Application of the IMO Second Generation Intact Stability Criteria to a Ballast-Free Containership

Petacco, Nicola; Pitardi, Danilo; Bonvino, C. Podenzana; Gualeni, Paola

doi:10.3390/jmse9121416

Cited by 13 publications

(8 citation statements)

References 17 publications

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“…Area (A) under the righting arm curve A0-30° ≥ 0.055 m⋅rad A0-40° ≥ 0.090 m⋅rad A30-40° ≥ 0.030 m⋅rad Righting arm (GZ) GZφ ≥ 30° ≥ 0.20 m Angle corresponding to the maximum of the righting arms φ GZmax ≥ 25° Initial metacentric height (GM) GM ≥ 0.15 m The weather criterion, where a and b are surface areas in the figure below, is based on: [17] b ≥ a List of the ship under static wind pressure perpendicular to the plane of symmetry φ0 ≤ 16° or φ0 ≤ 0.8° φdeck edge entering the water These criteria are mandatory for all ships covered by the SOLAS Convention or the Load Line Convention. For some ships, classification societies may recommend increasing certain requirements [2,18,19]. For example, the initial metacentric height in the loading condition with containers on deck shall not be less than 0.15 m, but the Polish Register of Shipping recommends that this height should not be less than 0.20 m [20].…”

Section: Criterion Requirementmentioning

confidence: 99%

An Assessment of Stability and Strength of a Container Ship for Safety Compliance in Cargo Loading Plans

Kaup,

Łozowicka,

Baszak

et al. 2023

Applied Sciences

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According to accident case studies, one of the causes of accidents involving container ships was often the incorrectly declared weight of the container. For this reason, the International Maritime Organization introduced an amendment to the International Convention for the Safety of Life at Sea, requiring the verification of container weight declared in the transport document. It partially solved the problem of accurate determination of container ship stability, although an error of 5% by weight is accepted. In this study, using the Macs3 program, the weight of 100 containers was changed by 5% to assess how such a situation affects the ship’s stability. It was found that even a slight change in the weight can affect stability. There are other problems that have to be addressed, e.g., loading of the containers as per positions in the loading plan or sharing information about mass distribution inside. In the last part, Ishikawa’s diagram was used to determine the relationship between the causes and their effect on the accident of MSC Napoli in an attempt to determine other factors that may have contributed to the container ship’s accident and highlight the need to systematize the rules and tools connected to container ship weighing.

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Section: Criterion Requirementmentioning

confidence: 99%

An Assessment of Stability and Strength of a Container Ship for Safety Compliance in Cargo Loading Plans

Kaup,

Łozowicka,

Baszak

et al. 2023

Applied Sciences

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show abstract

“…The level 1 assessment considers two measures of stability: the minimum GM, GM min and a displaced volume ratio. The GM min is computed according to Equation (13), where KB is the metacentric height, I TL is the transverse moment of inertia of the waterplane at the draft d L , ∇ is the displaced volume, and KG is of course the vertical center of gravity above the keel. The draft d L is an average draft between the condition draft and the maximum draft, which is specified in the guidelines.…”

Section: Pl Levelmentioning

confidence: 99%

“…Many researchers have published studies on the application of the criteria to various ship types, which can be found in [6,7,[10][11][12], but most of these studies focus on the dead ship, pure loss, and parametric roll failure modes. In general, few studies have considered all five failure modes in unison, but some examples exist [13]. Excessive acceleration was considered based on early methods in [6], showing the methods were not yet well-developed for general usage, and more recently in [14].…”

Section: Introductionmentioning

confidence: 99%

Implementation of the IMO Second Generation Intact Stability Guidelines

Marlantes

Kim

Hurt

2021

JMSE

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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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“…Recently, Petacco et al 11 conducted a systematic modification of the hull shape to satisfy the SGIS criteria. The vertical prismatic coefficient was selected as the leading parameter of hull variations, and it was shown that the modified ship satisfied the criteria, whereas the original hull was vulnerable to the parametric roll and pure loss of stability failure modes.…”

Section: Introductionmentioning

confidence: 99%

Parameter sensitivity of the excessive acceleration failure mode in second-generation intact stability

Yang

2023

Proceedings of the Institution of Mechanical Engineers, Part M:

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In this study, the parameter sensitivity of the level 1 and 2 assessments of the excessive acceleration failure mode in the International Maritime Organization second-generation intact stability was analyzed. Monte-Carlo simulations were conducted using the input parameter space, which was generated using a Gaussian distribution, and a variance-based sensitivity analysis was performed using the Monte-Carlo simulation results. The longitudinal and vertical positions of the check point, natural roll period, and roll decay coefficient were selected as input parameters for the level 1 assessment, whereas the roll damping coefficient and effective wave slope coefficient replaced the roll decay coefficient for the level 2 assessment. The results revealed that the highest total sensitivity index for the level 1 assessment was the natural roll period, which was 0.8, and the effective wave slope had a total sensitivity index of 0.5 for the level 2 assessment. This indicated that the uncertainty of the natural roll period was dominantly propagated to the resultant value of the level 1 assessment, while the effective wave slope coefficient was the most sensitive parameter in the level 2 assessment. The uncertainty in the input variable was found to cause the opposite decision if the resultant value was close to the criterion value under a given loading condition.

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Application of the IMO Second Generation Intact Stability Criteria to a Ballast-Free Containership

Cited by 13 publications

References 17 publications

An Assessment of Stability and Strength of a Container Ship for Safety Compliance in Cargo Loading Plans

An Assessment of Stability and Strength of a Container Ship for Safety Compliance in Cargo Loading Plans

Implementation of the IMO Second Generation Intact Stability Guidelines

Parameter sensitivity of the excessive acceleration failure mode in second-generation intact stability

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