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The Specialist Committee on Stability in Waves Final Report and Recommendations to the 25Th ITTC

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The Specialist Committee on Stability in Waves Final Report and Recommendations to the 25Th ITTC Proceedings of 25th ITTC – Volume II 605 The Specialist Committee on Stability in Waves Final Report and Recommendations to the 25th ITTC 1. INTRODUCTION • Professor D. Vassalos (until 2006), Ship Stability Research Centre, UK The committee would like to acknowledge 1.1 Membership and Meetings the valuable contributions of experimental and simulation data to the benchmark studies from Membership. The Committee appointed the following universities and research estab- by the 25th ITTC consisted of the following lishments: Helsinki University of Technol- members: ogy (TKK); Marine Design and Research • Dr. N. Umeda (Chairman) Institute of China (MARIC); Maritime Re- Osaka University, Japan search Institute Netherlands (MARIN); Mari- • Mr. A. J. Peters (Secretary) time and Ocean Engineering Research Institute QinetiQ, Haslar, UK (MOERI); National Technical University of • Professor S. Fan Athens (NTUA); Ship Stability Research Marine Design and Research Institute of Centre (SSRC), Osaka University; Instituto China Superior Tecnico (IST); the EU project • Professor A. Francescutto SAFEDOR; and the Office of Naval Research. University of Trieste, Italy Meetings. Four Committee meetings were • Dr. S. Ishida, held as follows: National Maritime Research Institute, Japan • Osaka, Japan - March 2008 • Dr. J. O. de Kat (until 2006) • Gosport, UK - May 2007 Maritime Research Institute Netherlands • Rio de Janeiro, Brazil - September 2006 • Professor A. Papanikolaou • Wageningen, NL - February 2006 National Technical University of Athens, Greece • Dr. A. M Reed 1.2 Tasks from the 24th ITTC Naval Surface Warfare Center, USA • Dr. F. van Walree (from 2007) • Develop a procedure for tank testing to Maritime Research Institute Netherlands predict the onset and extent of parametric In addition, the following corresponding rolling. members contributed greatly to the work of the • Further develop the procedure 7.5-02-07- committee: 02.5 for intact stability testing, to include extreme motions such as broaching and • Professor K. J. Spyrou, deck diving in irregular waves, wind and National Technical University of Athens, breaking waves. Liaise with the Ocean Greece Engineering Committee. Specialist Committee on Stability in Waves 606 • Identify experimental techniques and data capsize scenarios, and have been used to for validation of time-domain capsize identify different modes of extreme motions codes, emphasising the selection of the and capsizing of intact ships. To perform these important parameters that influence the experiments successfully, the ship model capsizing behaviour of intact and should be self-propelled and fitted with an damaged ships. Liaise with the Ocean auto-pilot to eliminate any external influences Engineering and Seakeeping committees. to the model’s response to the waves. Generally, • Assess the state of the art for: the ship motions should be measured by a o Practical application of numerical fibre-optic gyroscope, a gyro accelerometer or methods for the prediction of capsizing an optical tracking sensor. The measured and experiments for assessment of signals should be stored by an onboard safety/risk against capsize. computer, or transmitted to shore by radio link o Make recommendations as to what or umbilical cable. scientific progress is required to move Roll decay tests and inclining experiments stability regulations from those based should be performed to assess the roll damping on hydrostatic calculations to those and the transverse stability characteristics of based on dynamic predictions, either the model. using capsize codes or physical model Many free-running experiments on experiments. parametric rolling in head and bow seas have • Establish the importance of the following been conducted during the last three years and issues in predicting the dynamic are reviewed in the following section. behaviour of damaged vessels, including Matsuda, et al. (2006) conducted free sinking and capsizing, coupling between running model experiments for a purse-seiner floodwater dynamics and ship dynamics, vessel at several Froude numbers. The model influence of flow coefficients for openings capsized due to bow-diving in the severe and flooding of complex spaces (multiple following seas at intermediate speeds. The compartments, stair wells, failing model also experienced stable surf-riding at watertight doors, etc). higher speeds and broaching at lower speeds. • Review numerical methods for assessing Marón, et al. (2006) and Perez-Rojas, et al. the length of time to sink or capsize for (2007) investigated the accidents of small damaged passenger ships and associated fishing vessels through