Floating bare tether as upper atmosphere probe

Use of a conductive bare tape electrically floating in low Earth orbit as an effective electron beam source to produce artificial auroral effects, free of problems that mard tandard beams, is considered. Ambient ions impacting the tape with keV energies over most of its length liberate secondary electrons that race down the magnetic field, excite neutrals in the E layer, and result in auroral emissions. The tether would operate with both a power supply and a plasma contactor off at nighttime; power and contactor would be on at daytime for reboost. Tomographic analysis of auroral emissions from the footprint of the beam, as observed from the spacecraft, can provide density profiles of dominant neutral species in the E layer. A characteristic tether system, at altitude 300 km and moderate orbital inclination, would involve an aluminum tape with a length of 20 km, a width of 15 mm, and a thickness of 0.2 mm for a full-system mass around 1200 kg, with two thirds going into the power subsystem.

Learning from the living bodies: New principles and techniques for photonic sensing

Signal processing in any living being is much more complex than the one performed in artificial systems. Cortex architecture, although only partly known, gives some useful ideas to be employed in sensing technology. To analyze some of these structures is the objective of this paper. Among the points to be analyzed are the parallel transfer of information, the similarity of the different systems and the massive amount of data analyzed by physical techniques. As an example of these concepts, the possibility to transmit images in a parallel way will be reported.

Use of a scrapped ship as a floating breakwater for shore protection

The purpose of this research is to assess the effectiveness of a ship used as a detached floating breakwater for coastal protection and forming salients of sand or tombolos. Floating breakwaters have been extensively used as port or coastal protection structures and display advantages in terms of construction and ecology, amongst others. However, the greatest problem these structures present is the limited range of wave heights and periods for which they are really effective. Furthermore, ships may be considered as floating structures which, used as breakwaters, would keep the advantages of floating breakwaters and would increase their range of applicability. The possibility of using ships at the conclusion of their useful life for this purpose would also involve greater economic and environmental advantages. Tests were carried out to assess the ship’s effectiveness as a detached floating breakwater using a scaled down physical model to determine the vessel’s transmission coefficient (Kt) as to regular waves with significant periods of 5 sec to 12 sec and significant wave heights of 1.5 m to 4 m at depths from 20 m to 35 m. The ship proves effective for waves up to 4 m significant height and significant periods up to 9 sec. Hanson and Kraus and Pilarzyk’s analytical models, which take transmission coefficients into account, were used to analyse the shore’s response to the breakwater protection. The results obtained show that salients form for waves with periods between 6 sec and 9 sec. It is also concluded that the depths tested are far different from the more usual shallow water involved in constructing detached breakwaters and the shore’s response is therefore scarce.

Variable Speed Limits. Review and development of an aggregate indicator based on floating car data.

Changing factors (mainly traffic intensity and weather conditions) affecting road conditions require a suitable optimal speed at any time. To solve this problem, variable speed limit systems (VSL) ? as opposed to fixed limits ? have been developed in recent decades. This term has included a number of speed management systems, most notably dynamic speed limits (DSL). In order to avoid the indiscriminate use of both terms in the literature, this paper proposes a simple classification and offers a review of some experiences, how their effects are evaluated and their results This study also presents a key indicator, which measures the speed homogeneity and a methodology to obtain the data based on floating cars and GPS technology applying it to a case study on a section of the M30 urban motorway in Madrid (Spain).

Floating-point exponentiation units for reconfigurable computing

The high performance and capacity of current FPGAs makes them suitable as acceleration co-processors. This article studies the implementation, for such accelerators, of the floating-point power function xy as defined by the C99 and IEEE 754-2008 standards, generalized here to arbitrary exponent and mantissa sizes. Last-bit accuracy at the smallest possible cost is obtained thanks to a careful study of the various subcomponents: a floating-point logarithm, a modified floating-point exponential, and a truncated floating-point multiplier. A parameterized architecture generator in the open-source FloPoCo project is presented in details and evaluated.

