrusive monitoring of sloshing loads can be achieved by
Fatigue measuring the stress in the steel structures that support the con-
Along with corrosion, fatigue is an important factor in the wear tainment system in LNG carriers or directly on the tank wall.
on a hull, but unlike corrosion it is impossible to inspect for fa-
tigue before cracking starts. With the good accuracy and reliabil-
ity of fiber optic HSM we are able to monitor the fatigue build-up Maintenance planning
in the areas near sensors. For the best monitoring of side-shell When integrated in the inspection and maintenance procedures,
fatigue, we recommend adding strain sensors on longitudinals the information from the HSM system provides valuable input to
inside ballast tanks in the waterline amidships. maintenance planning.
Dymamic stress ampitude (log MPa)

SAFETY: Overload alarm at 80 %
80 % Early warning against catastrophe
18 %
ECONOMY: Operating at e.g. 12 %
to extend hull life
12 % 8.6 years
23 years
Estimated operational life of hull No. of load cycles (Ne) to initial failure
5
CONFIGURATIONS
SENSFIB Global
basic hull stress monitoring
SENSFIB Global is our basic HSM solution and

corresponds to the most common class notations
for monitoring global loads (girder stress).
Class notations Standard scope of supply Options

SENSFIB Global can be configured 4 Fiber optic strain sensors Bow bottom slamming sensor
for the following classes: 1 Fiber optic vertical accelerometer 19" rack or cabinet
1 TFT bridge display Additional PC/ TFT for remote display
• DNV HMON 1 PC with recording/backup facility Onshore data viewer
• Lloyds Register ShipRight SEA 1 Uniterruptible Power Supply Interfacing to other systems, e.g.:
• Bureau Veritas MON-HULL 1 A4 printer • Loading computer
• ABS HM1 and HM2+R 2 Junction boxes • GPS
1 Fiber optic splice shelf • VDR
Software for onshore viewing of
Fiber optic cable • Ballast control
recorded data is available.
6
SENSFIB plus
Advanced hull stress monitoring
SENSFIB Plus is our more comprehensive monitoring solution for

owners that want more than the basic girder stress and slamming
information provided by SENSFIB Global.
HullInfo unit
Junction box
Sensor interface unit
Accelerometer
Short-base strain sensor
Long-base strain sensor
Added functionality Scope of supply Options

Examples of additional functionality that 1 SENSFIB Global system Wave sensor
can be added to the SENSFIB Plus system 2–4 Side shell fatigue strain sensors 19" rack or cabinet
includes: 3–6 Bow/ice impact sensors Additional PC/ TFT for remote
• Side shell fatigue monitoring with additional 1–40 Sloshing load sensors display
sensors in the waterline(s) amidships 1– Ship design specific strain sensors Interfacing to other systems, e.g.:
• Slamming and ice response monitoring with • Loading computer
additional sensors in the waterline in the Note that some configurations • GPS
bow could require additional PCs and • VDR
• Sloshing load monitoring on tank walls (for junction boxes. • Ballast control
membrane type LNG-tankers)
• Design-specific sensors on innovative vessels
• Extended interfacing to other systems on-
board and additional software modules for
decision support
7
When a satellite link is available, the
SENSFIB system can be configured to send
short status reports and key data to shore
by automatic e-mail at regular intervals.
SYSTEM COMPONENTS
Uninterruptible Power PCs and TFT monitors

Supplies Maker: Hatteland Display
Maker: GE / MGE UPS Systems Approvals/testing: DNV, GL,
Approvals/testing: ClassNK, BV
CE-marked, DNV type approval
Fiber optic short-base sensor Fiber optic long-base sensor

Maker: Light Structures AS Maker: Light Structures AS
Approvals/testing: DNV type Approvals/testing: Designed
approval according to LR Rules.
Fiber optic cable Signal receiver FBG Analyzer

Maker: Optral / Draka Maker: Light Structures AS
Approvals/testing: IEC332, Approvals/testing: IEC945,
Low Smoke – Zero Halogen, CE-marked, ATEX
metal free
Fiber optic accelerometer

Maker: Light Structures AS Optional printer
Approvals/testing: Qualified Maker: Hewlett-Packard
for marine use according to
DNV Instrumentation and
Automation.
9
technical information
Power Fiber optic strain sensors

