Hyperloop is a high-speed transportation mode that operates through magnetic levitation of so-called pods which are then transported through a tunnel in which a low-pressure environment is created. Due to reduced air resistance and friction, high velocities are achievable. This thesis addresses the behaviour of such a system operating at high velocities, focusing mainly on dynamic stability. The novelty of this study lies hereby in the implementation of a more realistic guideway model in the analysis. This was achieved by modelling the Hyperloop tube as an infinitely long cylindrical shell on a viscoelastic foundation from which the vehicle is suspended through an electromagnetic force, including an active control system.

This study aims to evaluate the system’s stability and its sensitivity to changes in the model by using mainly analytical methods which are supplemented by numerical computations where needed. There are two fundamentally different instability mechanisms studied, namely the electromagnetic instability caused by the inherent unstable nature of the suspension system and the wave-induced instability which originates from the energy feedback of radiated anomalous Doppler waves excited by the vehicle moving at large velocities. The research is motivated by two central questions: (1) What is the influence on the steady-state response when employing the more realistic guideway model? (2) What is the influence on the stability when employing such a model?

To address the first research question, only the steady-state of the guideway is analysed. Hereby, the electromagnetic force as well as the vehicle are disregarded and replaced by a constant moving load. To solve the system, the governing equations are projected on circumferential modes and transformed from space-time to the Laplace-wavenumber domain. This study analyses various scenarios based on their dispersion curves and/or steady-state response compared to a reference case.

For the second research question, the study analyses stability phenomena whereby the response of the guideway is expressed using a convolution of its Green’s function and the unknown electromagnetic force. Linearising the system around its steady-state equilibrium allows a computation and analysis of its eigenvalues which describe its stability. To complement and verify the analysis of the linearised system, a non-linear transient model is solved by using a numerical time-stepping algorithm.


The study highlights that the cylindrical shell model significantly affects the critical velocity, compared to an Euler Bernoulli beam model. Analysing the vehicle-structure interaction through the linearised stability analysis reveals stability concerns primarily driven by wave-induced instability when operating at supercritical velocities. In the subcritical regime, instability is only caused by the electromagnetic suspension, which can be overcome when choosing the right control parameters. To reduce the risk of instability it is advisable to choose the structural dimension such that the system operates at subcritical velocities to avoid the interaction between the two instability mechanisms.

This research advances the understanding of Hyperloop dynamics and its stability, providing a foundation for future studies and practical implementations aimed at developing the novel transportation mode.

In response to the urgent need for sustainable energy sources to combat climate change, offshore wind power has emerged as a promising solution. However, the installation process of offshore wind turbines, particularly the driving of monopile foundations, presents challenges, notably concerning underwater noise pollution and its environmental impacts. This research studies the efficacy of an alternative approach to traditional installation methods: the vibratory pile driving, renowned for its minimized noise impact. It focuses on its effects on the long-term performance of monopiles under cyclic lateral loading, through numerical simulations. By addressing certain uncertainties, the aim of this work is to contribute to optimizing offshore wind turbine installation practices and ensuring the stability and performance of monopile foundations in challenging marine environments.

Two models are integrated and merged to address the previous objectives. The first model simulates the dynamic behaviour of the soil after vibratory installation effects. Meanwhile, the second model analyzes monopile response to lateral loading induced by environmental factors like wind and waves. The OpenSees software is employed for the computation of 3D finite element analyses, and the soil, represented as dry, initially dense, Karlsruhe fine sand, is modeled using the SANISAND constitutive model, which relies on the Critical State Soil Mechanics framework, to accurately capture stress and state-dependent behaviour. Only half of the monopile's embedment depth is evaluated, due to computational constraints.

Both the behaviour of the soil after the vibro-installation process and after the lateral loading are evaluated. Significant vertical and radial displacement occurs during pile driving, leading to settlement around the pile shaft and mudline as soil densify. Horizontal displacement patterns indicate an initial outward movement followed by lateral drawing-in towards the pile shaft, driven by soil compaction and rearrangement induced by installation vibrations. Notably, post-installation, there is a marked increase in relative density around the pile shaft, enhancing soil strength and friction, particularly near the pile tip. This densification, along with changes in mean effective stress, significantly affects soil behaviour and sets the stage for subsequent lateral loading.

After the lateral loading stage, the influence of installation on pile response becomes apparent. Post-installation soil conditions profoundly impact lateral displacement patterns, with vibro-installed piles exhibiting larger displacements during initial loading cycles compared to wished-in-place piles. Throughout lateral loading cycles, localized soil densification and remoulding further influence stiffness and displacement patterns. Notably, the relative density changes reflect these alterations, showing the intricate interplay between installation effects and lateral loading response. Overall, the results emphasize the necessity of considering installation processes in predicting pile behaviour accurately.

