For floating photovoltaic systems, an uncommon type of offshore structure is considered, which is very flexible and deforms with the motion of the waves. In this research, the bending characteristics of a drop-stitch floater is analysed, which is an inflatable panel. By inflating the drop-stitch floater to a low air pressure, it obtains a flattened shape and the ability to support the flexible solar panels, while still retaining flexibility to deform with the motion of the waves. The bending characteristics of a drop-stitch floater are more complex than common offshore structures due to different non-linearities: wrinkling, hyperelastic material behaviour and internal pressure-volume work. Getting a better understanding in the bending response is important to eventually determine the response and limit states in offshore conditions. A finite element and experimental analysis has been performed of the response in a three point bending load case. Also, an experimental uniaxial tensile test has been performed to evaluate the hyperelastic anisotropic material behaviour. Different yarns spacings, internal air pressures and face sheet thicknesses are evaluated. This showed that there are two types of failure modes with distinct behaviour for an uniaxial pure bending load case: a global wrinkling and folding failure mode.

In the past decades the understanding of fracture of ductile material has increased substantially. Research has shown that the onset of fracture highly depends on the full state of stress inside the material. Better understanding of fracture resulted in more advanced and complex fracture models being conceived, allowing researchers to predict fracture in ductile solids with improved accuracy. Nonlinear finite element analysis is a powerful tool at the disposal of researchers to predict the response of ship and offshore structures. When it comes to simulating accidental loads, such as collisions, often basic criteria are applied to include fracture in a finite element model. However, accurate fracture prediction is of great importance to determine the ice resilience of vessels, or to obtain reliable estimates of the sustained damage due to maritime collision. This research focuses on the latter. This thesis is concerned with bridging the gap between the recent developments in fracture prediction and the application of failure criteria in finite element analysis of ship collision. A selection of recently published fracture models has been made and experiments have been conducted on S235 structural steel for calibration and validation of these models. Four small scale experiments have been conducted. These experiments serve a dual purpose: first, to gather information on the material behaviour during deformation. Second, to obtain information on the effect of different stress conditions on fracture. An iterative method has been employed to accurately model the material behaviour. For the calibration of the fracture models a method has been conceived and applied that takes into account the full histories of stress and strain during the deformation process up to fracture. Before application as failure criteria for finite elements, the calibrated fracture models require a correction based on the size of the elements: a modification to an already existing theoretical framework has been proposed and applied to obtain element-size dependent failure criteria. A large scale drop tower experiment has been designed to simulate a so called raking damage scenario. This experiment has been conducted on the same material as the small scale experiments and serves as a validation for a finite element model that has been created using the information on the material behaviour obtained from the small scale experiments. The different failure criteria have been implemented into the commercial finite element package LS-DYNA and have been applied to the finite element model. The results have been compared to the results of the raking damage experiment. It was concluded that the application of complex multi-parameter failure models in analysis of maritime collision does not necessarily provide an improvement over conventional fracture prediction methods. The inability of shell elements to accurately describe strain concentrations and the effect of the element size introduce uncertainties that overrule the benefits of stress-state dependent prediction of element failure.

When a grounding incident occurs, the officer of the watch is usually unable to assess the severity of the damage. Most ships do have damage response procedures in place. In case of military ships these are well developed, where a well-trained crew, in the form of damage parties, is available to respond adequately. For non-navy ships, this is hardly possible, mostly due to crew restrictions. But even for navy vessels, underwater damage is hard to assess because of accessibility issues of flooded compartments. This is undesirable because it needs to be known which compartments have flooded in order to assess the situation with respect to residual buoyancy and stability. Based on the outcome, the officer in charge can decide whether to evacuate or to stay on board and control the situation. For establishing which compartments will flood the extent of the raking damage must be known. It is proposed that the accelerations (or rather, decelerations) measured on board during a grounding incident can be used to make a prediction of the extent of raking damage. A three degree of freedom external dynamics calculation model for ship grounding has been made, which is used to predict the extent of bottom raking damage and the grounding force with associated decelerations of the ship in terms of surge, sway and yaw. When the ship decelerates, caused by a grounding event, these motions can be logged through continuous ship motion measurements. From these deceleration time traces it is possible to calculate the bottom damage path through a double integration with respect to time. Moreover, with these decelerations, the location of the raking damage along the ship’s bottom can be calculated as well. A straight forward method is proposed, which is validated against data on ship grounding external dynamics from earlier research and data from large-scale grounding experiments, both carried out in the nineties of the previous century.