Power Supply: 230 VAC / 50 Hz or 110 VAC / 60 Hz Short-base sensor
Emergency power: System supply via UPS with Measurement range: ± 4000 µm/m
automatic switch from ship supply to internal battery Accuracy (with FBGA): 2 µm/m
pack on power failure. Minimum 10 minutes operation Frequency range: 0 – 680 Hz
on backup power with automatic system shutdown Operating temperature: [−25, 70] °C
after 10 minutes. Temperature compensation:
Optical power: < 1.0 mW per fiber Built-in temperature sensor
Enclosure: IP68, 6 bar submersion
Visual Display Unit Long-base sensor

Size: 15" or 17" TFT monitor Measurement range: ± 2000 µm/m
Brightness: Adjustable to zero Accuracy (with FBGA): 2 µm/m
Mounting: Console or desktop mount Frequency range: 0 –5 Hz
Data backup: CD/DVD-writer Operating temperature: [−25, 70] °C
Interfacing: Serial RS232/RS422 or Ethernet Temperature compensation: Common mode rejection
Enclosure: IP65
Junction box
Enclosure: IP66 Fiber optic accelerometer
Material: AISI 316 Measurement range: ± 20 m/s2 (2 g)
Accuracy (with FBGA): ± 0.1 m/s2
Frequency range: 0 –100 Hz
Fiber optic cable Operating temperature: [−25, 70] °C
Operating temperature: [−25, 70] °C Temperature compensation:
Oil resistance: According to IEC 92-3 Common mode rejection
Other: Flame retardant, Halogen free, Metal free Enclosure: IP66
Supplemental products and services
Onboard survey and service Condition reports – SENSFIB Vista
Allthough regular maintenance by an engineer is not required, it We offer a regular reporting service that includes a concise report
is of course available. We will despatch a system specialist from of special events in the report period, fatigue status and history
our head office in Norway to any port to provide the highest as a convenient input to the maintenance planner. This service
quality diagnostics, repair and service of systems. requires that the ship forwards data backup to Light Structures
at regular intervals.
Onshore viewer software

A software package is available for reviewing data onshore. The Decision support systems
data viewer mirrors the funtionality of the onboard user inter- Contact us to learn more about how the Hull Stress Monitoring
face, and allows browsing of backup data. system can be extended to an advanced Decision Support sys-
tem that provides guidance on what’s on the horizon.
Data analysis and management

We can assist with onshore analysis of special events, and also
copying, storing and retrieving backed up data.
Principle of Fiber Bragg Grating measurements

The SENSFIB Hull Stress Monitoring system is based on Fiber Bragg Grating (FBG) sensors. The FBGs
are an internal stripe pattern in the core of the optical fiber that strongly reflects one wavelength (or color)
of light.
Input spectrum Transmitted spectrum
FBG1 FBG2 FBG3

Light source
Reflected spectrum Fused silica fiber 125 µm diameter
Wavelength selection device
Core 9 µm Grating 5 –7 mm

Electronics
The wavelength is determined by the period of the stripe pat- As the illustration shows, more than one FBG can be coupled
tern, which means that a strain or temperature that changes in series. This means that we can package sensors to measure
the period of the FBG can be characterized by monitoring the more than one parameter. This is how Light Structures’ strain
wavelength reflected from that FBG. sensors also measures the temperature at the sensor location.
In a measurement system, a broadband light source illumi- The technique does not require much light to work well, so
nates the FBGs. A single peak wavelength is reflected from each the optical power level can be kept very low, less than 1 mW.
FBG. The reflections are measured using a wavelength selection DNV has set an upper limit of 10 mW for intrinsically safe optical
device that scans the spectrum. The temperatures and strains are circuits.
then determined from the measured wavelengths.
11
The fiber optic solution for hull stress monitoring
SENSFIB Hull Stress Monitoring