Sensitivity analysis to assess the influence of the inertial properties of railway vehicle bodies on the vehicle’s dynamic behaviour

A sensitivity analysis has been performed to assess the influence of the inertial properties of railway vehicles on their dynamic behaviour. To do this, 216 dynamic simulations were performed modifying, one at a time, the masses, moments of inertia and heights of the centre of gravity of the carbody, the bogie and the wheelset. Three values were assigned to each parameter, corresponding to the percentiles 10, 50 and 90 of a data set stored in a database of railway vehicles. After processing the results of these simulations, the analyzed parameters were sorted by increasing influence. It was also found which of these parameters could be estimated with a lesser degree of accuracy for future simulations without appreciably affecting the simulation results. In general terms, it was concluded that the most sensitive inertial properties are the mass and the vertical moment of inertia, and the least sensitive ones the longitudinal and lateral moments of inertia.

Floating Bare Tether as Upper Atmosphere Probe

Use of a (bare) conductive tape electrically floating in LEO as an effective e-beam source that produces artificial auroras, and is free of problems that have marred standard beams, is considered. Ambient ions impacting the tape with KeV energies over most of its length liberate secondary electrons, which race down the magnetic field and excite neutrals in the E-layer, resulting in auroral emissions. The tether would operate at night-time with both a power supply and a plasma contactor off; power and contactor would be on at daytime for reboost. The optimal tape thickness yielding a minimum mass for an autonomous system is determined; the alternative use of an electric thruster for day reboost, depending on mission duration, is discussed. Measurements of emission brightness from the spacecraft could allow determination of the (neutral) density vertical profile in the critical E-layer; the flux and energy in the beam, varying along the tether, allow imaging line-of-sight integrated emissions that mix effects with altitude-dependent neutral density and lead to a brightness peak in the beam footprint at the E-layer. Difficulties in tomographic inversion, to determine the density profile, result from beam broadening, due to elastic collisions, which flattens the peak, and to the highly nonlinear functional dependency of line-of-sight brightness. Some dynamical issues are discussed.

Analysis of wave attenuation and shore protection of a bulk carrier ship performing as a detached floating breakwater

Análisis de la atenuación del oleaje por un carguero funcionando como dique flotante y aplicación a dos casos de protección portuaria y costera. The effectiveness of a bulk carrier working as a detached floating breakwater to protect a stretch of coast and form salients or tombolos is assessed in this paper. Experiments were conducted in the Madrid CEDEX facilities in a 30 m long, 3 m wide, 1/150 scale flume. The bulk carrier ship is 205 m long, 29 m wide and 18 m in height with a draught of 13 m, and has been subjected to irregular waves with significant heights from 2 m to 4 m and peak periods from 6 s to 12 s at a depth of 15 m, all prototype dimensions. Three probes were placed between the wave paddle and the ship to record incident and reflected waves and four probes were placed between the ship and the coastline to measure the transmitted waves. Transmission, reflection and dissipation coefficients (Ct, Cr, Cd) were calculated to determine wave attenuation. Results show good shelter in the lee of the ship with values of Ct under 0.5 for peak periods from 6 s to 11 s. In addition, forces on the mooring chains were measured showing maximum values of about 2000 tons at a 10 speak period. Finally, two analytical models were used to determine the shoreline’s response to the ship’s protection and to assess the possible forming of salients or tombolos. According to the results, salients - but not tombolos - are formed in all tests.

Using floating car data to analyse the effects of ITS measures and eco-driving

The road transportation sector is responsible for around 25% of total man-made CO2 emissions worldwide. Considerable efforts are therefore underway to reduce these emissions using several approaches, including improved vehicle technologies, traffic management and changing driving behaviour. Detailed traffic and emissions models are used extensively to assess the potential effects of these measures. However, if the input and calibration data are not sufficiently detailed there is an inherent risk that the results may be inaccurate. This article presents the use of Floating Car Data to derive useful speed and acceleration values in the process of traffic model calibration as a means of ensuring more accurate results when simulating the effects of particular measures. The data acquired includes instantaneous GPS coordinates to track and select the itineraries, and speed and engine performance extracted directly from the on-board diagnostics system. Once the data is processed, the variations in several calibration parameters can be analyzed by comparing the base case model with the measure application scenarios. Depending on the measure, the results show changes of up to 6.4% in maximum speed values, and reductions of nearly 15% in acceleration and braking levels, especially when eco-driving is applied.

