Table 5 - uploaded by Apostolos Papanikolaou
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... 11 examples the simulation of P3 where after the damage event at 1800 sec the ship is flooded with 3500 tn and rolls around a mean angle of 1.5 deg towards the damage opening. The change of the roll motion is measured by the comparison of the rms value between intact and damage condition as shown in Table 5. ...
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Citations
... There were several evidence of accidents and casualties that happened to ropax vessels depending on fire on board (Marrero et al., 2022), on collision and damage to the main hull (Papanikolaou and Spanos, 2005). ...
... This phenomenon was responsible for the sinking of different ships such as the Estonia and of the Herald of Enterprise ships (Khaddaj-Mallat et al., 2011;Valanto, 2008), which solicited the development of a specific regulation for ropax vessels named Stockholm Agreement (Vassalos and Papanikolaou, 2002). Several research studies on the topic were carried out encompassing experimental tests and numerical simulations (Papanikolaou and Spanos, 2005). ...
... In this study, the seaworthiness model used to predict the stability of the Pinis' hull design was based on a benchmark analysis from the 24th International Towing Tank Conference (ITTC) Specialist [23,24]. Stability simulation was carried out using the naval architecture software MAXSURFTM (Bently) to assess the ship's ability to maintain its upright position upon perturbation. ...
This study evaluated the seaworthiness of the Terengganu Pinis vessel using the stability simulation of a reconstructed design. Data were obtained by reverse engineering based on the actual Pinis ship and interviews with master craftsmen in Terengganu, Malaysia. Data were simulated using the software MAXSURF TM to assess the ship's ability to maintain its upright position after perturbation. The simulation was performed in calm water and regular waves at 6 six loading displacements, i.e., 207.5, 226, 244.5, 263.0, 281.5, and 300.0 tonnes, Overall, the Malay Pinis vessel passed the International Maritime Organization (IMO) Intact Stability Code (2008 IS Code) with a GZ larger than 40 deg, surpassing the current seaworthiness minimum criterion by 10 deg. Since the Pinis vessels are still being used today for seagoing, the design must include a watertight bulkhead to prevent leaking and ensure the intactness of the ship in case of leaking.
... A further benchmark study on transient flooding and capsize of a roro/passenger ship in waves, with model test results from van't Veer (2001), was carried out within the EU FP6 project SAFEDOR (2005)(2006)(2007)(2008)(2009) and summarized by Papanikolaou and Spanos (2008). The significant wave height at the survival boundary was estimated quite well by two out of the four participants. ...
... There is significant difference between KRISO and MSRC, both assuming free drift motion. Similar large variations in the simulated drift of the flooding ship in waves were found in the SAFEDOR benchmark study, Papanikolaou and Spanos (2008). Only MARIN modelled the mooring system, but the resulting sway motion in waves is notably smaller than measured. ...
Large cruise ships can carry 10 000 persons onboard, and consequently, survivability of the ship in the event of a flooding accident is essential. Many designers are already conducting advanced damage stability analyses beyond the regulatory requirements. With increased computing capacity, survivability analyses, by using time-domain simulation tools, are already commonly applied in the design of new cruise ships. Consequently, it is essential that such tools are properly validated, in terms of ship response and detailed flooding behavior, to assess the capability and applicability of the tools. For this purpose, an international benchmark study on simulation of flooding and motions of damaged cruise ships was conducted within the EU Horizon 2020 project FLARE, using experimental data from new dedicated model tests as a reference. The test cases include transient and progressive flooding, both in calm water and in irregular beam seas. The results indicate that capsize is properly captured by simulation codes, but there are notable differences in the flooding progression and capsize mechanisms, especially when flooding takes place in high waves.
... This has contributed greatly to the eventual success in achieving harmonisation and proposing a workable framework for damage stability calculations in IMO SLF 47. The fundamental and applied levels of development in this project integrated with other concurrent EC-funded projects, such as NEREUS (1999)(2000)(2001)(2002), ROROPROB (1999ROROPROB ( -2002, SAFENVSHIP (Jasionowski, 2005) and parallel international collaborative efforts (work by the Stability in Waves Committee at the International Towing Tank Conference from 1996 onwards, e.g., (Papanikolaou, 2001), (Papanikolaou and Spanos, 2008), and more recent benchmark studies, e.g., (Ruponen et al., 2022), thus providing a clearer understanding of damage stability and survivability. The conviction for serious development was also increased by the systematic application and verification of the developing numerical tools, helping raise confidence in the available knowledge to address the physical phenomena involved effectively and with sufficient engineering accuracy. ...