Safer and more cost-effective operation through monitoring
Light Structures contributes to safer and more costeffective operation of vessels and structures through the acquisition and
analysis of load data. The company is the world leading provider of fiber optic monitoring systems to the maritime sector.
SENSFIB ™
Safe and cost-effective operation of a vessel Based on Fiber Bragg Grating sensor technology, SENSFIB enables you to:
demands exact knowledge of the ship's design SENSFIB is a combination of fiber optic stress
and awareness of the operation risks and their sensors, signal receiver and HULLINFO data INCREASE SAFETY
consequences. processing and presentation software designed • Protect your ship, crew and cargo
to provide operator on bridge with real-time • Avoid environmental disasters
Among these is the risk of ship encountering feedback on vessel's operation. • Optimize heading and speed by knowing
rough sea conditions where hull is subjected to weather impact in real-time
significant stresses potentially leading to damage SENSFIB successfully benefits tankers, LNG • Know the limits for safe operation
or, in the worst case, a disaster. carriers, bulk carriers, offshore ships and • Document and verify hull performance
structures, container ships, cruise ships, navy and
To avoid or mitigate hull damage induced by advanced hull design vessels. • Analyze failure (black box function)
bending and slamming in waves, knowing the SAVE COSTS
optimum heading and speed is crucial. SENSFIB has been approved according to the hull • Extend hull life and earning period
stress monitoring rules of all major class societies • Avoid unscheduled dry docking resulting
By continuously monitoring and analyzing stresses, - DNV HMON1 and HMON2, Lloyd's Register
the hull stress monitoring system can guide crew in ShipRightSea, Bureau Veritas MON-HULL, ABS from overloading damage
crucial decision-making and provide alarms when HM and RINA MONHULL. • Optimize maintenance to condition-based
stresses exceed safe limits. At the same time the IMPROVE COMPETITIVENESS
system benefits ship owners by providing accurate FIBER OPTIC ADVANTAGES • Boost public image of safety awareness
information on the ship's operation and resulting • Receive additional Class notation to
fatigue damage. • Explosion Safety. No electric components and
risk of sparks in hazardous areas demonstrate ship's quality and safety
Developed in cooperation with DNV class society • Reliability. Robust design and long-term SENSFIB gives you overview of:
and the Norwegian Defense Research stability. Waterproof - no short circuits
Establishment, SENSFIB is a hull monitoring • Global hull girder stresses
system of choice for major shipyards in South • Accuracy. No electromagnetic noise and • Local stresses in waterline
Korea and throughout the world. emissions. High signal precision and fast • Bow slamming
response over long distances • Fatigue accumulation
• Whipping and springing
• Cost Efficiency. No sensor maintenance • Sloshing pressure in LNG tanks
• Flexibility. Small in size and weight. Easy to install • Ice response
with adhesives. Measure directly on stiffeners on
dry surfaces or submerged in water in ballast tanks
• Additional Functionality. High multi-channel
data throughput and multiple sensors on single
cable. 2-in-one sensors for reading stress and
temperature.
SENSIFB interface and system components Optimizing structure lifecycle.
LIGHT STRUCTURES AS • Hasleveien 38 NO-0571 Oslo • Tel: +47 23 89 71 33 • info@lightstructures.no • www.lightstructures.no

UNCLASSIFIED
Appendix H Sh.A.M.An, CETENA

(2 pages)
UNCLASSIFIED
Sh.A.M.An.
HULL MONITORING SYSTEM
CETENA has a long-standing experience on sea trials, long term monitoring, prediction of
motions and stresses on sea-going vessels.
The availability of real time information on ship structures is an important support to safely
protect ship asset, cargo and crew. CETENA has developed the Ship Advanced
Monitoring and Analysis (Sh.A.M.An.) system able to reduce the risk of damage to hull
structures caused by improper loading or high speed in bad weather conditions.
The system can be customized according to specific needs, integrating different kind of
sensors like strain gauges, accelerometers, inclinometers, pressure gauges, wave radars and
so on. Full 3D finite element analysis can be carried out by CETENA in order to choose the
more appropriate location for sensors and set warning and alarm thresholds.
Sh.A.M.An. provides alarms in real time if hull stress overtakes thresholds and can be
interfaced with most navigation equipments, automation systems, VDRs and loading
computers. In particular, interfacing with the loading computer allows to compare predicted
bending moment with data recorded by sensors on board in order to provide warnings or
alarms and to control the loading operations.
The information collected by the software can be used to assist in hull condition evaluation
and fatigue life assessment with the possibility to prevent structural cracks and to schedule
inspections and maintenance activities.
Sh.A.M.An, can also be interfaced with ship maintenance software systems.
The system provides an opportunity for ship-owners to discuss and negotiate a lower
insurance premium.
Sh.A.M.An. has recently been awarded the Certificate of Design Assessment by RINA
according to the additional class notation MON-HULL + S.
CETENA S.p.A. tel +39 010 5995 460
Via Ippolito d’Aste, 5 fax +39 010 5995 790
16121 Genova info@cetena.it
Italy www.cetena.it
Configuration:
Sh.A.M.An. consists of:
a set of sensors (strain gauges, accelerometers, inclinometers, pressure sensors,

