Ship Operational and Safety Aspects of Ballast Water Exchange at Sea

1994 ◽  
Vol 31 (04) ◽  
pp. 315-326
Author(s):  
John B. Woodward ◽  
Michael G. Parsons ◽  
Armin W. Troesch
Keyword(s):  
Bending Moment ◽  
Bending Moments ◽  
University Of Michigan ◽  
Bulk Carrier ◽  
Rough Water ◽  
Design Values ◽  
Wave Heights ◽  
Ballast Tanks ◽  
The University ◽  
Wave Induced

A dry bulk carrier, a tanker, and a containership—taken as typical of ships trading to U.S. ports—are analyzed for possible hazards caused by emptying and refilling ballast tanks at sea. Using hydrostatic data furnished by the shipowners, hull bending moments and stabilities are investigated to find the tank-emptying operations that produce the greatest changes in those parameters. As should be expected, bending moment changes do not exceed allowable stillwater values. Changes in GM are insignificant. The worst hydrostatic cases serve as a guide to conditions that should be analyzed in rough water. The University of Michigan SHIPMO program shows that in waves of 10-ft significant height wave-induced bending moments and shears are far below the design values published by the American Bureau of Shipping. On the other hand, in waves of 20-ft significant height, the maximum wave heights that occur occasionally can cause moments or shears that exceed design values. For the 20-ft case, both linear and nonlinear versions of SHIPMO are used.

Bending Moments and Shear Forces in Ships Sailing in Irregular Waves

1981 ◽  
Vol 25 (04) ◽  
pp. 243-251
Author(s):  
J. Juncher Jensen ◽  
P. Terndrup Pedersen
Keyword(s):  
Linear Part ◽  
Vertical Motion ◽  
Bending Moment ◽  
Irregular Waves ◽  
Bending Moments ◽  
Shear Forces ◽  
Strip Theory ◽  
Wave Heights ◽  
Exciting Forces ◽  
Wave Induced

This paper presents some results concerning the vertical response of two different ships sailing in regular and irregular waves. One ship is a containership with a relatively small block coefficient and with some bow flare while the other ship is a tanker with a large block coefficient. The wave-induced loads are calculated using a second-order strip theory, derived by a perturbational procedure in which the linear part is identical to the usual strip theory. The additional quadratic terms are determined by taking into account the nonlinearities of the exiting waves, the nonvertical sides of the ship, and, finally, the variations of the hydrodynamic forces during the vertical motion of the ship. The flexibility of the hull is also taken into account. The numerical results show that for the containership a substantial increase in bending moments and shear forces is caused by the quadratic terms. The results also show that for both ships the effect of the hull flexibility (springing) is a fair increase of the variance of the wave-induced midship bending moment. For the tanker the springing is due mainly to exciting forces which are linear with respect to wave heights whereas for the containership the nonlinear exciting forces are of importance.

Assessment of the Total Ship’s Hull Girder Bending Stresses When Unified Model of Sagging and Hogging Bending Moments is Used

2009 ◽  
Author(s):  
Lyuben D. Ivanov
Keyword(s):  
Life Span ◽  
Bending Moment ◽  
Extreme Value Statistics ◽  
Bending Moments ◽  
Hull Girder ◽  
Section Modulus ◽  
Probabilistic Distribution ◽  
Bending Stresses ◽  
Distribution Laws ◽  
Wave Induced

A method is proposed for calculating the hull girder bending stresses following the procedure in the class rules but in probabilistic terms, i.e. the still water and the wave-induced bending moments; the total hull girder bending moment; the hull girder section modulus and the hull girder bending stresses are treated as random variables with corresponding probabilistic distributions. The still water and wave-induced hull girder hogging and sagging loads are presented in probabilistic format as one phenomenon, i.e. using bi-modal probability density functions. The probabilistic distribution of the total hull girder load is calculated using the rules of the composition of the distribution laws of the constituent variables. After that, the hull girder geometric properties are presented in probabilistic format as annual distributions and distributions for any given life-span. Thus, it becomes possible to calculate both the annual probabilistic distributions and the probabilistic distribution for any given ship’s life span of the hull girder stresses. Individual amplitudes statistical analysis and extreme value statistics are used. Then, the probability of exceeding the permissible hull girder bending stresses in the class rules is calculated. An example is given for 25K DWT bulk carrier.

Effect of Heavy Weather Maneuvering on the Wave-Induced Vertical Bending Moments in Ship Structures

1990 ◽  
Vol 34 (01) ◽  
pp. 60-68 ◽  
Author(s):  
C. Guedes Soares
Keyword(s):  
Wave Height ◽  
Significant Wave Height ◽  
Decision Rules ◽  
Bending Moment ◽  
Ship Motions ◽  
Bending Moments ◽  
Significant Wave ◽  
Course Changes ◽  
Wave Induced ◽  
Vertical Bending Moment

Statistical data are collected so as to quantify the probability of occurrence of voluntary course changes in heavy weather as well as their dependence on significant wave height and on ship heading. Decision rules are established about when and how to change course, on the basis of the analysis of operational data and of interviews with experienced shipmasters. A Monte Carlo simulation is performed so as to determine how an omnidirectional distribution of initial headings is changed by voluntary course changes depending on the significant wave height. Finally, the effect of the nonuniform distribution of headings on the mean wave-induced vertical bending moment is calculated. It is shown that although heavy weather maneuvering eases the ship motions, it can increase the wave-induced bending moments and thus increase the probability of structural failure.

