Indian Maritime University
Chennai, India

The Indian Maritime University is a Central University, that was established by an Act of the Indian Parliament namely the Indian Maritime University Act 2008, on 14 November 2008. It is the only university in the country imparting education in the maritime field. It has an All- India jurisdiction and the headquarters is at Chennai. It has campuses at Chennai, Kolkata, Mumbai, Visakhapatnam, Cochin and Kandla Port.Vice Chancellor of the University is Shri. Ashok Vardhan Shetty, IAS.The following existing seven government maritime Training and Research Institutes were merged with IMU: Marine Engineering and Research Institute, Kolkata Marine Engineering and Research Institute, Mumbai Lal Bahadur Shastri College of Advanced Maritime Studies and Research, Mumbai T.S. Chanakya, Mumbai National Maritime Academy, Chennai Indian Institute of Port Management, Kolkata Indian Maritime University - Visakhapatnam Campus, ↑ ↑ ↑ Wikipedia.

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Das M.K.,Indian Maritime University | Bera P.,Kalyani Government Engg Collegewest Bengal | Sarkar P.P.,University of KalyaniWest Bengal
2016 International Conference on Intelligent Control, Power and Instrumentation, ICICPI 2016 | Year: 2016

The paper presents the application of proportional-integral (P-I) Controller for the discrete mode Automatic Generation Control (AGC) problems in the deregulated environment. Governor dead-band non-linearity has been considered in a two area deregulated power system while designing the P-I controller. Imperialist Competitive Algorithm (ICA) has been used for optimizing the gains of P-I controller and the dynamics responses are compared with and without considering optimized values of the controller gains. Simulation results show that P-I controller optimized using ICA gives better dynamic performances compared to P-I controller without optimized using ICA. © 2016 IEEE.

Sharma R.,Indian Maritime University | Baxter C.,University of Rhode Island
Geotechnical Special Publication | Year: 2014

Shear strength is a critical parameter in evaluating the sanding potential of weakly cemented sands in oil-bearing formations. The current state-of-the-practice is to use empirical correlations (e.g., relating unconfined compressive strength to velocity logs) developed almost entirely for high-strength rocks that grossly overestimate the strength of weakly cemented sands. The objective of this study was to develop a methodology for estimating the strength of weakly cemented sands from commonly measured geophysical logs. An extensive laboratory testing program was first performed on a simulated weakly cemented sand from an oil well. An empirical model was developed that links porosity, horizontal effective stress, and the stresses at failure to synthetic compressional and shear wave velocities calculated using a modified Biot-Gassmann theory. A procedure was then established to infer unconfined compressive strength (qu), real cohesion (c'r) and tangential friction angle (j't) from the estimated stresses at failure. The model and the procedure were then applied to wireline log data from an oil-bearing formation, and there was reasonable agreement between estimated and measured values of strength. This methodology has the potential to estimate strength parameters of weakly cemented oil bearing sand directly from density/porosity logs and compression wave velocity logs. © 2014 American Society of Civil Engineers.

Deb N.C.,Queen's University of Belfast | Deb N.C.,Indian Maritime University | Hibbert A.,Queen's University of Belfast
Astronomy and Astrophysics | Year: 2014

Aims. In a recent measurement, Meléndez & Barbuy (2009, A&A, 497, 611) report accurate log gf values for 142 important astrophysical lines with wavelengths in the range 4000 Å to 8000 Å. Their results include both solar and laboratory measurements. In this paper, we describe a theoretical study of these lines. Methods. The CIV3 structure codes, combined with our "fine-tuning" extrapolation process, are used to undertake a large-scale CI calculation involving the lowest 262 fine-structure levels belonging to the 3d64s, 3d7, 3d54s2, 3d64p, and 3d54s4p configurations. Results. We find that many of the 142 transitions are very weak intercombination lines. Other transitions are weak because the dominant configurations in the two levels differ by two orbitals. Conclusions. The comparison between our log gf values and the experimental values generally shows good agreement for most of these transitions, with our theoretical values agreeing slightly more closely with the solar than with the laboratory measurements. A detailed analysis of the small number of transitions for which the agreement between theory and experiment is not as good shows that such disagreements largely arise from severe cancellation due to CI mixing. © 2013 ESO.