wave-meter or waveradar) for the detection of environmental conditions and ship’s
structures behaviour;
one or more control units for data collection and processing;
a console with a user-friendly graphical interface, to provide the ship Master and
Officers with real time information on ship motions and loads, and a comparison with
design data and threshold values.
Benefits:
Protects ship asset, cargo and crew;
Helps to correct potentially dangerous situations;
Monitors the ship structural integrity during transfer of ballast between different
tanks at sea or in ship loading/unloading operations in port;
Allows to evaluate and predict the ship fatigue life;
Helps to understand how to best operate the ship, maintaining high structural safety
margins;
Reduces costs of any repairs due to damage of structures;
Potentially reduces insurance premiums;
Demonstrates the ship quality to charterers.
For information: SMO@cetena.it

CETENA S.p.A. tel +39 010 5995 460
Via Ippolito d’Aste, 5 fax +39 010 5995 790
16121 Genova info@cetena.it
Italy www.cetena.it
UNCLASSIFIED
Appendix I SMARTSTRESS, BMT SeaTech

(5 pages)
UNCLASSIFIED
A part of BMT in Maritime Transport
www.bmtseatech.co.uk
SMART
(Ship-board Monitoring, Analysis and Recording Technologies)
SMART
(Ship-board Monitoring, Analysis
and Recording Technologies)
The SMART product suite comprises

the following:
SMARTSTRESS Hull Stress and

Motion Monitoring;
SMARTPOWER Ship Performance
Monitoring;
SMARTSHORE Shore-side reporting
and analysis of data.
The successful operation of a vessel
depends upon a complex number of
factors. Some will be totally within the
ship owner’s control and some, such as
the weather, can only be forecast and
attempts made to mitigate the impact.
In both respects, knowledge and
an understanding of the risk and
consequences are key to optimising In conjunction with industry partners, ship of products that monitor and report on the
a ship’s performance and ensuring operators and Masters, we have developed safety and performance aspects of a ship’s
safe operation. the SMART product suite, which is a range operation.
Increased Safety
through continuous monitoring
In heavy weather the safe operation option of fibre optic sensors.

of a ship requires decisions to be
SMARTSTRESS helps you to:
made regarding the optimum speed
protect your assets: hull, crew
and heading to avoid excessive wave-
and cargo;
induced bending and bow slamming.
determine the safe operating speed
SMARTSTRESS monitors hull stresses and and heading in heavy weather;
motions in real-time, providing alarms ensure the hull is not overstressed
to the ship’s officers when the stresses during ballast exchange at sea and
exceed safe limits. By continuously cargo operations;
recording these measurements, the reduce repair and off-hire costs
system also provides the ship owner resulting from heavy weather damage;
with accurate information on the ship’s help avoid or resolve charter disputes
operation and resulting fatigue damage. with accurate voyage reports of
stresses, slamming and
SMARTSTRESS utilises an easy-to-use
corresponding speeds;
touchscreen display and simple layout
potentially reduce insurance premiums;
to provide the user with instantaneous
demonstrate the quality and safety of
access to vital information about the
your fleet to charterers (emphasised
ship’s current operating condition.
by Class notation);
The system has been approved by all ensure your ship is operated within
major class societies. The flexible design safe limits;
of SMARTSTRESS enables its configuration extend the life of your ship through
to be easily customised for bespoke safer and strategic operational
monitoring applications, including the procedures.
Cost Savings and Increased Efficiency
through optimised performance
A vessel’s operating efficiency is the