A nonlinear analysis of laying a floating pipeline on the seabed

In this article, a model for the determination of displacements, strains, and stresses of a submarine pipeline during its construction is presented. Typically, polyethylene outfall pipelines are the ones treated by this model. The process is carried out from an initial floating situation to the final laying position on the seabed. The following control variables are considered in the laying process: the axial load in the pipe, the flooded inner length, and the distance of the control barge from the coast. External loads such as self-weight, dead loads, and forces due to currents and small waves are also taken into account.This paper describes both the conceptual framework for the proposed model and its practical application in a real engineering situation. The authors also consider how the model might be used as a tool to study how sensitive the behavior of the pipeline is to small changes in the values of the control variables. A detailed description of the actions is considered, especially the ones related to the marine environment such as buoyancy, current, and sea waves. The structural behavior of the pipeline is simulated in the framework of a geometrically nonlinear dynamic analysis. The pipeline is assumed to be a two-dimensional Navier_Bernoulli beam. In the nonlinear analysis an updated Lagrangian formulation is used, and special care is taken regarding the numerical aspects of sea bed contact, follower forces due to external water pressures, and dynamic actions. The paper concludes by describing the implementation of the proposed techniques, using the ANSYS computer program with a number of subroutines developed by the authors. This implementation permits simulation of the two-dimensional structural pipe behavior of the whole construction process. A sensitivity analysis of the bending moments, axial forces, and stresses for different values of the control variables is carried out. Using the techniques described, the engineer may optimize the construction steps in the pipe laying process

Transverse galloping of two-dimensional bodies having a rhombic cross-section

Transverse galloping is a type of aeroelastic instability characterized by oscillations perpendicular to wind direction, large amplitude and low frequency, which appears in some elastic two-dimensional bluff bodies when they are subjected to an incident flow, provided that the flow velocity exceeds a threshold critical value. Understanding the galloping phenomenon of different cross-sectional geometries is important in a number of engineering applications: for energy harvesting applications the interest relies on strongly unstable configurations but in other cases the purpose is to avoid this type of aeroelastic phenomenon. In this paper the aim is to analyze the transverse galloping behavior of rhombic bodies to understand, on the one hand, the dependence of the instability with a geometrical parameter such as the relative thickness and, on the other hand, why this cross-section shape, that is generally unstable, shows a small range of relative thickness values where it is stable. Particularly, the non-galloping rhombus-shaped prism?s behavior is revised through wind tunnel experiments. The bodies are allowed to freely move perpendicularly to the incoming flow and the amplitude of movement and pressure distributions on the surfaces is measured.

Mechanical properties up to 1900 K of Al2O3/Er3Al5O12/ZrO2 eutectic ceramics grown by the laser floating zone method

Directionally solidified Al2O3–Er3Al5O12–ZrO2 eutectic rods were processed using the laser floating zone method at growth rates of 25, 350and 750 mm/h to obtain microstructures with different domain size. The mechanical properties were investigated as a function of the processing rate. The hardness, 15.6 GPa, and the fracture toughness, 4 MPa m1/2, obtained from Vickers indentation at room temperature were practically independent of the size of the eutectic phases. However, the flexural strength increased as the domain size decreased, reaching outstanding strength values close to 3 GPa in the samples grown at 750 mm/h. A high retention of the flexural strength was observed up to 1500 K in the materials processed at 25 and 350 mm/h, while superplastic behaviour was observed at 1700 K in the eutectic rods solidified at the highest rate of 750 mm/h