free running model validation techniques. experiments in beam, following and quartering • Continue to review developments (rele- seas. This allowed the identification of the vant to ITTC) in stability safety assess- modes of loss and the appropriateness of the ment, with special attention on perform- stability regulations for this type of vessel. ance and risk-based approach and relevant developments at IMO. Guided Model Experiments. Captive and semi-captive model experiments can give repeatable and certifiable experimental results 2. PREDICTION OF EXTREME MO- to verify the capability of numerical models, or TIONS AND CAPSIZING OF INTACT to obtain information on forces, moments and SHIPS motions. If the model is towed, the towing point should be carefully selected to avoid undesirable effects on the significant motions. 2.1 Experimental Technique for Capsizing Ikeda, et al. (2005) carried out guided in Wind and Waves model experiments for a large passenger ship to investigate the effects of wave height and Free Running Experiments. Free running bilge keel arrangements on the occurrence of model experiments can be used to investigate parametric roll in beam seas. The model was Proceedings of 25th ITTC – Volume II 607 equipped with gimbals to keep the model on wave sequence leading to an extreme response course, but was free to heave, pitch, sway and over a short period of time; four approaches roll. Using this model, Munif, et al. (2006) have been identified. The first approach measured ship motions in dead ship conditions adopted is based on linear, broad-banded wave in waves with various heading angles to theory and uses probability theory to find the confirm the region where parametric roll expected value of the wave shape. The second occurred. Fujiwara and Ikeda (2007) also approach uses the Sequential Quadratic Pro- studied the effects of roll damping and heave gramming method to optimize the phases motion on parametric rolling. associated with an initial random wave train, Olivieri, et al. (2006) conducted model such that the result produces the desired experiments in regular beam seas for the extreme waves. The third approach applies the validation of a CFD code. The test conditions first approach described above to find the selected were free to heave and roll, whereas shape of the most likely extreme response, and the other degrees of freedom were constrained. the amplitudes and phases of the incident wave Lee, et al. (2006) observed experimentally the components can then be back-computed via effects of the initial conditions on the linear theory, giving the tailored wave shape capsizing of a box barge in beam seas. The near the desired crest. Alford, et al. (2005, model was fixed at an initial roll angle by 2006) reviewed the approaches described electromagnets, which allowed the model to be above and developed a fourth approach using a released at an expected initial roll velocity. non-uniform distribution for the random Matsuda, et al. (2007) developed a new phases associated with the component waves. measuring system to realize the measurement This method constructs a response time series of heel-induced hydrodynamic forces with using linear superposition of sinusoidal waves deck submergence and forward velocity in with a non-uniform phase distribution to keep following and quartering seas. This system the stochastic nature of the problem. restricts surge, sway, yaw and roll, but allows heave and pitch motions to be free. Wind Generation. For capsize experi- Ayaz, et al. (2006) measured ments at zero speed (drifting), wind forces can 6-degrees–of–freedom (DOF) forces and play an important part as they have a great ef- moments by using a dynamometer in captive fect on ship heading, drifting direction and model experiments, to enhance a numerical heel angle. Experiments with wind effects at manoeuvring model. Lundbäck (2005) and forward speed were not found in current pub- Armaoğlu, et al. (2006) measured the surge lished literature. This is due to fact that the force, sway force, roll moment and yaw profile of the wind velocity is difficult to moment with a 6-DOF loadcell. The models model accurately. were free to move in heave and pitch in their Ogawa, et al. (2006) investigated the experiments. effect of wind and waves on the drift motion through free drifting tests in steady beam wind Wave Generation. Waves used in cap- and irregular beam waves. In the experiment sizing experiments include regular, the wind fans, which are attached to the long-crested irregular, short-crested irregular carriage, track the model as it drifts in the and transient waves. ITTC and JONSWAP waves. The effect of the drift motion on the spectra are usually chosen for the long-crested capsizing probability under dead ship irregular waves. Hashimoto, et al. (2006) used condition was also examined. Umeda, et al. cosine to the 2nd or 4th power as the
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