Development of damage stability as a scientific subject, specifically in damage ship
hydrodynamics and, generally, flooding risk assessment, has evolved primarily by inquisitive academics with support by people with vision and passion towards maritime safety enhancement from industry and Government, the latter in the wake of serious accidents. Notwithstanding this, the subject has seen remarkable development in a short period of time in terms of understanding process, and developing methods and tools for practical implementation of such developments. The stage has now been reached where large-scale EC and industry-funded projects are bringing all requisite knowledge and experience together towards implementation by end users with the view to institutionalizing such developments. The paper critically traces and presents key developments starting from basic concepts to a complete framework for performing numerical simulations of ship survivability in operational conditions in the seaway, leading to flooding risk assessment with application potential for new and existing ships with focus on the design phase but with operation potential in ship operation, the latter involving emergencies.
... The first two included also motions of damaged ropax vessels, while the third one focused on progressive flooding in a box-shaped model, Ruponen et al. (2007). An additional benchmark study with transient flooding of a ropax vessel was conducted within the EU FP6 project SAFEDOR, as reported by Papanikolaou and Spanos (2008). The analysis focused on the critical significant wave height for surviving the studied two-compartment damage case. ...
Survivability of damaged ships, especially ro-ro/passenger (ropax) vessels, is of paramount interest. Nowadays, time-domain simulation of flooding and motions of damaged ships are more frequently performed to obtain a more realistic overview of the actual survivability in case of a flooding accident. An international benchmark study on simulation of flooding and motions of damaged ropax vessels was conducted within the EU Horizon 2020 project FLARE, using new dedicated model tests as a reference. The test cases include transient flooding in both calm water and in irregular beam seas, as well as gradual flooding and capsizing in beam seas. The studied damage case is a two-compartment collision damage, and the studied intact metacentric height values were lower than the statutory requirements to achieve also capsize cases. Numerical results were carefully compared against measurement data from the model tests. In transient flooding cases the capsize conditions were generally detected well by most codes. However, much variation was observed in the internal flooding and capsize mechanisms. For gradual flooding in beam seas, the results for capsize rate and time-to-capsize were characterized by significant variability among the codes. Results indicate that more research is needed to further improve the time-domain flooding simulation methods to correctly capture both transient flooding phenomena and motions of damaged ship in high waves.
... Some research studies on transient flooding scenarios usually involve initially empty compartments, where the damage opening is not fully submerged by the seawater (Khaddaj-Mallat et al., 2012;Manderbacka et al., 2015b). Actually, this could be ascribed to a sharp-crested weir in free flow condition that can become a weir in submerged flow condition while the flooding keeps progressing (Masoni, 2010;White, 2010) (see DUBUAT assumption). In order to account for weir in free flow, it is sufficient to adjust the constant discharge coefficient. ...
... Different descriptions of the flooding law, together with different coupling techniques between flooding water and hull dynamics, can affect ship dynamic response during the various stages of flooding (Papanikolaou and Spanos, 2005). Ship flooding can be subdivided into three stages, namely transient, progressive, and steady-state (IMO, 2003). ...
... Weir in submerged flow is a very complex problem. In literature many researches on this topic refer to the study by (Villemonte, 1949) and (Masoni, 2010). Therefore, the formulations proposed by these authors for weir in submerged flow are chosen and implemented for the purpose of the applications. ...
Fast and reliable tools for simulating ship dynamics enable the prediction of the vessel behaviour, which is of vital importance for damage scenario simulations. This is relevant both at the design stage and for an operating ship in emergencies.
This research study concerns numerical simulations of damaged ship dynamics, focusing on steady-state and transient stages of flooding in still water. Experimental data, available for the chosen case studies, enables relevant comparisons with the obtained numerical outcomes.
In the first part of the paper, two fast approaches, named apparent gravity and mass exchange, are developed and applied for simulating the roll decay of a hull with a flooded compartment (steady-state stage of flooding). The current paper shows novel insights about the applicability of the apparent gravity method (flat non-horizontal free-surface assumption) and the novel development and implementation of the mass exchange method (flooded compartment virtually subdivided in two connected sub-compartments). The applications concern different filling levels and two different initial stability conditions.