Aerodynamic loads on bluff bodies under wind gusts

Esta tesis doctoral se ha centrado en el estudio de las cargas aerodinámicas no estacionario en romos cuerpos o no aerodinámicos (bluff bodies). Con este objetivo se han identificado y analizado los siguientes puntos: -Caracterización del flujo medido con diferentes tipos de tubos de Pitot y anemómetro de hilo caliente en condiciones de flujo no estacionario inestable generado por un túnel aerodinamico de ráfagas. -Diseño e integración de los montajes experimentales requeridos para medir las cargas de viento internas y externas que actúan sobre los cuerpos romos en condiciones de flujo de viento con ráfagas. -Implementación de modelos matemáticos semi-empíricos basados en flujo potencial y las teorías fenomenológicas pertinentes para simular los resultados experimentales. -En diversan condiciones de flujo con ráfagas, la identificación y el análisis de la influencia de los parámetros obtenida a partir de los modelos teóricos desarrollados. -Se proponen estimaciones empíricas para averiguar los valores adecuados de los parámetros que influyente, mediante el ajuste de los resultados experimentales y los predichos teóricamente. Los montajes experimentales se has reakizado en un tunel aerodinamico de circuito abierto, provisto de baja velocidad, cámara de ensayes cerrada, un nuevo concepto de mecanismo generador de ráfaga sinusoidal, diseñado y construido en el Instituto de Microgravedad "Ignacio Da Riva" de la Universidad Politécnica de Madrid, (IDR / UPM). La principal característica de este túnel aerodynamico es la capacidad de generar un flujo con un perfil de velocidad uniforme y una fluctuación sinusoidal en el tiempo. Se han realizado pruebas experimentales para estudiar el efecto de los flujos no estacionarios en cuerpos romos situados en el suelo. Se han propuesto dos modelos teóricos para diterminar las cargas de presión externas e internas respectivamente. Con el fin de satisfacer la necesidad de la crea ráfagas de viento sinusoidales para comprobar las predicciones de los modelos teóricos, se han obtenido velocidades de hasta 30 m/s y frecuencias ráfaga de hasta 10 Hz. La sección de la cámara de ensayos es de 0,39 m x 0,54 m, dimensiónes adecuadas para llevar a cabo experimentos con modelos de ensayos. Se muestra que en la gama de parámetros explorados los resultados experimentales están en buen acuerdo con las predicciones de los modelos teóricos. Se han realizado pruebas experimentales para estudiar los efectos del flujo no estacionario, las cuales pueden ayudar a aclarar el fenómeno de las cargas de presión externa sobre los cuerpos romos sometidos a ráfagas de viento: y tambien para determinan las cargas de presión interna, que dependen del tamaño de los orificios de ventilación de la construcción. Por último, se ha analizado la contribución de los términos provenientes del flujo no estacionario, y se han caracterizado o los saltos de presión debido a la pérdida no estacionario de presión a través de los orificios de ventilación. ABSTRACT This Doctoral dissertation has been focused to study the unsteady aerodynamic loads on bluff bodies. To this aim the following points have been identified and analyzed: -Characterization of the flow measured with different types of Pitot tubes and hot wire anemometer at unsteady flow conditions generated by a gust wind tunnel. -Design and integrating of the experimental setups required to measure the internal and external wind loads acting on bluff bodies at gusty wind flow conditions. -Implementation of semi-empirical mathematical models based on potential flow and relevant phenomenological theories to simulate the experimental results.-At various gusty flow conditions, extracting and analyzing the influence of parameters obtained from the developed theoretical models. -Empirical estimations are proposed to find out suitable values of the influencing parameters, by fitting the experimental and theoretically predicted results. The experimental setups are performed in an open circuit, closed test section, low speed wind tunnel, with a new sinusoidal gust generator mechanism concept, designed and built at the Instituto de Microgravedad “Ignacio Da Riva” of the Universidad Politécnica de Madrid, (IDR/UPM). The main characteristic of this wind tunnel is the ability to generate a flow with a uniform velocity profile and a sinusoidal time fluctuation of the speed. Experimental tests have been devoted to study the effect of unsteady flows on bluff bodies lying on the ground. Two theoretical models have been proposed to measure the external and internal pressure loads respectively. In order to meet the need of creating sinusoidal wind gusts to check the theoretical model predictions, the gust wind tunnel maximum flow speed and, gust frequency in the test section have been limited to 30 m/s and 10 Hz, respectively have been obtained. The test section is 0.39 m × 0.54 m, which is suitable to perform experiments with testing models. It is shown that, in the range of parameters explored, the experimental results are in good agreement with the theoretical model predictions. Experimental tests have been performed to study the unsteady flow effects, which can help in clarifying the phenomenon of the external pressure loads on bluff bodies under gusty winds: and also to study internal pressure loads, which depend on the size of the venting holes of the building. Finally, the contribution of the unsteady flow terms in the theoretical model has been analyzed, and the pressure jumps due to the unsteady pressure losses through the venting holes have been characterized.

