Development of a minimum stability criterion to prevent large amplitude roll motions in following seas [Elektronische Ressource] / von Florian Kluwe

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• Publié par: technische_universitat_hamburg-harburg
• Publié le: 01 janvier 2009
• Nombre de lectures: 27
• Langue: English
• Poids de l'ouvrage: 4 Mo

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648 | 2009
SCHRIFTENREIHE SCHIFFBAU
Florian Kluwe
Development of a Minimum Stability
Criterion to Prevent Large Amplitude
Roll Motions in Following Seas Development of a Minimum Stability Criterion to Prevent Large Amplitude Roll Motions in
Following Seas
Florian Kluwe
1. Auflage, Hamburg, Technische Universität Hamburg-Harburg, 2009
ISBN 978-3-89220-648-4


















© Technische Universität Hamburg-Harburg
Schriftenreihe Schiffbau
Schwarzenbergstraße 95c
D-21073 Hamburg
http://www.tuhh.de/vss Development of a Minimum Stability
Criterion to Prevent Large Amplitude Roll
Motions in Following Seas
Vom Promotionsausschuss der
Technischen Universitat Hamburg-Harburg
zur Erlangung des akademischen Grades
Doktor-Ingenieur (Dr.-Ing.)
genehmigte
Dissertation
von
Dipl.-Ing. Florian Kluwe
aus Kulmbach
2009Vorsitzender des Prufungsausschusses:
Prof. Dr.-Ing. Otto von Estor
Gutachter:
1. Prof. Dr.-Ing. Stefan Kruger
2. Gutachter: Prof. Moustafa Abdel-Maksoud
Zusatzliche Gutachter:
Prof. Dr.-Ing. Edwin Kreuzer
Prof. Thomas Rung
Tag der mundlichen Prufung:
09. 10. 2009
© Schriftenreihe Schi bau der
Technischen Universitat Hamburg-Harburg
Schwarzenbergstra e 95c
D-21073 Hamburg
Bericht Nr.: 648
ISBN 978-3-89220-648-4Dedicated to my fatherAbstract
The intact stability of ships, their ability to withstand external forces and loads without
capsizing, to date is still evaluated on the basis of empirical and semi-empirical criteria.
A number of accidents in the past years show that these existing criteria do not provide a
su cient safety level, especially with respect to certain ship types, like RoRo-vessels and
large Container Ships. In particular, the dynamic behaviour in longitudinal waves is not
addressed by the existing criteria. In the present work a new type of intact stability criterion
is developed, which is based on the direct assessment of ship responses in irregular short
crested seaways. The idea behind the new approach is to evaluate the ship’s behaviour in
a representative number of possible operating conditions. For each operating condition a
limiting wave height is determined by the Blume-criterion. Above this wave height a ship
is considered to be unsafe. All unsafe situations contribute to the Insu cient Stability
Event Index (ISEI) with their individual probability of occurrence. This index is a measure
for the overall vulnerability of a ship in the dynamic wave environment. The threshold
value for this index is obtained from the investigation and analysis of a number of capsizing
accidents. Finally, a simpli ed criterion is derived from the simulation-based index in order
to provide the ndings obtained from the numerical simulations also in situations where
direct calculations are not accessible. The simpli ed criterion is mainly based on lever
arm alterations in waves.
iiKurzfassung
Die Intaktstabilitat von Schi en, ihre Fahigkeit, Kraften und Momenten ohne Kenterung
zu widerstehen, wird heutzutage immer noch auf Basis von empirischen und semi-empi-
rischen Kriterien bewertet. Verschiedene Unfalle in den letzten Jahren zeigen, dass die
bestehenden Kriterien kein ausreichendes Sicherheitsniveau bieten, insbesondere fur ver-
schiedene Schi stypen, wie beispielsweise RoRo-Schi e und gro e Containerschi e. Vor
allem das dynamische Verhalten in langslaufendem Seegang wird von den existierenden
Kriterien nicht in ausreichendem Ma e berucksi chtigt. Die vorliegenden Arbeit beschaftigt
sich mit der Entwicklung eines neuen Intaktstabilitatskriteriums, basierend auf der direk-
ten Berechnung der Schi santwort in unregelma igen, kurzkammigen Wellen. Die Idee
hinter dem neuen Ansatz ist, das Schi sverhalten in einer Anzahl reprasentativer Betrieb-
szustande zu bewerten. Fur jede Situation wird dabei mit Hilfe des Blume-Kriteriums
eine limitierende Wellenh ohe bestimmt, wobei das Schi oberhalb der Grenzwellenh ohe
generell als unsicher angesehen wird. Alle unsicheren Betriebszustande tragen zum \In-
su cient Stability Event Index" (ISEI) bei, der ein Ma fur die Gefahrdung des Schi es
in seinem dynamischen Umfeld darstellt. Der Grenzwert fur den Index wird aus Unfal-
luntersuchungen gewonnen. Schlie lich wird ein vereinfachtes, simulationsunabhangiges
Kriterium abgeleitet, welches auf den Erkenntnissen aus der Simulation beruht und diese
