Second Generation Intact Stability Criteria Fallout on Naval Ships Limiting KG Curves

2020 ◽  
Author(s):  
Gennaro Rosano ◽  
Ermina Begović ◽  
Guido Boccadamo ◽  
Barbara Rinauro
Keyword(s):  
Dynamic Stability ◽  
Second Generation ◽  
Loss Of Stability ◽  
Stability Criteria ◽  
Parametric Roll ◽  
Intact Stability ◽  
Surf Riding ◽  
Hull Forms ◽  
Onr Tumblehome ◽  
Dead Ship Condition

The International Maritime Organization (IMO) finalized the Second Generation Intact Stability Criteria (SGISC), in February 2020. They are intended to be included in Part A of the 2008 International Code on Intact Stability in the following years. The SGISC consider five modes of dynamic stability failure in waves: parametric roll, pure loss of stability, surf-riding/broaching to, dead ship condition and excessive acceleration. In this paper, two semi-displacement, round bilge and transom stern hull forms, the parent hull of the Systematic Series D and the ONR Tumblehome, i.e. typical naval hull forms, are examined. Although naval ships are not directly impacted by SGISC, they are sensitive to dynamic stability failure phenomena due to their geometry and range of service speeds. The procedures to assess the ship vulnerability to the dead ship condition and excessive acceleration criteria, referring to the latest drafts of the criteria (SDC 7/5, 2019), were implemented in Matlab®,. The limiting KG curves associated with this set of criteria were obtained for each vessel. The minimum allowable KG curve associated with the excessive acceleration criterion was compared with the maximum allowable KG curve associated with dead ship condition, to investigate the existence of a safe operational area.

Application of the Second Generation Intact Stability Criteria in Initial Ship Design

2014 ◽  
Author(s):  
M. Tompuri ◽  
P. Ruponen ◽  
M. Forss ◽  
D. Lindroth
Keyword(s):  
Second Generation ◽  
Failure Modes ◽  
Ship Design ◽  
Stability Criteria ◽  
Parametric Roll ◽  
Safety Measures ◽  
Main Emphasis ◽  
Intact Stability ◽  
Surf Riding ◽  
Additional Safety

The International Maritime Organization (IMO) is revising the Intact Stability Code. The so-called second generation intact stability criteria will provide additional safety measures against stability failures in waves. The draft regulations for three failure modes, parametric roll, pure loss of stability and surf-riding/broaching are reviewed and sample calculations for a fast RoPax ship are presented. The main emphasis is on the sensitivity of the results to the applied input data, which is not very accurate in the initial design phase. The implementation and effects of the new calculations to the ship design are discussed.

Influence of Systematic Hull Shape Variations on Ship Stability Performances in Waves

2020 ◽  
pp. 1-14
Author(s):  
Nicola Petacco ◽  
Giuliano Vernengo ◽  
Diego Villa ◽  
Antonio Coppedé ◽  
Paola Gualeni
Keyword(s):  
Second Generation ◽  
Design Space ◽  
Failure Modes ◽  
Free Form ◽  
Stability Criteria ◽  
Ship Stability ◽  
Parametric Roll ◽  
Modern Approach ◽  
Intact Stability ◽  
Geometric Variation

The sensitivity of ship stability performance in waves to geometric variation has been investigated by means of a simulation-based design framework. The study was devoted to assess the influence of hull geometry variations on some stability failure modes, namely, parametric roll (PR) and pure loss of stability (PLS). The application has been developed by using a representative model of a postpanamax container vessel. PR and PLS phenomena have been investigated by the application of second-generation intact stability criteria (SGISc). The initial multidimensional design space has been filled by 500 design configurations identified by means of a design of experiments approach. A method developed in-house, combining the subdivision surface and free-form deformation approaches, has been used to create the whole set of design alternatives. The generated design configurations have been assessed analyzing the results derived from application of the first- and the second-level SGIS vulnerability criteria for both the selected stability failure modes. To strengthen the correlation behaviors, the design space has then been further explored by using 10k design configurations exploiting the capabilities of a surrogate model-based approximation, relying on a Gaussian process formulation. The study has been focused on the correlations among the variables and the response functions, i.e., the outcomes of the SGIS vulnerability criteria. The significance, in terms of effects, of each geometry shape variable has been investigated. Results have been discussed in the light of the SGISc structure, to provide further insight into this innovative safety framework for a modern approach to intact stability. 1. Introduction In the last 10 years, the development of the so-called second-generation intact stability criteria (SGISc) has been one of the most engaging topics addressed by the Sub-Committee on Safety Design and Construction (SDC) of the International Maritime Organization (IMO).