Selected topics in the Hydrodynamics of floating offshore wind turbines: heave damping and second order surge motions

La Energía eléctrica producida mediante tecnología eólica flotante es uno de los recursos más prometedores para reducir la dependencia de energía proveniente de combustibles fósiles. Esta tecnología es de especial interés en países como España, donde la plataforma continental es estrecha y existen pocas áreas para el desarrollo de estructuras fijas. Entre los diferentes conceptos flotantes, esta tesis se ha ocupado de la tipología semisumergible. Estas plataformas pueden experimentar movimientos resonantes en largada y arfada. En largada, dado que el periodo de resonancia es largo estos puede ser inducidos por efectos de segundo orden de deriva lenta que pueden tener una influencia muy significativa en las cargas en los fondeos. En arfada las fuerzas de primer orden pueden inducir grandes movimientos y por tanto la correcta determinación del amortiguamiento es esencial para la analizar la operatividad de la plataforma. Esta tesis ha investigado estos dos efectos, para ello se ha usado como caso base el diseño de una plataforma desarrollada en el proyecto Europeo Hiprwind. La plataforma se compone de 3 columnas cilíndricas unidas mediante montantes estructurales horizontales y diagonales, Los cilindros proporcionan flotabilidad y momentos adrizante. A la base de cada columna se le ha añadido un gran “Heave Plate” o placa de cierre. El diseño es similar a otros diseños previos (Windfloat). Se ha fabricado un modelo a escala de una de las columnas para el estudio detallado del amortiguamiento mediante oscilaciones forzadas. Las dimensiones del modelo (1m diámetro en la placa de cierre) lo hacen, de los conocidos por el candidato, el mayor para el que se han publicado datos. El diseño del cilindro se ha realizado de tal manera que permite la fijación de placas de cierre planas o con refuerzo, ambos modelos se han fabricado y analizado. El modelo con refuerzos es una reproducción exacta del diseño a escala real incluyendo detalles distintivos del mismo, siendo el más importante la placa vertical perimetral. Los ensayos de oscilaciones forzadas se han realizado para un rango de frecuencias, tanto para el disco plano como el reforzado. Se han medido las fuerzas durante los ensayos y se han calculado los coeficientes de amortiguamiento y de masa añadida. Estos coeficientes son necesarios para el cálculo del fondeo mediante simulaciones en el dominio del tiempo. Los coeficientes calculados se han comparado con la literatura existente, con cálculos potenciales y por ultimo con cálculos CFD. Para disponer de información relevante para el diseño estructural de la plataforma se han medido y analizado experimentalmente las presiones en la parte superior e inferior de cada placa de cierre. Para la correcta estimación numérica de las fuerzas de deriva lenta en la plataforma se ha realizado una campaña experimental que incluye ensayos con modelo cautivo de la plataforma completa en olas bicromaticas. Pese a que estos experimentos no reproducen un escenario de oleaje realista, los mismos permiten una verificación del modelo numérico mediante la comparación de fuerzas medidas en el modelo físico y el numérico. Como resultados de esta tesis podemos enumerar las siguientes conclusiones. 1. El amortiguamiento y la masa añadida muestran una pequeña dependencia con la frecuencia pero una gran dependencia con la amplitud del movimiento. siendo coherente con investigaciones existentes. 2. Las medidas con la placa de cierre reforzada con cierre vertical en el borde, muestra un amortiguamiento significativamente menor comparada con la placa plana. Esto implica que para ensayos de canal es necesario incluir estos detalles en el modelo. 3. La masa añadida no muestra grandes variaciones comparando placa plana y placa con refuerzos. 4. Un coeficiente de amortiguamiento del 6% del crítico se puede considerar conservador para el cálculo en el dominio de la frecuencia. Este amortiguamiento es equivalente a un coeficiente de “drag” de 4 en elementos de Morison cuadráticos en las placas de cierre usadas en simulaciones en el dominio del tiempo. 5. Se han encontrado discrepancias en algunos valores de masa añadida y amortiguamiento de la placa plana al comparar con datos publicados. Se han propuesto algunas explicaciones basadas en las diferencias en la relación de espesores, en la distancia a la superficie libre y también relacionadas con efectos de escala. 