sum of the engine, propeller and hull
efficiencies. For a vessel to operate
at its most economic, the prudent
owner will wish to be able to quantify
the effects of negative parameters
on the performance, such as hull
fouling, in order to optimise the
period between hull or propeller
cleaning.
SMARTPOWER is an advanced real
time ship performance monitoring
and analysis tool. Utilising
touchscreen technology, the system
continuously records ship speed,
fuel consumption, shaft rpm and
torque together with navigational and
environmental parameters in order
to present performance trends over
reducing emissions (CO2, NOx and SOx); timely main engine repair / operation;
time. These may be corrected for
reducing fuel consumption; optimising periods between hull and
draft, trim and the environment.
increasing operating speed; propeller cleaning;
Such knowledge can assist ship educating ship’s staff in the factors assessing alternative paint strategies.
operators in: effecting speed / fuel consumption;
Improved Competitiveness
through fleet comparison
SMARTSHORE is a shore-based fleet The versatility of the software allows

performance and safety analysis tool. user’s to customise their own reports in
The software completes the suite of order to suit the required analysis types
SMART products by providing the and also export data in common file
shoreside means to analyse data formats for use in spreadsheets or other
from ships fitted with BMT SeaTech’s applications.
SMARTSTRESS and SMARTPOWER systems.
A network license allows multiple users
The simple design allows in-depth to access SMARTSHORE over a standard
analysis to be performed on single or office network. The software can also be
multiple vessel data simultaneously set up over a Wide Area Network allowing
whilst also providing accurate report data analysis over the internet and
data for specific voyages or periods. In complete access to vessel information.
turn this allows the Superintendent or
Ship Manager to identify opportunities
for making performance or safety related
decisions and providing the necessary
feedback to the Master.
When used in conjunction with BMT
SeaTech’s Distributor emailing and
network communications software,
SMARTSHORE can automatically receive
data from ships at regular periods such
as daily or weekly so that information is
constantly updated and analysed.
The BMT SMART product suite enables complete
vessel safety and performance management.
Monitoring hull stresses, motions, fatigue and
performance characteristics means the ship
operator can increase safe operation, reduce
maintenance costs and improve performance,
resulting in increased speed and reduced fuel
consumption / emissions.
BMT SeaTech is a leading international provider

of maritime products, advanced software
systems and related specialist consultancy
services to support commercial ship operations.
BMT SeaTech’s products and services enable
customers to achieve outstanding operational
performance and the highest safety standards.
BMT SeaTech is a BMT Group company.
BMT SeaTech Ltd

Grove House
7 Ocean Way
Ocean Village
Southampton
SO14 3TJ
United Kingdom
Tel: +44 (0) 23 8063 5122
Fax: +44 (0) 23 8063 5144
Email: smart@bmtseatech.co.uk
A part of BMT in Maritime Transport
Marine Safety and Compliance
SMART Ship-board Monitoring, Analysis and Recording Technologies
SMARTSTRESS In heavy weather the safe operation

of a ship requires decisions to be
SMARTSTRESS helps you to:
- Protect your assets: hull, crew
made regarding the optimum speed
and cargo
The successful operation of a and heading to avoid excessive
vessel depends upon a complex wave induced bending and bow - Determine the safe operating
number of factors. Some will be speed and heading in heavy
slamming.
totally within the ship owner’s
weather
control and some, such as the SMARTSTRESS monitors hull
weather, can only be forecast and stresses and motions in real-time, - Ensure the hull is not
attempts made to mitigate the overstressed during ballast
providing alarms to the ship’s
impact.
officers when the stresses exceed exchange at sea and cargo
In both respects, knowledge and an safe limits. By continuously operations
understanding of the risk and
recording these measurements, the - Reduce repair and off-hire costs
consequences are key to optimising
a ship’s performance and ensuring system also provides the ship resulting from heavy weather
safe operation. owner with accurate information on damage
the ship’s operation and resulting
In conjunction with industry - Help avoid or resolve charter
partners, ship operators and fatigue damage.
disputes with accurate voyage
Masters, we have developed the SMARTSTRESS utilises an easy-to-
SMART product suite, which is a reports of stresses, slamming
use touchscreen display and simple and corresponding speeds
range of products that monitor and
report on the safety and layout to provide the user with
instantaneous access to vital - Potentially reduce insurance
performance aspects of a ship’s
operation. information about the ship’s current premiums
operating condition. - Demonstrate the quality & safety
The system has been approved by of your fleet to charterers
all major class societies. (emphasised by Class notation)
The flexible design of SMARTSTRESS - Know the safe operating limits of

enables its configuration to be your ship more accurately
easily customised for bespoke - Extend the life of your ship
monitoring applications, including through safer and strategic
the option of fibre optic sensors. operational procedures
Date: January 2008 Ref No.112.1 BMT SeaTech Ltd

