A Computational Approach to the Prediction of the Floating Condition of ROPAX Vessel After Firewater Accumulation in Firefightin

Journal of Marine Science and Engineering

Article A Computational Approach to the Prediction of the Floating Condition of ROPAX Vessel after Firewater Accumulation in Fireﬁghting Operation

Honggui Wang * and Zhaolin Wu

Navigation College, Dalian Maritime University, Dalian 116026, China; [email protected] * Correspondence: [email protected]; Tel.: +86-1894-113-6663

Received: 7 December 2019; Accepted: 6 January 2020; Published: 9 January 2020

Abstract: A reliable estimation of the floating condition of a roll on/roll off cargo (ROPAX) vessel after the accumulation of firewater on the vehicle deck is extremely important for making correct decisions on evacuation and abandonment. Thus, for the seafarer working on a ROPAX vessel, there is a demand for a time-dependent prediction of the floating condition of the vessel after the firewater accumulation. For this purpose, a new iterative computational approach, based on quasi-static theory, is presented. The approach is examined through the records observed in an accident of the M/V Dashun. The results show that the approach has good accuracy and feasibility provided that the actual heeling angle and cargo shift during the accident are carefully monitored.

Keywords: ﬁrewater accumulation; ﬂoating condition of ROPAX vessel; cargo shift; a critical static heeling angle

1. Introduction Ships designed to carry passengers and roll on/roll off cargo (ROPAX ships) are among functional types of ships. The flexibility, ability to integrate with other transport systems and operating speed, has become extremely popular in many routes [1]. Recent developments in the design of passenger ships have led to larger and larger vessels with an increasing capacity for carrying more passengers and crew [2]. The largest cruise ship can carry more than 8800 people to date. Throughout the history of commercial ROPAX traffic, fire accidents involving large passenger ships have been rare, and fortunately, they have seldom caused fatalities. However, if a large amount of firewater accumulates on the vehicle deck, the vessel may capsize, which could be rapid and disastrous, and probably accompanied by a large number of fatalities. As shown in Table1, some of these accidents are still fresh in our memory, such as M/V Dashun in 1999 (282 fatalities) [3–5] and M/V Al Salam Boccaccio 98 in 2006 (1031 fatalities) [6].

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Table 1. Accidents of roll on/roll oﬀ cargo (ROPAX) vessels involving ﬁrewater accumulation over last 40 years (Source: DNV-GL, MSA, MAIB, FBMCI, PMA).

Ship Name Date Location Accident Description The vessel was heavily heeled due to firewater accumulation, Angelina Lauro [7] 30 March 1979 Caribbean and while under towage, finally sank. The vessel listed due to the water pumped on board to fight a fire. Farah II [7] 06 March 1986 Neweiba, Egypt The vessel capsized in the Gulf of Aqaba after being towed away from the berth. After being flooded due to a collision, the vessel was further Dronning Margrethe II [7] 14 March 1991 Rødbyhavn damaged by firewater, which caused the heeling to be out of control. The vessel was finally grounded. The vessel sank to the sea bed due to firewater accumulation, and Pegasus [7] 02 June 1991 Venice later, was declared as a total loss. The engine room was partly flooded with firewater, and the boilers Albatros [7] 22 May 1995 Red Sea were shut down. The vessel was drifted to port. Firewater caused the vessel to heel to 10 and later to 30 . The Romantica [7] 04 October 1997 Mediterranean ◦ ◦ vessel was towed into port. A fire was started by the collision of two trucks on the vehicle deck during an improper ship handling operation. The entire drencher Shenglu [3] 17 October 1999 Bohai Sea, China system on the deck was started later. Too much water accumulated on vehicle deck due to the blockage of the scuppers. The vessel was finally sunk. Two people were reported as missing. The vessel was heavily heeled due to firewater accumulation on the Dashun [3] 24 November 1999 Bohai Sea, China vehicle deck, and finally sunk in combination with other reasons. A total of 282 people died. The onboard water-drencher system broke down immediately after being started. A foreign firefighting assistance was deployed and Liaohai [8] 16 November 2004 Sanshan Island of Dalian, China engaged by local authority. The maximum heeling angle due to firewater accumulation was controlled within 15◦ on the starboard side. The fire was successfully put out. The accumulation of a large amount of water coupled with weather Al salam98 [6] 03 February 2006 Red Sea conditions finally caused an excessive heeling of the vessel towards starboard. A total of 1031 people died. Firefighting efforts were suspended due to the blockage of vehicle Commodore Clipper [9] 16 June 2010 On passage to Portsmouth, UK deck scuppers. The firewater accumulated on deck reduced the vessel’s stability. The scuppers had become partly clogged with debris from a fire, resulting in the firewater being trapped on the upper deck, which LISCO GLORIA [10] 08 October 2010 NW of Fehmarn, Germany caused the ferry to heel to the port side. The vessel was declared as a constructive total loss. A total of 28 people injured. J. Mar. Sci. Eng. 2020, 8, 30 3 of 16