In the second part of the paper, a detailed study on flow rate models for transient stage flooding simulations is carried out, with particular effort on phenomena pertinent to the weir in submerged flow. Several approaches are applied and compared, showing the low sensitivity of the model to modest variations in the flow rate, except for the small initial stability condition.
... Therefore, a finite number of damage cases within the probable range among the operating conditions was defined and simulated [14]. Through the simulation, time-series data for each case were obtained and converted into a ship motion database. ...
... The ship used in this study is a training ship from the Korea Institute of Maritime and Fisheries Technology, and its structure is shown in Figure 4. It is a 5200-ton ship with dimensions of 145 m length overall (LOA), 18 m breadth, and 7.5 m depth, and the simulation was performed using this ship [14]. ...
... RMSE . . . was used as another criterion, which meant the sum of the RMSE of heave, roll, and pitch under the same conditions and could be calculated using Equation (14). After the same method, the location of the damage center, where the RMSE . . . ...
Considering the nature of marine accidents, even a single accident can result in significant damage to the environment and property, as well as loss of life. Therefore, the initial response should be rapid and accurate, and various decision support systems have been developed to achieve this. Research on simulating progressive flooding on board immediately after an accident is being actively conducted, but this requires high levels of computing power. In this study, a methodology for converting simulated ship motion data into a ship motion database is presented. The model of a training ship from the Korea Institute of Maritime and Fisheries Technology and KRISO in-house code SMTP was used for ship motion computations. The short-time Fourier transform was used to convert time-series motion data into a spectrogram motion database. A methodology for deriving a predicted location of the damage center is presented. The candidate locations of the damage centers were obtained by comparing the root mean square error values of the ship motion database from the simulation and real-time ship motion data. Finally, a probability function was suggested to confirm the predicted location of the damage center. Using 100 randomly selected test cases, our method showed 95% accuracy.
... Four different codes namely, PROTEUS (Jasionowski, 2001, Letizia, 1996, FREDYN (Veer and DeKat, 2000), CAPSIM (Spanos, 2002) and IST (Santos and Soares, 2003) were subjected to scrutiny through a parametric study on a 2-compartment SOLAS90 worst damage for the case of RoRo/passenger ship. In view of the findings of the third benchmark study, as discussed in (Papanikolaou and Spanos, 2008), discernible differences exist in the estimation of survival boundary indicating a sensitivity on the wave periods while significant concerns are raised regarding the viscous roll damping. This however does not render the codes inefficient means of assessing survivability. ...
A retrospective look at the history of maritime accidents, reveals that the knowledge of how to build safe ships is based predominantly on experience which, in turn, stems from "trial and error", but "errors" in this case imply disasters at sea. Lessons from sea catastrophes materialised in rough recommendations on suitable proportions and dimensions of the vessel hull and its construction, which in turn, would cater for stability. One paramount example in this direction was the establishment of SOLAS after the sinking event of Titanic. Thereafter, the whole history of SOLAS conventions has been linked to disasters at sea.
The rationalisation of the damage stability regulations was achieved with the advent of the probabilistic rules, which provided performance-based regulations for ships in the damaged condition. Only then the deterministic standards, prescriptive in nature, were succeeded by goal-setting or else goal-based regulations, aimed at improved ship subdivision. This tendency emerged internationally and it was perceived by dominant pioneers of the passenger ship industry as a beneficial solution to the consideration of alternative designs as well as rapid adoption of technological innovation. This, in turn, allowed a step-change away from a prescriptive mindset and afforded new degrees of design freedom.
The face of maritime safety is changing rapidly and, as a result, SOLAS struggles to keep pace with technological and scientific developments. Contemporary developments, such as Safe Return to Port, Risk-Based Design, and Alternative Designs and Arrangements are aiming at enhancing the safety level and stability standards of passenger ships. However, in this quest, many principal aspects have been overlooked: A survivability factor that does not differentiate between ships types and has been developed merely on the basis of RoRo vessels; absence of alternative and more efficient ways of survivability estimation of passenger ships in waves; lack of consideration of actual operational profiles in damage stability assessment; inadequate consideration of the actual operational wave environment at the operating location on survivability; accident databases addressing cargo and passenger ship accidents in the same vain and finally, permeability values that do not reflect the actual permeable volume of different rooms, while their impact on damage survivability is unknown.