Partial Safety Factors for Vertical Bending Loads on Containerships

1992 ◽  
Vol 114 (2) ◽  
pp. 129-136 ◽  
Author(s):  
C. O¨stergaard
Keyword(s):  
Probability Density ◽  
Reliability Analysis ◽  
Limit State ◽  
Bending Moment ◽  
Bending Moments ◽  
Wave Loads ◽  
Safety Factors ◽  
The North ◽  
Design Values ◽  
Partial Safety Factors

International design codes for seagoing steel ships of today are in the process of testing a new safety format with load factors separately multiplied with nominal (code) values of still water and wave loads. This leads to two design values of these loads, the sum of which must not exceed a design value of the strength of the ship structure, which is again a nominal (code) value of strength, this time divided by a strength factor. Such load and strength factors are generally termed partial safety factors. In the paper, vertical still water and wave bending moments of containerships are considered as loads. The partial safety factors are determined on the basis of reliability analysis, i.e., the sum of the design values of the loads will not exceed a design serviceability limit state of the ship’s structure with given probability. To enable reliability analysis, distribution density of the ship’s strength to resist bending moments is based on a stochastic interpretation of nominal (code) values used in the conventional safety format. The probability density of the still water bending moment is obtained from recently published statistical data. The probability density of the wave bending moment is calculated using advanced hydrodynamic and spectral analysis, including long-term statistics of the (North Atlantic) seaway. Reliability and related design values are estimated using the FORM algorithm with due consideration of the different repetition numbers for which the stochastic models of the two bending moments are valid. The results are presented as nonlinear regression formulas and as diagrams that specify partial safety factors related to length and beam of containerships. The nominal values of bending moments to be used with these partial safety factors are given as functions of length, beam, and block coefficient of those ships.

Estimation of hull girder vertical bending moments including non-linear and flexibility effects using closed form expressions

2009 ◽  
Vol 223 (3) ◽  
pp. 377-390 ◽  
Author(s):  
P T Pedersen ◽  
J J Jensen
Keyword(s):  
Closed Form ◽  
Linear Response ◽  
Bending Moment ◽  
Phase Lag ◽  
Bending Moments ◽  
Hull Girder ◽  
Strip Theory ◽  
Non Linear ◽  
Bow Flare ◽  
Wave Induced

A simple but rational procedure for prediction of extreme wave-induced hull girder bending moment in slender mono-hull displacement vessels is presented. The procedure takes into account main ship hull characteristics such as length, breadth, draught, block coefficient, bow flare coefficient, forward speed, and hull flexibility. The wave-induced loads are evaluated for specific operational profiles. Non-linearity in the wave bending moment is modelled using results derived from a second-order strip theory and water entry solutions for wedge-type sections. Hence, bow flare slamming is accounted for through a momentum type of approach. The stochastic properties of this non-linear response are calculated through a monotonic Hermite transformation. In addition, the impulse loading attributable to, for example, bottom slamming or a rapid change in bow flare is included using a modal expansion in the two lowest vertical vibration modes. These whipping vibrations are added to the wave frequency non-linear response, taking into account the rise time of the impulse response as well as the phase lag between the occurrence of the maximum non-linear load and the maximum impulse load. Previous results for the sagging bending moment are validated by comparison with fully non-linear strip theory calculations and supplemented with new closed form results for the hogging bending moment. Focus is on the extreme hull girder hogging bending moment. Owing to the few input parameters, this procedure can be used to estimate the wave-induced bending moments at the conceptual design phase. Another application area is for novel single-hull ship types not presently covered by the rules of the classification societies. As one application example the container ship MSC Napoli is considered. Further validations are needed, however, in order to select proper values of the parameters entering the analytical form of the slamming impulse.

Combination of Multiple Extreme Bending Moment Components

2012 ◽  
Author(s):  
Bernt J. Leira
Keyword(s):  
Bending Moment ◽  
Geometric Approach ◽  
Bending Moments ◽  
Load Effect ◽  
Zero Crossing ◽  
Combined Load ◽  
Component Processes ◽  
Velocity Variances ◽  
Moment Load ◽  
Wave Induced

A procedure for estimating the combined load effect for processes with different zero-crossing periods is described. The procedure is illustrated by application to the combination of wave-induced bending moments. The basic formulations related to the distribution of maxima and extremes for a scalar Gaussian process are first reviewed. Subsequently, an outline of the procedure for multi-component processes is given. The developed formulation is then applied for analysis of the combined bending moment load effect. Two cases of such combinations are addressed (i) A case with widely different velocity variances (ii) A case involving a non-linear combination of the bending moments. A geometric approach to the interpretation and derivation of associated load effect combination factors is also demonstrated.