6. La presión en la placa con refuerzos son similares a las de la placa plana, excepto en la zona del borde donde la placa con refuerzo vertical induce una gran diferencias de presiones entre la cara superior e inferior. 7. La máxima diferencia de presión escala coherentemente con la fuerza equivalente a la aceleración de la masa añadida distribuida sobre la placa. 8. Las masas añadidas calculadas con el código potencial (WADAM) no son suficientemente precisas, Este software no contempla el modelado de placas de pequeño espesor con dipolos, la poca precisión de los resultados aumenta la importancia de este tipo de elementos al realizar simulaciones con códigos potenciales para este tipo de plataformas que incluyen elementos de poco espesor. 9. Respecto al código CFD (Ansys CFX) la precisión de los cálculos es razonable para la placa plana, esta precisión disminuye para la placa con refuerzo vertical en el borde, como era de esperar dado la mayor complejidad del flujo. 10. Respecto al segundo orden, los resultados, en general, muestran que, aunque la tendencia en las fuerzas de segundo orden se captura bien con los códigos numéricos, se observan algunas reducciones en comparación con los datos experimentales. Las diferencias entre simulaciones y datos experimentales son mayores al usar la aproximación de Newman, que usa únicamente resultados de primer orden para el cálculo de las fuerzas de deriva media. 11. Es importante remarcar que las tendencias observadas en los resultados con modelo fijo cambiarn cuando el modelo este libre, el impacto que los errores en las estimaciones de fuerzas segundo orden tienen en el sistema de fondeo dependen de las condiciones ambientales que imponen las cargas ultimas en dichas líneas. En cualquier caso los resultados que se han obtenido en esta investigación confirman que es necesaria y deseable una detallada investigación de los métodos usados en la estimación de las fuerzas no lineales en las turbinas flotantes para que pueda servir de guía en futuros diseños de estos sistemas. Finalmente, el candidato espera que esta investigación pueda beneficiar a la industria eólica offshore en mejorar el diseño hidrodinámico del concepto semisumergible. ABSTRACT Electrical power obtained from floating offshore wind turbines is one of the promising resources which can reduce the fossil fuel energy consumption and cover worldwide energy demands. The concept is the most competitive in countries, such as Spain, where the continental shelf is narrow and does not provide space for fixed structures. Among the different floating structures concepts, this thesis has dealt with the semisubmersible one. Platforms of this kind may experience resonant motions both in surge and heave directions. In surge, since the platform natural period is long, such resonance can be excited with second order slow drift forces and may have substantial influence on mooring loads. In heave, first order forces can induce significant motion, whose damping is a crucial factor for the platform downtime. These two topics have been investigated in this thesis. To this aim, a design developed during HiPRWind EU project, has been selected as reference case study. The platform is composed of three cylindrical legs, linked together by a set of structural braces. The cylinders provide buoyancy and restoring forces and moments. Large circular heave plates have been attached to their bases. The design is similar to other documented in literature (e.g. Windfloat), which implies outcomes could have a general value. A large scale model of one of the legs has been built in order to study heave damping through forced oscillations. The final dimensions of the specimen (one meter diameter discs) make it, to the candidate’s knowledge, the largest for which data has been published. The model design allows for the fitting of either a plain solid heave plate or a flapped reinforced one; both have been built. The latter is a model scale reproduction of the prototype heave plate and includes some distinctive features, the most important being the inclusion of a vertical flap on its perimeter. The forced oscillation tests have been conducted for a range of frequencies and amplitudes, with both the solid plain model and the vertical flap one. Forces have been