Grove House, 7 Ocean Way, Ocean Village, Southampton, SO14 3TJ, UK
+44 (0) 23 8063 5122
UNCLASSIFIED
Appendix J StressAlert, Strainstall UK Ltd

(4 pages)
UNCLASSIFIED
UNCLASSIFIED
Appendix K Narada Wireless Data Acquisition and

Control System
(1 pages)
UNCLASSIFIED
TECHNICAL PRODUCT OVERVIEW AND SPECIFICATIONS
NARADA
WIRELESS DATA ACQUISITION AND CONTROL SYSTEM
OVERVIEW CPU
Processor Atmel ATmega128
The Narada system is a powerful wireless data acquisition
and control solution built around the Atmel ATmega128 FLASH 128 kB
microcontroller. Designed for applications requiring high EEPROM 4 kB
resolution data collection, and/or real-time control, the
Narada has a four-channel 16-bit ADC and 128kB of sup- SRAM 4 kB
plemental SRAM for temporary data storage. Unique External SRAM 128 kB
amongst its competitors, the Narada also incorporates a
External Clock Speed 8 MHz
two-channel 12-bit DAC for wireless control applications.
By leveraging the versatile TI CC2420 wireless radio for

IEEE 802.15.4 communications and an optional high-gain DATA ACQUISITION
radio for extended range, the Narada system is capable of Input Channels 4 Single Ended / 2 Differential
reliable data transmission in large networks and at dis-
tances of up to 600m. Analog-to-Digital Conversion 16-bit Resolution (0 - 5 V)
Data Storage Capacity 128kB (> 60,000 data points)
An extensive software development kit is also available
for purchase with the Narada hardware. This kit contains DC Sensor Excitation +5 V DC
tools to help create intelligent software solutions for both Real-Time Data Throughput 1,500 samples / sec
the embedded and the PC environment that are applicable
to a variety of sensing and controls applications. Maximum Sampling Rate 10,000 samples / sec
GENERAL INFORMATION VOLTAGE ACTUATION

Dimensions 69mm x 72mm x 12mm Output Channels 2
(with standard radio)
Digital-to-Analog Conversion 12-bit Resolution (0 - 4 V)
Base Station to PC Interfaces RS-232, USB Maximum Output Current 15 mA
RADIO POWER CONSUMPTION

Transceiver TI CC2420 Current Draw in Sleep Mode 10 mA
Frequency Band 2.4000 - 2.4835 GHz Current Draw in Active Mode 30 mA
Data Rate 250 kb/s Current Draw in Rx/Tx Mode 52 mA

Range (line of sight) 50m (standard radio) Input Voltage 6.0 - 9.0 V
600m (high gain radio)
Batteries 5/6-AA or 1-9V
Narada hardware design licensed from the University of Michigan
WWW.CIVIONICS.COM CIVIONICS, LLC INFO@CIVIONICS.COM
PH: 734-660-4286 P.O. BOX 131212 ANN ARBOR, MI 48113

Page classification: UNCLASSIFIED
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION

DOCUMENT CONTROL DATA 1. PRIVACY MARKING/CAVEAT (OF DOCUMENT)
2. TITLE 3. SECURITY CLASSIFICATION (FOR UNCLASSIFIED REPORTS

THAT ARE LIMITED RELEASE USE (L) NEXT TO DOCUMENT
Review of Hull Structural Monitoring Systems for Navy Ships CLASSIFICATION)
Document (U)
Title (U)
Abstract (U)
4. AUTHOR(S) 5. CORPORATE AUTHOR