Time-Variant Reliability Assessment of FPSO Considering Corrosion and Collision

2006 ◽  
Author(s):  
Daokun Zhang ◽  
Wenyong Tang ◽  
Shengkun Zhang
Keyword(s):  
Oil And Gas ◽  
Bending Moment ◽  
Bending Moments ◽  
Hull Girder ◽  
Corrosion Defect ◽  
Direct Damage ◽  
Collision Condition ◽  
Inspection And Maintenance ◽  
Offshore Oil And Gas ◽  
Wave Induced

Floating production, storage, and offloading (FPSO) system has been widely used in the offshore oil and gas exploitations. Since it has long intervals of docking for thorough inspection and maintenance, and is exposed to collision risk at sea, the time-variant reliability of FPSO becomes very important as for the risks of corrosion and collision. The corrosion defect is modeled as the exponential function of time. The Idealized Structural Unit Method is also proposed to predict ultimate strength of hull girder. Still water and wave-induced bending moments are also combined into stochastic processes. Reliabilities of intact hull during the service are calculated as references to those of collided hulls with effect of corrosion defect. Collision condition is a focus in this paper, where collided hulls are modeled according to ABS instructions. According to the instructions, the section with highest bending moment, which almost locates at the mid ship, should be noticed. Therefore still water bending moments of mid section of collided hulls are achieved and divided into two groups based on collision positions. One is that the mid section is broken, which is named as “direct damage”. Another is that other else section is broken, which is named as “influence”. Result shows that “influence” condition has higher still water bending moment than “direct damage”, which is usually neglected in previous researches. Finally, reliabilities of collided hulls throughout the service life are obtained, which can become references to further inspection and maintenance plan.

Hydrodynamics of the Ballast-Free Ship Revisited

2010 ◽  
Vol 26 (04) ◽  
pp. 301-310
Author(s):  
Miltiadis Kotinis ◽  
Michael G. Parsons
Keyword(s):  
Fluid Dynamics ◽  
Experimental Studies ◽  
Power Reduction ◽  
University Of Michigan ◽  
Computational Hydrodynamics ◽  
Bulk Carrier ◽  
The Past ◽  
Computational Fluid Dynamics Cfd ◽  
The University ◽  
Propulsion Power

In order to clarify the existence and amount of a required propulsion power reduction possible with the efficient use of the Ballast-Free Ship concept on a Seaway-size bulk carrier, additional experimental and computational hydrodynamics studies were undertaken during the past year. Experimental studies performed in the University of Michigan Marine Hydrodynamics Laboratory (MHL) are described. Computational fluid dynamics (CFD) investigations performed using Star-CCMþ at both model and full scale are also presented.

Structural Safety Assessment of Damaged Ships

2007 ◽  
Author(s):  
Imtaz A. Khan ◽  
Purnendu K. Das
Keyword(s):  
Safety Assessment ◽  
Bending Moment ◽  
Structural Safety ◽  
Bending Moments ◽  
Damage Scenario ◽  
Damage Scenarios ◽  
Horizontal Wave ◽  
Intact Condition ◽  
Interaction Equation ◽  
Wave Induced

In the design of ships, structural strength is generally assessed for the intact condition. In intact condition, the critical load case for mono-hull ship is the vertical bending moment, which reaches its maximum in head seas. Both horizontal bending moment and torsional load may play insignificant role. The torsion is considered only when there are large opening on ships. This methodology has been successfully applied to ship design for many years. But when a ship is damaged the whole scenario for the safety assessment changes. In damaged condition its floating condition could be changed dramatically. Its draught is increased and it may heel. It could also have large holes in the structure. So the load combination becomes very essential part of structural safety assessment in damaged scenario. Different damage scenarios in two tankers have been studied. A rational way to combine the vertical, horizontal wave-induced bending moments and still water bending moment is presented. For the deterministic analysis a rational interaction equation, combining vertical and horizontal bending moments is discussed. The reliability index and the probability of failure at different damage scenario are studied. The combined effect of torsional, vertical and horizontal bending moments is discussed. Finally the survivability of the damaged ships is discussed.

The Prediction of Long-Term Distributions of Wave-Induced Bending Moment from Model Tests

1968 ◽  
Vol 5 (02) ◽  
pp. 137-149
Author(s):  
Roger H. Compton
Keyword(s):  
Random Sampling ◽  
Large Population ◽  
Bending Moment ◽  
Model Tests ◽  
Ocean Wave ◽  
Design Stage ◽  
Bending Moments ◽  
Actual Distribution ◽  
Wave Induced

A procedure is described for predicting the long-term distribution of wave-induced bending moments for a ship operating in a statistically defined ocean-wave environment, using results from model tests and realistic sea spectra. To illustrate the procedure a hypothetical tanker is subjected to a known wave environment, completely defined by a large population of sea spectra, and the long-term distribution of wave bending moment is predicted from a relatively small random sampling of sea spectra, using the proposed procedure. The predicted distribution is shown to compare favorably with the actual distribution of bending moment. Suggestions are made regarding the applicability of this procedure to the prediction of service wave bending moment distributions for actual ships in the design stage.

Sign in / Sign up

Export Citation Format

Share Document