While this study provides valuable insights into the behaviour of piles in dry sand conditions, it also underscores several limitations that necessitate further research. Future investigations should address these limitations to provide more robust insights into the behaviour of offshore wind monopiles and inform more effective design and installation practices in the renewable energy sector.

Pile run refers to the phenomenon that occurs during the installation of pile and monopile foundations in soils with low bearing capacity, where soil resistance is insufficient for the controlled driving of the monopile. The increasing frequency and associated risks of such occurrences in offshore installations underscore the necessity for effective pile run mitigation strategies.

This thesis investigates the feasibility of utilizing a mitigation structure to reduce pile run during the impact driving of monopile foundations. The primary objective is to model and analyze the dynamics of the hammer-pile-soil system under impact driving and pile run, with a focus on the impact of a mitigation tool in monopile response.

The research adopts a structured methodology, beginning with a qualitative study to identify effective mitigation measures. A 1-D finite element (FE) model is developed to simulate pile run, while a 2-D FE multiphysics model characterizes the fluid-structure interaction (FSI). The study explores the effects of various geometric parameters of the mitigation structure on forces and stresses experienced during pile run.

Key findings indicate that the implementation of a mitigation structure can significantly reduce pile run velocity, with its performance being influenced by the geometry of the structure and the velocity of the pile. A trade-off exists between velocity reduction and maintaining structural integrity. The research also highlights the critical role of FSI in determining the structural response of the mitigation tool and its interaction with the monopile.

Conclusions drawn from the results suggest practical applications for the mitigation measure, emphasizing the need for further investigation into the design and deployment mechanisms of the structure. Recommendations for future research directions are provided, aiming to enhance the understanding and application of pile run mitigation strategies in offshore engineering practices.

When drag anchors are no longer suitable for anchoring floating wind turbines to the seabed because of unfavorable soil conditions, it is necessary to use drilled and grouted anchor piles instead. For the installation of such anchor piles it is necessary to drill large diameter holes, with diameters ranging between 1 and 5 meters. The drilling method used to construct such boreholes is the reversed circulation drilling (RCD) method. Floating application of this method has only been done up until now in mild wave conditions. To make this operation more economically feasible, it is necessary to increase the workability of this operation in more challenging environmental conditions. A motion compensation device is a vital aspect in this.
A systematic approach was used to determine which type of motion compensation device is best suited for this operation. Numerical models were set up in the commercial software OrcaFlex, where a wide range of different motion compensation types were tested. These motion compensation systems vary in the amount of degrees of freedom compensated and the actuation method. The actuation methods are passively actuated gas springs and position-based motion control using hydraulic actuators.
First, it was identified what combination of degrees of freedom and actuation method is best suitable. This was determined by performing a regular wave analysis and comparing the performances of the proposed motion compensation systems. The performance was indicated by the ability of the motion compensation system to control the weight on bit, reduce the maximum stress as well as the fatigue damage accumulation in the drill string. From this analysis it was concluded that a passive actuated concept that compensates for the heave, roll, and pitch of the vessel is the most effective scheme.
The optimal type of motion compensation system was then pursued by designing two different systems capable of compensating for the heave, roll, and pitch motion of the vessel. The first, relatively simple, type consists of a vertical gas spring and a universal joint where the drill rig can rotate freely. The other type is a passive variant of the Barge Master platform motion compensation system. This second concept was designed using a multi-objective optimization algorithm, the NSGA-II algorithm. The difference between these two systems is that the platform concept has rotational stiffness, while the simple type is free in this degree of freedom.
It was finally concluded that both concepts are viable solutions, and that both systems represent a motion compensation system that compensates for the heave, roll, and pitch motion of the vessel. The performance regarding the indicators is very similar, therefore choosing one of the concepts would come down to the other advantages and disadvantages of the concepts.

To reduce the construction industry’s negative influence on global climate, emissions related to concrete consumption need to be addressed. This implies reducing the amount concrete used, by creating material-efficient structures. One of concrete’s main advantages is that it can be moulded into virtually any shape. Despite the fact that modern digital design tools enable the effortless design and calculation of lightweight and graceful structures, this potential often goes unrealised. This can be attributed to the challenges associated with constructing intricate and custom geometries using conventional formwork techniques that depend on single-use cut timber or milled foam. Not only do these methods make the construction of these types of structures labour and cost intensive, they also cause them to be wasteful.