Many factors are known to affect the final consequences of the ship hull damage, which are random in nature, and their influence on ship safety varies with ship size and type. The aforementioned present a few of the pitfalls that surface and exhibit allegedly the Achilles heel of passenger ships, namely damage stability. These, in turn, have been adopted by the latest damage stability amendments proposed in SOLAS 2020 involving all shortcomings from the preceding SOLAS 2009.
To this end, this thesis aims to overcome these shortcomings as well as identify any emerging potential drawbacks in the way SOLAS 2009 and subsequently SOLAS 2020 have been constructed. Even though the application of the common survivability assessment practices is wide in the passenger ship industry, it lacks some rationalization, while, the integration of actual data is absent. Therefore, the thesis proposes to develop viable alternatives that will constitute more accurate means in assessing damage survivability of large passenger ships and more particularly modern cruise liners in a holistic manner.
In this line, a framework for a holistic damage survivability approach is provided, which entails development, use, and comparison between statistical (traditional) and direct (modern) approaches to damage survivability pertaining to actual operational data and parameters. This is a unique and novel development, particularly addressing the use of modern tools as a means of direct assessment of damage survivability in waves as well as providing the requisite data for the development of a statistical approach, the main emphasis being on cruise ships, unlike any of previous development, where the focus was on cargo and RoPax vessels. Hence, the kernel of the PhD thesis “Holistic Approach to Damage Survivability Assessment of Large Passenger Ships”, more specifically large cruise vessels.
... Whilst considerable work has been undertaken by the International Towing Tank Conference (ITTC 2002(ITTC , 2005(ITTC , 2008 to develop a process to validate and verify numerical timedomain simulation tools addressing intact and damage stability, there has been limited uptake by the industry, with a few notable exceptions (e.g., Oasis of the Seas, using model experiments, ITTC proceedings 2009). The reason for this derives partly from the fact that the scientific community pursuing damage stability has not managed to achieve critical mass with most of the work addressing damage stability by performing time-domain numerical simulations taking place at MSRC, NTUA (Papanikolaou, 2008) and MARIN (de Kat, 2015).The second derives from an uncharacteristic inertia by the maritime industry to adopt numerical simulation work as part of safety performance verification in the design stage. ...
The paper describes the background and provides the rationale and the framework to embrace the
whole spectrum of measures (design, operational and emergency response) for improving the damage
survivability of existing and newbuilding passenger vessels. Damage control, evacuation, Life-
Saving Appliances, rescue and crisis management are all topics attracting a great deal of attention but
how all this fits in and is accounted for? How are these being addressed during the design stage and
how effective are they post-accident in a way that this can be quantified and accounted for in
calculating life-cycle risk? Developments to address these questions are still embryonic. This
represents a step change both in the mind-set of naval architects and in safety legislators but the
impact of having in place such a framework will be immense and mostly positive. Zero-risk tolerance
is a goal but rendering modern passenger ships into lifeboats is certainly within reach. An attempt to
delve in this direction is presented in this paper by presenting a life-cycle framework of de-risking
flooding risk.
... The summary of results about roll decay tests for intact and damaged scenarios including the natural frequencies, natural periods and damping coefficients can be made as Table 5. It can be noted that natural frequency under the damaged condition is smaller than intact condition and water surface effect in the damaged compartment under the damaged condition increases damping to ship motions, as highlighted also by De Kat (2002), Lee, You et al. (2012), Manderabacka et al. (2015b, Papanikolaou and Spanos (2004). ...
The stability of a damaged ship is influenced especially by ship motions and floodwater behaviour with their interactions. The behaviour of floodwater is highly nonlinear so that a physical experiment is one of the best ways to obtain the assessment of damaged ship behaviour. The present study investigates experimentally on the performance of an intact and damaged combatant vessel DTMB-5415 in beam waves. Ship model is moored at the bow and stern during the tests in regular waves, and damaged opening is located at the starboard midships and two compartments are flooded. It is shown that ingress and egress of floodwater and the interaction between ship behaviour and water surface effect have a significant impact on ship motions and loads acting on the ship.