Deb N.C.,Queen's University of Belfast | Deb N.C.,Indian Maritime University | Hibbert A.,Queen's University of Belfast | Hibbert A.,Indian Maritime University
Astronomy and Astrophysics | Year: 2011

Aims. We report electric quadrupole and magnetic dipole transitions among the levels belonging to 3d 64s, 3d 7 and 3d 54s 2 configurations of Fe II in a large scale configuration interaction (CI) calculation. Methods. The CIV3 code developed by Hibbert and coworkers is used to determine configuration interaction wave functions for these levels: for the optimisation of two different sets of orbitals based on alternative choices of the 3d function, for creating and diagonalising the Hamiltonian matrices and finally for calculating transition probabilities. Results. Where possible, we have used experimental energies, not only for transition energies but also to enhance the accuracy of our ab initio CI expansions. We compare our results with those of other authors, and discuss differences between them. The good agreement between our results obtained for the same transitions but with different d-functions indicates that we have treated the state dependence of the d-functions sufficiently well. Most of our results are available in electronic form as an appendix to the paper. Conclusions. Our analysis of our own results and those of others suggests that many of our transition rates are more accurate than the rather conservative 20-30% we have stated in the text, though in a small proportion of transitions, we could not justify an accuracy greater than this. © 2011 ESO.

Deb N.C.,Indian Maritime University | Hibbert A.,Queen's University of Belfast
Journal of Physics: Conference Series | Year: 2012

Recently Meléndez & Barbuy [1] reported accurate log(gf) values for 142 important astrophysical lines within the 4000Å to 8000Å wavelength range. We compare these log(gf) values with our calculated values in a large scale CI calculation involving the lowest 262 fine structure levels of Fe II.

Rahate R.S.,Indian Maritime University
Society of Petroleum Engineers - SPE Oil and Gas India Conference and Exhibition | Year: 2015

The paper relates to Marine Support systems for offshore pipeline terminals and production facilities. The contents of the paper are in three parts as under: PART -A Mid life modifications of Offshore supply vessel (OSV) to task specific vessels PART -B Economics of replacement of older Single Buoy Moorings (SBM's) by new virtually maintenance free SBM's PART - C Dynamic Positioning (DP), and the human factor aspect in prevention of offshore accidents. Marine floaters such as OSV's, SBM's and Floating Oil Storage and Off-take (FPSO) in the offshore Oil & Gas sector, are built for an economic life of 20 to 25 years. While the hull and machinery remain fit for purpose, for the entire economic life, the rapidly changing E & P technology and operational needs at times makes the vessels originally designed utility redundant. The operational and economic benefits of mid life modifications / conversions of OSV's for gainful utility over the entire economic life are brought out in a case study of converting a general duty OSV into a task specific Offshore Terminal support Vessel. The study describes the methodology and approach for conversion / modifications and highlights how a single modified OSV can perform duties of tanker mooring assistance, floating hose handling, testing and replacement, SBM and subsea hose inspection & repair and fire fighting support. By focusing on task specific needs, the use of multiple specialized vessels can be avoided, thereby saving hiring and mobilizing expenses. It also avoids the dependence of external support which may be restricted or unavailable is some areas due political or other reasons of conflict. Prematurely retiring still useable old technology assets by new technology enabled assets, provides cost effective and positive gains and justifies early equipment replacement. Switch over to new technology enabled SBM's provides for lower life cycle maintenance cost and virtually no operational down time for over 25 years. A case study of operational and economic benefits of replacing a still useable Turntable SBM by a Turret type SBM is presented to high light the cost effectiveness and other advantages of new technology and methods During the early days of offshore oil field development, the OSV's were operated and maneuvered using the practical ship handling skills of the Master/ Captain. The handling skills varied from person to person and were prone to accidents due to the human factor. The use of D P vessels provided a wider safety umbrella while operating in close vicinity of Offshore Installations; however they could not be a total solution to the human factor. A case study regarding an OSV drift incident while on duty station at a Floating Production & Storage and off-take (FPSO) is presented. The incident highlights the element of human factor along with some Marine operational corrective recommendations. Copyright 2015, Society of Petroleum Engineers.

Guha S.,Indian Maritime University
RINA, Royal Institution of Naval Architects - Education and Professional Development of Engineers in the Maritime Industry, Papers | Year: 2014

This paper is based on some proposed modifications in the existing curricula of naval architecture for undergraduates followed unanimously in the institutes all over India. The primary factor initiating the change is the need for getting more and more industrialized, and from another perspective too students, from the technical field ought to serve the industry in future. Naval architecture is a branch of engineering which is entirely different from the conventional core branches, so institutes should be responsible for developing or modifying the academic curricula so that it benefits the students in this particular field. There is always a deficit in employment and adding to that there are transient recessions in the shipping industry. These factors should not inhibit fresh talented naval architects from getting employed. The major fields in maritime sector are marine engineering, offshore engineering, dredging-harbouring and ship design. In relation to these employments are mainly found in shipyards, shipping companies, ports etc .So if there are graduate and post graduate courses specifically in these fields, it would not be problem to look for employments for e.g. B. Tech in marine engineering, B. Tech in naval architecture or dredging and harbouring .Previously it was a trend to divert to marine sector after doing graduate in core engineering branches but now with awareness in this field institutes are offering the above mentioned courses and students are also showing interest in taking up these courses. Now, the institutes should mould their curriculum in such a way that students after passing out become well-built professionals to be readily accepted in the marine sector. The institutes should have-• Compulsory training courses in marine companies, shipyards and ports for all students along with proper facilities and stipends. But it should be initiative of the institute • In corporate sectors managerial posts are designated to a graduate employee from an engineering background so institutes should have compulsory management courses in the syllabi. Workshop technological labs with welding equipment, lathe machines should be there for training students. • Facilities for students to construct small scale models. • Compulsory software trainings to get employments in marine design sectors. • Facilities for free visit to shipyards and ports. This in brief the basic initiatives or modifications the institutions should make in their academic curricula to befit industrial requisites.