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

2021 ◽  
Vol 163 (A1) ◽  
pp. 119-130
Author(s):  
I Bačkalov ◽  
S Rudaković ◽  
M Cvijović
Keyword(s):  
Second Generation ◽  
Point Of View ◽  
Stability Assessment ◽  
Stability Criteria ◽  
Cruise Ships ◽  
Design Changes ◽  
Intact Stability ◽  
Passenger Ships ◽  
The Dead ◽  
Dead Ship Condition

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.

scholarly journals On the Development of Catamaran Hull Form for Fish Processing Vessel to Support Domestic Fishing Activities in Indonesia

Naše more ◽  
2021 ◽  
Vol 68 (3) ◽  
pp. 175-188
Author(s):  
Ahmad Fauzan Zakki ◽  
◽  
Deddy Chrismianto ◽  
Aulia Windyandari ◽  
Rizaldy Ilham
Keyword(s):  
Dynamic Stability ◽  
High Speed ◽  
Equation Model ◽  
Fish Processing ◽  
Hull Form ◽  
Initial Stage ◽  
Intact Stability ◽  
Principal Dimension ◽  
Hull Forms ◽  
Resistance Performance

Several advantages of multihull, such as catamaran, have been extensively discussed in the previous research. Therefore, this research focuses on developing a catamaran hull form for the fish processing vessel hull. The initial stage is determining the principal dimension and exploring the configurations of catamaran hull forms. The existing high-speed craft catamarans have been adopted to determine the parent model main dimensions using a linear regression equation model. Otherwise, the catamarans single demi-hull geometry was developed by converting and modifying the parent model hull form with enlarging the hull displacement to achieve the deadweight capacity and service speed requirements. The demi-hull spacing configuration with s/L 0.17, s/L 0.20, s/L 0.30, and s/L 0.40 on the resistance characteristics, intact stability, and sea-keeping behaviour were also explored. Furthermore, the comparisons with the previously proposed monohull were presented. Regarding the hull resistance performance, the analysis indicated that the catamaran hull form had better total resistance characteristics than the monohull on the service speed over 23 knots. In the case of intact stability, the analysis results presented that the catamaran hull form has better intact stability characteristics than the monohull. The dynamic stability of the catamarans also gave better dynamic stability at the heeling angle below 41.57°. Otherwise, the catamarans with s/L 0.17 and s/L 0.20 have lower dynamic stability than the monohull at the heeling angle larger than 41.57° and 58.03°, respectively. In the sea-keeping performance, the catamaran hull has shown an excellent rolling motion required for the offshore environment loading/unloading process. The large demi hull spacing of the catamarans hull can reduce the effect of the wave creating load on the roll motion response at the Beam Sea.

scholarly journals Implementation of the IMO Second Generation Intact Stability Guidelines

2021 ◽  
Vol 10 (1) ◽  
pp. 41
Author(s):  
Kyle E. Marlantes ◽  
Sungeun (Peter) Kim ◽  
Lucas A. Hurt
Keyword(s):  
Second Generation ◽  
Practical Implementation ◽  
Container Ship ◽  
Stability Criteria ◽  
Fishing Vessel ◽  
Intact Stability ◽  
Industry Collaboration ◽  
Comparison Of The Results

This paper provides a discussion of the technical and theoretical ambiguities, requirements, and limitations to develop a practical implementation of the IMO Second Generation Intact Stability criteria. This discussion is the result of industry collaboration, where two implementations of the guidelines were developed jointly, albeit independently. Both implementations were then used to assess four sample cases: C11 container ship, KRISO container ship (KCS), barge, and fishing vessel, for which the detailed particulars and results are given. Conclusions on the practicalities of use, a comparison of the results, and suggestions on how the criteria might be integrated into a workflow are also given.

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