KnitCrete, which uses knitted technical textiles as stay-in-place moulds for concrete structures, has proven to be a solution for building doubly curved structures, eliminating the need for time-consuming, costly, and wasteful moulds. However, due to its inherent high flexibility and the challenges of predicting and controlling the geometry during the casting process, the technology relies on coating procedures using high-strength cement paste coating to stiffen the geometry before concrete can be poured.

This research addresses both issues and proposes a design approach, which models the deformation behaviour of the uncoated knitted formwork under concrete pressure to determine the final geometry of flexibly formed concrete structures, hence gaining better understanding on the deformation behaviour of knitted textile formworks and bypassing the stiffening steps during fabrication.

Developing a method to predict the final geometry of flexibly formed concrete structures involves various research disciplines, including material science, and structural mechanics. The research approach is divided into three parts. The first part investigates the stress-strain relationship of various textiles with different knitting patterns, alongside the rheological and mechanical strength properties of different cementitious mixtures. The second stage focuses on developing (semi-)analytical models to predict the deflection behaviour of membranes subjected to varying boundaries, loads, and material properties. Finally, the accuracy of the models are validated by the construction of multiple prototypes.

In conclusion, this thesis introduces a fabrication system that exploits the deflection behaviour of flexible formworks to create funicular shell structures and lays the foundation for implementing (semi-)analytical approaches to model these deformations.

In the underwater environment, it is all but silent. In most parts of the oceans, sunlight is barely available and thus marine animals have evolved to rely on sound for navigation, foraging and communication. Marine animals are not the only sources of underwater sound. Other natural sources such as earthquakes, waves and rain cause ambient noise, but also loud impulses. Furthermore, human activities consisting of dredging, surveying, construction and shipping cause loud noise in a wide frequency range. Underwater radiated noise (URN) from shipping has severe negative consequences on marine animals. The negative effects include auditory masking, stress, and behavioural and acoustic responses, possibly leading to collision with ships. It is evident that the mitigation of the underwater radiated noise of a ship is advantageous and worth researching.

In the past, plenty of research has been done into the modelling of the acoustic characteristics of vessels. A research gap was identified in the modelling of mitigation methods of the underwater radiated noise from ships with a focus on marine mammals. Up until now, most research has focused on the attenuation of vibrations on board a ship or radiated noise due to the propellers. At all times, the focus was either on human comfort or the radiated noise in general, however, for marine mammals certain frequency bands are of greater importance. It is valuable to assess the URN of a ship in the design phase, such that adjustments can be made to decrease the URN without excessive costs. The research goal of this thesis is:
Predict and mitigate the structure-borne underwater radiated noise of a ship in the design phase caused by onboard machinery.

The research goal and corresponding research questions are answered by first setting up the framework for the models. This framework sets the frequency analysis range to 20 - 200 Hz, formulates a reference ship case for validation of the data and gives the inputs and boundary conditions for the models. The acoustic metric of interest is set to the source level (SL) in dB re 1 μPa2m2.

Secondly, a simplified model is setup in Ansys 2021R2. This model is a 3D solid element model shaped like a beam. The equivalent beam (EB) model has similar global properties as the reference ship case. Around the EB model an acoustic domain is located that is modelled to represent an infinite domain. No physical boundary effects are included as the source level is per definition not dependent on this.
Subsequently, mitigation methods for machinery URN are researched and the resilient mount was found to be the most promising. A resilient mount is applied to the EB model in Ansys 2021R2 and source level spectra for different mount parameters are investigated.
Lastly, a two degree of freedom (2-DOF) schematisation is made that incorporates the Ansys model using a dynamic stiffness. The 2-DOF schematisation allows for faster computations of the complete model and thus a more extensive parameter study of the resilient mount is possible.

Over the frequency analysis range of 20 - 200 Hz, the results show that machinery structure-borne URN can be reduced by 45 - 65 dB re 1 μPa2m2. The reduction oscillates over the frequencies at lower frequencies. A linear SL reduction was observed from 60 Hz and above, which gradually lessened for higher frequencies. The SL reduction increased from 45 dB re 1 μPa2m2 to 60 dB re 1 μPa2m2 when the resilient mount damping ratio was changed from 0.18 to 0.02. In addition, the normalised resilient mount parameter study showed the system's parameter sensitivities and responses. It became clear that the resilient mount does not respond to a change in resilient mount damping as expected. The accuracy of the absolute results is subject to assumptions and limitations, which introduce uncertainties.