Raj S.,Indian Maritime University | Chandra S.,Indian Maritime University
19th Offshore Symposium 2014: Emerging Technologies in Offshore Drilling and Production | Year: 2014

An Autonomous Underwater Vehicle (AUV) is a self-powered underwater information gathering system controlled by on board computer. An AUV has been designed basically to complete three tasks namely oceanographic sampling, exploration, and observation. Oceanographic instrumentation can be used for sampling and data collection in particular location under a specified depth. In current scenario when global warming has become a challenging task for our environment which will result in rising water level also, we can utilize autonomous underwater vehicle as most suitable tool for conduction of surveys concerning these global environmental problems. Future ocean sampling and surveillance systems should be capable of global deployment, sustained presence, three dimensional adaptive aperture, real time control and robust performance. These requirements can be met affordably by a network of Autonomous Underwater Vehicles (AUVs).Thus for the precision exploration we need more advanced and affordable vehicle. One of the most important components of an A UV is a sensor used for measuring different parameters in air and marine environment. Currently researchers need small, cheaper, efficient underwater sensors which can perform also in rough sea condition. Priced appropriately, and readily available with defined physical and software interfaces, these components open the door to the development of a low-R&D, simplified vehicle. Hydrodynamic properties and propulsion efficiency should be enhanced in order to improve the performance of the vehicle. Application of solar energy and variable buoyancy concept is to be utilized to improve the endurance of the vehicle. The autonomy of an AUV is to be modified in order to optimize efficiency. Biomimetics (bio inspired AUVs) are better performing, more efficient and have large potential scope of developing more advance A UVs. Copyright © (2014) by the Society of Naval Architects and Marine Engineers Texas Section All rights reserved.

Ramasubramaniam M.,Indian Maritime University | Mathirajan M.,Indian Institute of Science
IOP Conference Series: Materials Science and Engineering | Year: 2013

The paper addresses the problem scheduling a batch processing machine with multiple incompatible job families, non-identical job dimensions, non-identical job sizes and non-agreeable release dates to minimize makespan. The research problem is solved by proposing a mixed integer programming model that appropriately takes into account the parameters considered in the problem. The proposed is validated using a numerical example. The experiment conducted show that the model can pose significant difficulties in solving the large scale instances. The paper concludes by giving the scope for future work and some alternative approaches one can use for solving these class of problems. © Published under licence by IOP Publishing Ltd.

Eswara A.K.,Indian Maritime University | Ramesh R.,Indian Maritime University
RINA, Royal Institution of Naval Architects - International Conference on Ship and Offshore Technology, ICSOT India 2015: Coastal and Inland Shipping | Year: 2015

Cutter suction dredgers(CSD), Trailing suction hopper dredgers (TSHD) and Grab dredgers form 88% of the total Indian fleet size, respectively in the order of individual share. Indian yards have achieved 90% indigenization in design and construction of grab hopper dredgers. However, there is a techno-economic backlog in India to manufacture some vital components for CSDs and TSHDs and companies are increasingly looking to buy foreign made dredgers at a high price. Dredging demand in India at ports and in navigable inland water ways is set to grow with the encouragement for water transport. Ministry of Shipping, Govt, of India has sponsored studies at Indian Maritime University - Visakhapatnam (formerly, NSDRC) for indigenization of dredger design and manufacture. The present paper aims to illustrate the existing dredger fleet of India and bring out some interesting correlations or conclusions that aid the design of dredgers. Dredgers are built for a specific function. Due to this design objective, they differ from other marine vessels on the aspects of principle particulars, hopper capacities, powering and other functional data such as cutter power for CSD and dredge pumps power etc. The identified correlations among a few parameters observed from the Indian dredging fleet are discussed. Certain ratios among the main dimensions for a TSHD such as length/breadth, breadth/dredge depth and breadth/draught, also known as ship ratios, are a key to dredger design and are known to vary with market conditions or time. They indicate design trends for future dredgers and require to be kept updated. © 2015: The Royal Institution of Naval Architects.

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