auch dort bereitstellt, wo Seegangssimulationen nicht verfugba r sind. Das vereinfachte
Kriterium basiert im Wesentlichen auf den Hebelarmschwankungen in Wellen.
iiiAcknowledgements
The thesis in hand is based on the research carried out during my time as research
assistant at the Institute of Ship Design and Ship Safety of the Hamburg University
of Technology. I would like to express my thanks and my gratitude to my adviser,
Prof. Dr.-Ing. Stefan Kruger, who o ered me the opportunity to research at his insti-
tute and who supported my work by continuous encouragement and valuable suggestions
throughout the years.
Further I would like to thank Prof. Dr.-Ing. Moustafa Abdel-Maksoud for the evalua-
tion of this thesis, as well as the additional evaluators, Prof. Dr.-Ing. Edwin Kreuzer and
Prof. Dr.-Ing. Thomas Rung for their work.
Additional thanks go to Prof. Dr.-Ing. Otto von Estor who chaired the doctorate com-
mission.
The work on this thesis was carried out within the framework of the research project
\Lasten auf Schi e im Seegang" (LaSSe), which was funded by the German Federal
Ministry of Economics and Technology (BMWi).
I also don’t want to miss the opportunity to thank my colleagues of the institute M-6 for
the good working atmosphere and the input of ideas as well as many fruitful discussions.
Namely, I would like to express many thanks to Dr.-Ing. Felix-Ingo Kehren who was
sharing the o ce with me, for the interesting and successful time we spent together.
Finally, I would like to express my deepest gratefulness to my family for their everlasting
support and to Katja for sharing and supporting my life with great patience and constant
encouragement.
ivContents
List of Figures viii
List of Tables xiv
List of Symbols xv
1 Introduction 1
2 Hazards to Ship Stability in Heavy Weather 5
2.1 Direct Excitation of Roll Motions . . . . . . . . . . . . . . . . . . . . . 7
2.2 Excitation of Roll Motions by Dynamic Stability Alterations . . . . . . . 9
2.2.1 Lever Arm Alterations and Roll Motions . . . . . . . . . . . . . 10
2.2.2 Characteristics of Parametrically Excited Roll Motions . . . . . . 11
2.2.3 Behaviour for Irregular Waves . . . . . . . . . . . . . . . . . . . 14
2.3 Broaching of Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3 Intact Stability - History, Contemporary Regulations and Future Devel-
opment 19
3.1 Criteria recommended by the International Maritime Organisation (IMO) 20
3.2 Intact Stability Criterion of the German Federal Navy (BV1033) . . . . . 27
3.3 DNV Rules for Naval and Naval Support Vessels . . . . . . . . . . . . . 29
3.4 IMO Development Principles for Safety Related Regulations . . . . . . . 32
3.4.1 Goal Based Standards . . . . . . . . . . . . . . . . . . . . . . . 33
3.5 Requirements towards Future Intact Stability Criteria . . . . . . . . . . . 35
4 Assessing Ship Motions in Waves by Numerical Simulations 39
4.1 Minimum Requirements with Respect to Large Amplitude Rolling . . . . 39
4.2 Wave Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.2.1 Discretisation of the Frequency Range . . . . . . . . . . . . . . 42
4.2.2 Discretisation of the Angular Range . . . . . . . . . . . . . . . . 45
4.2.3 Limitations and Errors . . . . . . . . . . . . . . . . . . . . . . . 45
4.2.4 Equivalent Wave according to Grim’s Concept . . . . . . . . . . 48
4.3 Numerical Method E4-ROLLS . . . . . . . . . . . . . . . . . . . . . . . 50
vContents
4.4 In uence of Roll Damping . . . . . . . . . . . . . . . . . . . . . . . . . 53
5 Selected Failure Criteria 57
5.1 The Kastner/Roden Criterion for the Extrapolation to minimum GM values 57
5.2 Soeding’s Concept of Ampli ed Waves . . . . . . . . . . . . . . . . . . 61
5.3 Blume’s of De ning Su cient Safety against Capsizing from
Model Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6 The Insu cient Stability Event Index (ISEI) 67
6.1 Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
6.2 Failure Coe cient C . . . . . . . . . . . . . . . . . . . . . . . . . . 72Fail
6.3 Seaway Probabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
6.4 Speed Probability Distribution . . . . . . . . . . . . . . . . . . . . . . . 76
6.4.1 Maximum Speed . . . . . . . . . . . . . . . . . . . . . . . . . . 78
6.4.2 Added Resistance . . . . . . . . . . . . . . . . . . . . . . . . . 81
6.5 Course Probability Distribution . . . . . . . . . . . . . . . . . . . . . . 85
6.6 In uence of Roll Damping on the Capsizing Index . . . . . . . . . . . . 87
7 Validation of the Concept 91
7.1 Analysis of Real Capsizing Accidents . . . . . . . . . . . . . . . . . . . 91
7.2 Example: The Capsizing of MV COUGAR ACE . . . . . . . . . . . . . . 94
7.2.1 Findings During