The absolute decrease in URN with the resilient mount was computed using acceleration input rather than force input. The acceleration input was found to have overestimated the 'no-mount' case, which was used to compare cases with the resilient mount. The total URN reduction with the resilient mount could thus have been overestimated. Furthermore, an effect of the model boundaries and the model domain size on the results was present in the models. The magnitudes of the results were influenced by this effect, which could not be eliminated due to the computational limitations reached. Finally, there was a scarcity of model input data and reference data. The magnitudes of the results were obtained and compared to limited data in order to determine the accuracy of the results.
Taking these limitations into consideration, the findings of this study should be interpreted with caution. The findings support literature claims that a resilient mount can reduce structure-borne machinery URN by 20 - 40 dB re 1 μPa2m2, with more reduction at higher frequencies.

The effect of the application of the resilient mount on marine mammals was hard to quantify. The structure-borne machinery URN is a part of the total URN of a ship. Due to the logarithmic relation of the noise, the reduction of one part could have very limited effects. Furthermore, the total soundscape in the ocean is formed by the combined noise of many ships. Moreover, the relation between the perceived nuisance of marine mammals and the URN levels is hard to indicate. The effect is undoubtedly positive but could be negligible in the bigger picture. At low speeds and close distances, the machinery URN is governing and the influence of URN from other ships is reduced. In those cases, the reduction of structure-borne machinery URN with resilient mounts could be expected to be the most positive for marine mammals.

Floating production units require to be permanently moored offshore. For shallow water field developments, typical designs include soft yoke mooring systems which is a single point mooring technology. Produced fluid is transported via a geostatic tower along the transfer hoses to the production unit. Single point mooring systems will weathervane into the offshore environment (wind, waves and current) and can often be considered as surge dominant induced by low frequency wave drift forces. Due to low damping at these low frequencies, an oscillation close to the natural surge frequency appears causing dominant mooring loads. By connecting the floating structure to the tower with various rigid steel frame components, including multiple hinges, unconstrained motions are preserved. This results in dynamically complex systems requiring advanced numerical methods for time domain simulations, in order to deliver the mooring design loads. By selecting mass and dimensions of the soft yoke mooring system, the stiffness of the mooring system can be adapted to influence the response of the floater.

Currently, mass and dimensions of new soft yoke mooring designs are established using proven mooring solutions by conducting small adjustments of mooring components in time consuming dynamic simulation software. Improvement in efficiency of the design process is accomplished by developing a computational efficient design tool, to be used before dynamic modelling, to provide the designer with an optimized set of mooring design parameters in a given environment. The developed design tool contains an integrated single degree of freedom model including given vessel properties and extreme collinear offshore environment, in order to produce estimates of the maximum surge response based on the given mooring characteristics. Eventually, by adapting the mooring stiffness accordingly, the design tool is able to provide an optimum set of mooring design parameters which minimizes the maximum mooring load.

The mooring characteristics are implemented using a linear and non-linear approach. A validation of surge response results has been performed for three collinear extreme offshore environments including wind, waves and current using state-of-the art dynamic modelling software OrcaFlex. Results showed that the linear model can capture the sensitivity of the surge response related to mooring design parameter variation. It was demonstrated with the Runge-Kutta method that the achieved accuracy with the proposed non-linear model will be similar or even worse than using the linear model without the relevant computational costs. Therefore, the linear model was implemented in the design tool and accomplishes surge response calculations of 10,000 sets of mooring design parameters within a few minutes.

Results showed that the consequence of the linear mooring force and single degree of freedom assumptions in the design tool leads to an underestimation of the surge response in an extreme collinear environment. Despite the surge dominance, especially heave and pitch motions induce high mooring loads at maximum surge offset. Analyses of two moderate collinear environments in OrcaFlex revealed less underestimation and even overestimation of the surge response by the design tool, which indicates the high dynamic complexity of soft yoke mooring systems. However, the surge response validation procedure using OrcaFlex affirmed that the design tool provides the correct set of mooring design parameters resulting in a minimum mooring load within 2~10% accuracy for all three environments. By implementing the proposed set in OrcaFlex and obtaining the design loads, a 25% decrease in absolute maximum mooring load is demonstrated when compared to the benchmark mooring design parameters. This indicates the increased efficiency of the design process by using the developed design tool.
An additional graphical user interface is programmed where the designer can import their own vessel properties, environmental conditions and can vary desired mooring design parameters. Conclusively, a design tool has been developed for preliminary estimations of the set of mooring design parameters that have been shown to minimize the mooring loads and to limit the number of time domain analyses in future projects.