measured, from which added mass and damping coefficients have been obtained. These are necessary to accurately compute time-domain simulations of mooring design. The coefficients have been compared with literature, and potential flow and CFD predictions. In order to provide information for the structural design of the platform, pressure measurements on the top and bottom side of the heave discs have been recorded and pressure differences analyzed. In addition, in order to conduct a detailed investigation on the numerical estimations of the slow-drift forces of the HiPRWind platform, an experimental campaign involving captive (fixed) model tests of a model of the whole platform in bichromatic waves has been carried out. Although not reproducing the more realistic scenario, these tests allowed a preliminary verification of the numerical model based directly on the forces measured on the structure. The following outcomes can be enumerated: 1. Damping and added mass coefficients show, on one hand, a small dependence with frequency and, on the other hand, a large dependence with the motion amplitude, which is coherent with previously published research. 2. Measurements with the prototype plate, equipped with the vertical flap, show that damping drops significantly when comparing this to the plain one. This implies that, for tank tests of the whole floater and turbine, the prototype plate, equipped with the flap, should be incorporated to the model. 3. Added mass values do not suffer large alterations when comparing the plain plate and the one equipped with a vertical flap. 4. A conservative damping coefficient equal to 6% of the critical damping can be considered adequate for the prototype heave plate for frequency domain analysis. A corresponding drag coefficient equal to 4.0 can be used in time domain simulations to define Morison elements. 5. When comparing to published data, some discrepancies in added mass and damping coefficients for the solid plain plate have been found. Explanations have been suggested, focusing mainly on differences in thickness ratio and distance to the free surface, and eventual scale effects. 6. Pressures on the plate equipped with the vertical flap are similar in magnitude to those of the plain plate, even though substantial differences are present close to the edge, where the flap induces a larger pressure difference in the reinforced case. 7. The maximum pressure difference scales coherently with the force equivalent to the acceleration of the added mass, distributed over the disc surface. 8. Added mass coefficient values predicted with the potential solver (WADAM) are not accurate enough. The used solver does not contemplate modeling thin plates with doublets. The relatively low accuracy of the results highlights the importance of these elements when performing potential flow simulations of offshore platforms which include thin plates. 9. For the full CFD solver (Ansys CFX), the accuracy of the computations is found reasonable for the plain plate. Such accuracy diminishes for the disc equipped with a vertical flap, an expected result considering the greater complexity of the flow. 10. In regards to second order effects, in general, the results showed that, although the main trend in the behavior of the second-order forces is well captured by the numerical predictions, some under prediction of the experimental values is visible. The gap between experimental and numerical results is more pronounced when Newman’s approximation is considered, making use exclusively of the mean drift forces calculated in the first-order solution. 11. It should be observed that the trends observed in the fixed model test may change when the body is free to float, and the impact that eventual errors in the estimation of the second-order forces may have on the mooring system depends on the characteristics of the sea conditions that will ultimately impose the maximum loads on the mooring lines. Nevertheless, the preliminary results obtained in this research do confirm that a more detailed investigation of the methods adopted for the estimation of the nonlinear wave forces on the FOWT would be welcome and may provide some further guidance for the design of such systems. As a final remark, the candidate hopes this research can benefit the offshore wind industry in improving the hydrodynamic design of the semi-submersible concept.