An overview of the current research on stability of ships and ocean vehicles: The STAB2018 perspective

Manderbacka, Teemu; Themelis, Nikos; Bačkalov, Igor; Boulougouris, Evangelos; Eliopoulou, Eleftheria; Hashimoto, Hirotada; Konovessis, Dimitrios; Leguen, Jean François; González, Marcos Míguez; Rodríguez, Claudio A.; Rosén, Anders; Ruponen, Pekka; Shigunov, Vladimir; Schreuder, Martin; Terada, Daisuke

doi:10.1016/j.oceaneng.2019.05.072

Cited by 33 publications

(13 citation statements)

References 22 publications

(24 reference statements)

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“…As of the end of 1960s, the shifting of focus from transport to entertainment and tourism, considerably affected passenger ship design. Both processes are still ongoing; in addition to "classical" stability problems, the contemporary notion of intact ship stability comprises dynamic phenomena which are closely related to seakeeping and manoeuvring in waves (see Bačkalov et al, 2016 andManderbacka et al, 2019), while the contemporary notion of large passenger ships is embodied by cruise vessels, which redefined the very concept of voyage by sea. 1 The SOLAS convention, marked by the Titanic disaster from its inception, paid little attention to the intact stability until the 1960s or even 1980s.…”

Section: Introductionmentioning

confidence: 99%

Intact Stability of Historic Passenger Ships in Light of the Second Generation Intact Stability Criteria

Bačkalov

Rudaković

Cvijović³

2021

IJME

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The paper examines the intact stability of historic passenger ships from the point of view of the contemporary notion of the intact stability, i.e. the Second Generation Intact Stability Criteria (SGISC) framework. An intact stability assessment using the Vulnerability Level 2 calculation procedures of SGISC for the dead ship condition was performed on four ocean liners: RMS Titanic, RMS Queen Mary, SS United States and SS Michelangelo, and two cruise ships: MS Song of America and MS Costa Concordia. In addition, the intact stability of the selected ships was appraised using the present-day mandatory intact stability requirements contained in the 2008 Intact Stability Code. The selected ships are believed to be good representatives of the main trends in passenger ship design over a one-hundred-year span bounded by two well-known maritime catastrophes: the sinking of the Titanic in 1912 and the Costa Concordia disaster in 2012. The paper offers an insight into how major design changes have affected the intact stability properties of passenger ships over this period. It was found that the examined ocean liners would perform well in terms of intact stability in the dead ship condition even from the point of view of the SGISC. The analysis also confirmed the advantages of the approach using the SGISC framework over simplified, (semi)empirical stability assessment methods. By looking into the evolution of the intact stability of ocean liners and cruise ships from the contemporary perspective, the paper draws the conclusions which are considered useful for the design of future passenger ships.

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Section: Introductionmentioning

confidence: 99%

Intact Stability of Historic Passenger Ships in Light of the Second Generation Intact Stability Criteria

Bačkalov

Rudaković

Cvijović³

2021

IJME

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“…The different types of stability loss mentioned above cannot usually be ascribed to a single cause; most often, they are related to the vessel design [33][34][35][36] being incompatible with the real operational conditions [37,38]. From this perspective, the vessel design process includes the limitation of not changing the denominated gross tonnage (GT).…”

Section: Introductionmentioning

confidence: 99%

A New Design Criterion to Improve the Intact Stability of Galician Small Fishing Vessels

Alvite-Castro

Orosa

Vergara

et al. 2020

JMSE

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The first technical factor involved in maritime accidents is related to the lack of intact stability. The current stability criterion, based on fixing a minimum value for each of the different static and dynamic righting arms, is not regarded as satisfactory. Correspondingly, a new criterion based on the transverse metacentric height, dynamic stability up to 70° heel, and critical wave height were considered for fishing vessels less than or equal to 24 m in length. This can be understood as an improvement on the Rahola criterion or an equivalent criterion of dead ship capsize mode, as assumed in the second-generation stability criteria. The proposed criterion, when used in a real case study on the Galician fishing grounds, achieved higher precision. The few vessels that did not comply with the proposed requirement can continue to operate in the area if the Meteorological and Oceanographic Coefficient (CMO) is considered at the time we employ our criteria. As a result, their activity is limited to only a few fishing grounds where adequate weather conditions exist. Finally, the methodology developed can be easily extrapolated to other regions in the world.

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“…The development of probabilistic indices reflecting the safety level of a ship in relation to the occurrence of dynamic instability in an irregular sea environment has been receiving significant attention in recent years (see for example the collection of papers in [1] and the review paper of [2]). Such assessments can be carried out at the design stage by considering the expected profile of a ship's operation with respect to her loading, speed and heading, and for a variety of weather conditions (e.g., [3][4][5]).…”

Section: Introductionmentioning

confidence: 99%

Statistical Correlations of Ship High-Run with Broaching-to and Capsize

Themelis¹,

Angelou²,

Spyrou³

2020

JMSE

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In the current paper we are extending our earlier work on the assessment of a ship’s tendency to capsize due to broaching-to in a stochastic seaway. Capturing, in a probabilistic context, interferences between different phenomena occurring during ship operation in extreme seas is a challenging task. Estimates of statistical correlations are deduced between high-run events, broaching-to and capsize. A phenomenological approach is adopted in this study for the classification of the targeted motions. Large scale simulations and a direct counting scheme are applied on the basis of a 4 degrees of freedom (4DOF) mathematical model for the coupled surge–sway–yaw–roll (and rudder) motions. Comparison with the results obtained from a previously used 3DOF model for the same scenarios is carried out in order to investigate the effect of roll on high-run’s correlation with broaching-to. Additionally, sensitivity studies are carried out in order to examine the effect of the commanded heading angle, the rudder control gains and the threshold values defining excessive (unsafe) motions. The concurrence level of the three processes considered here is found to be significantly affected by the examined parameters. The paper includes a short review of effective methods for identifying ship high-runs in following/quartering seas.

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An overview of the current research on stability of ships and ocean vehicles: The STAB2018 perspective

Cited by 33 publications

References 22 publications

Intact Stability of Historic Passenger Ships in Light of the Second Generation Intact Stability Criteria

Intact Stability of Historic Passenger Ships in Light of the Second Generation Intact Stability Criteria

A New Design Criterion to Improve the Intact Stability of Galician Small Fishing Vessels

Statistical Correlations of Ship High-Run with Broaching-to and Capsize

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