Rapid prediction of damage on a struck ship accounting for side impact scenario models

Abstract

Abstract:The impact phenomenon is inseparable part of every physical things, from substantial particle until macrostructure namely ship. In ship collisions, shortperiod load is distributed during impact process from striking ship into struck ship. The kinetic energy that is used to move striking ship is absorbed by struck ship that makes its structure undergoes plastic deformation and failure. This paper presents study that focuses on predicting occurred damage on side hull of struck ship for various impact scenario models. These scenarios are calculated by finite element approach to obtain characteristic on damage, energy as well as load during and after impact processes. The results indicate that the damages on impact to longitudinal components such as main and car decks are smaller than impact to transverse structure components. The damage and deformation are widely distributed to almost side structures including inner structure. The width between outer and inner shells is very affecting the damage mode where the width below the two meters will make inner shell experience damage beyond plastic deformation. The contribution of structure components is proofed deliver significant effect to damage mode and material strengths clearly affect the results in energy and load characteristic.

Crashworthiness assessment of double-hull tanker structures under ship grounding actions

“…Its characteristic as a virtual simulation provides practicality in conducting large-scale analysis. Finite element (FE) approach is one of these methods, and it was judged well enough to model nonlinear phenomena, such as ship collision [9][10], and grounding [11][12] by researchers in impact analysis for maritime transportation. A nonlinear fashion is preferred to be used in impact analysis.…”

Estimating Structure Response and Progressive Failure of a Ship Hull under Side-Bow Collisions

“…A similar way to determine the targets was also applied for the middle-hull and after-end. In this stage, the collision scenario was an extension of the work of Prabowo et al [34], which discussed material behaviour during side collision. The same applied velocity of 12 kts was used in the current work.…”

Impact phenomena assessment: Part II – Buffer container as a measure to reduce cargo leakage in collision

“…Zhang [1] proposed a mechanical expression to assess a structural response after a collision. These methodologies were re-conducted in recent researches by comparing the numerical method using finite element (FE) approach, such as presented by researchers from Indonesia [2], and South Korea [3]. In terms of freight container incidents since late 1990s until 2017, APL China is considered as the worst one when records up to 100 million US Dollars financial loss.…”

“…The double hull vessel is idealised with the Length L = 85.92 m, Breadth B = 15 m and Depth H = 10.4 m. In the finite element model, this ship is modelled as four node-shell elements with a deformable material and the hull part is applied with the high-strength lowalloy steel with Density ρ = 7850 kg/m 3 In other hand, the container model is generated into two geometries. The first container is denoted as the freight container (Fig.…”

“…1 and 2). The freight (36 drums -unstacked) could carry liquid cargo approximately 7.8757 m 3 or 2080 US liquid gallons and capacity of the buffer design was estimated 144.5232 m 3 or equal with more than 38,100 US liquid gallons. Maximum capacity of the freight container was increased 1700% if the buffer design was applied.…”