Defence Science and Technology Organisation
B.P. Phelps and B. Morris 506 Lorimer St
Fishermans Bend Victoria 3207
Australia
6a. DSTO NUMBER 6b. AR NUMBER 6c. TYPE OF REPORT 7. DOCUMENT DATE
DSTO-TR-2818 AR-015-561 Technical Report May 2013
8. FILE NUMBER 9. TASK NUMBER 10. TASK SPONSOR 11. NO. OF PAGES 12. NO. OF REFERENCES
2012/1195506/1 07/359 HNE 40 40
13. DSTO Publications Repository 14. RELEASE AUTHORITY
http://dspace.dsto.defence.gov.au/dspace/ Chief, Maritime Platforms Division
15. SECONDARY RELEASE STATEMENT OF THIS DOCUMENT
Approved for public release
OVERSEAS ENQUIRIES OUTSIDE STATED LIMITATIONS SHOULD BE REFERRED THROUGH DOCUMENT EXCHANGE, PO BOX 1500, EDINBURGH, SA 5111
16. DELIBERATE ANNOUNCEMENT
No Limitations
17. CITATION IN OTHER DOCUMENTS Yes

18. DSTO RESEARCH LIBRARY THESAURUS
Fatigue life, Hulls, Monitoring, Sensors, Ship Structures, Strain Gauges,
19. ABSTRACT
At the request of DMO Head Maritime Systems Division (HMSD) a study was undertaken to investigate issues related to
installation of hull structural monitoring systems (HSMS) on RAN ships. This report provides results of a literature and internet
survey to determine the state of the art of HSMS on commercial and military ships together with discussion of issues related to navy
ships generally. System configurations range from basic installations intended to monitor hull girder bending stresses up to complex
developmental systems employing technologies such as fibre-optic sensors and wireless data transmission. Vendor material related
to commercial off the shelf (COTS) systems is provided in a number of appendices.
Page classification: UNCLASSIFIED

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UNCLASSIFIED

Review of Hull Structural Monitoring Systems

B. Phelps and B. Morris

Maritime Platforms Division

Defence Science and Technology Organisation

Approved for public release

Maritime Platforms Division

Telephone: 1300 DEFENCE

© Commonwealth of Australia 2013

APPROVED FOR PUBLIC RELEASE

Review of Hull Structural Monitoring Systems for

Military off the shelf installations typically have enhanced configurations of

Bernard is a naval architect with over 25 years experience related

Brett is a Naval Architect/Systems Engineer who joined DSTO in

This page is intentionally blank

ACRONYMS & ABBREVIATIONS

2. SHIP STRUCTURAL LOADING .................................................................................... 1

4. HULL STRUCTURAL MONITORING OVERVIEW .................................................. 7

5. REVIEW OF EXISTING HSMS...................................................................................... 10

6. HSMS TECHNOLOGIES ................................................................................................ 22

6.3 Data Communication ............................................................................................. 27

7. HSMS FOR NAVY SHIPS............................................................................................... 29

10. REFERENCES .................................................................................................................... 36

11. LIST OF APPENDICES.................................................................................................... 40

Acronyms & Abbreviations

ACPB Armidale Class Patrol Boats

LVDT Linear Variable Differential Transformer

2. Ship Structural Loading

2.1 Static Loads

2.2 Low Frequency Dynamic Loads

2.3 High Frequency Dynamic Loads

2.4 Impact Loads

2.5 Operational Loads

2.6 Thermal Loads

3.1 Overload Failure

3.2 Fatigue Failure

3.2.1 Hull Girder Fatigue Life

3.2.3 Fatigue of Warships

Fatigue is significantly complicated by the presence of corrosion, which causes stress

4. Hull Structural Monitoring Overview

4.1 Regulatory Influences

4.2 Typical HSMS Configuration

5. Review of Existing HSMS

5.1 Commercial off the Shelf Systems

5.2 Military off the Shelf

5.2.1 French Navy (Marine Nationale)

5.2.2 Royal Norwegian Navy

A number of comments and observations by Torkildsen et al [20] relating to the ESHHM

5.2.3 United States Coast Guard

Figure 4. US Coast Guard Cutter USCGC MIDGETT (WHEC-726), (Source [24])

5.3 Developmental Systems

5.3.1 Defence Evaluation and Research Agency

5.3.2 Armidale Class Patrol Boat Concept Demonstrator

5.3.3 FSF-1 SEA FIGHTER

Important observations and conclusions reported by Kiddy et al [30] included:

i. Reduced cabling compared to traditional electronic gauges and shielded electrical

v. Always practice an installation prior to doing the actual installation.

5.3.5 Acoustic emission monitoring

i. A concept feasibility and development study involving a single hull tanker, a