Over the last few years, the problem of water on deck of passenger vessels has drawn wide attention from the ocean engineering community, and many experimental studies have been conducted to date [11–13]. However, it is difficult to cover all the situations under limited laboratory conditions, especially in regard to water accumulation on a vehicle deck due to improper firefighting operations. This type of water accumulation is different from that caused by a damaged hull on the basis of the following factors: (1) the vessel is still intact below the waterline, (2) the flow into the vehicle deck is not affected by the waves outside but depends on the spraying capacity of water-drencher system, sometimes in combination with the use of fire hoses by seafarers, and (3) the flow out of the vessel exists during the water accumulation process if the elevation of water on the vehicle deck is higher than that outboard. Certainly, one of most common issues of the water accumulation caused by improper firefighting shared with that caused by a damaged hull is how to predict the floating condition of the vessel with an increase in the accumulation of water, based on which the decision on the evacuation of passengers and seafarers, the abandonment of the vessel or the continuation of sailing can be made. Lee et al. [14] developed a framework for survivability assessment of a damaged ship, taking into account the heeling angle and the range of stability. Jasionowski [15] presented a method for vulnerability analysis which can also be used for decision support when the flooding condition is already known. Choi et al. [16] proposed a DB(Database)-based supporting system on the basement of detected damage condition. Later, D. Spanos and A. Papanikolaou [17] evaluated the probability of slow (and fast) sinking/capsize of passenger ships, aiming to clarify the feasibility of safe operations/evacuation in flooding incidents. The same year, Varela et al. [18] presented a on-board decision support system for ship flooding emergency response according to the current ship status and existing damages. More recently, Hee Jin Kang et al. [19] designed a new concept for buoyancy support systems for damaged ships which considered the technical and economic matters, but is far from the usage in marine practice. However, these systems are based on the fact that the damage condition has been detected, and moreover, may not be suitable for the case of firewater accumulation. Usually, the amount of water on a vehicle deck can be detected by the sensors of the flooding detection system [20], as required by SOLAS regulation II-1/22-1 [21], or by using professional commercial software, such as NAPA [22] and ANSYS-Fluent [23]. There are, nevertheless, still passenger vessels in service which are not equipped with flooding level sensors or not even equipped with such a detection system. Even if the detection system has been used onboard, in the case of a firewater accumulation condition, the flood level sensors may send a false signal because the water is widely sprayed to the vehicle deck through a water-drencher system rather than solely flooded from a damaged hole. Furthermore, for seafarers working on board these vessels, a commercial hydrostatic or hydrodynamic software may be not available for immediate use due to its sophistication and specialization. Therefore, a feasible and simple direct computational approach, which can predict the change in the floating condition of the vessel with an increase in the accumulation of firewater, is needed.

2. Mathematic Formulation and Computational Approach

2.1. Firewater Accumulation According to the requirements of the SOLAS convention, two methods may be used for the discharge of water from a vehicle deck. One of them is that the water is discharged to the reservoir tank through pipelines and then discharged outboard by a bilge pump. The other is that the water is directly discharged outboard through deck scuppers. The latter is widely used in the design of ROPAX vessels due to its practicability and convenience. In this paper, the latter one is chosen in order to analyze the problem of water accumulation problem on a vehicle deck. After the occurrence of ﬁre on a vehicle deck, the water-drencher system that the deck is equipped with will be started at the control center of the vessel. Burning debris and loose cargoes will be ﬂushed onto the vehicle deck, and probably drifted toward the openings of scuppers, causing these openings J. Mar. Sci. Eng. 2020, 8, 30 4 of 16 J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 4 of 16

J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 4 of 16 blockedsufficient (as suppers shown inare Figure blocked1). Subsequently, and the access water to the will openings build up for in manuallythe deck if cleaning su ﬃcient the suppers debris becomes impracticable because of large amounts of heat and smoke. sufficientare blocked suppers and the are access blocked to the and openings the access for manually to the openings cleaning for the manually debris becomes cleaning impracticable the debris becomesbecause ofimpracticable large amounts because of heat of and large smoke. amounts of heat and smoke.

(a) (Source: MAIB) [9] (b) (Source: MAIB) [9]

Figure(a) (Source: 1. A deck MAIB) scupper [9] blocked by potatoes. (a(b) )Blocked. (Source: ( bMAIB)) Removed. [9]

Figure 1. A deck scupper blocked by potatoes. (a) Blocked. (b) Removed. As shown inFigure Figure 1. A2, deckthe discharge scupper blocked capacity by potatoes. of the pipeline (a) Blocked. of a ( bscupper) Removed. mentioned above is determined by: As shown in Figure 22,, thethe dischargedischarge capacitycapacity ofof thethe pipelinepipeline ofof aa scupperscupper mentionedmentioned aboveabove isis determined by: n n H = h f +∑Xai hi (1) in=0 H = h f + aihi (1) H = h f +∑ai hi (1) i=02 flvi=0 hf = 2 (2) 2f lvgd2 r hf = flv (2) h f = (2) 2gd2r 2 gd r ki v hi = 2 (3) k2ivg2 hi = ki v (3) hi = 2g (3) where H denotes the total elevation head difference2 betweeng the water level on the vehicle deck and where H denotes the total elevation head difference between the water level on the vehicle deck and that outboard; hf, f, l, v, g and dr represent the frictional head loss, the coefficient of frictional head wherethat outboard; H denotesh ,thef, l ,totalv, g andelevationd represent head difference the frictional between head the loss, water the level coeffi oncient theof vehicle frictional deck head and loss, the length off a drain pipeline,r the average velocity of flow out, the acceleration due to gravity thatloss, outboard; the length h off, f a, l drain, v, g and pipeline, dr represent the average the frictional velocity ofhead flow loss, out, the the coefficient acceleration of frictional due to gravity head and the diameter of the pipeline, respectively; and hi, ai, and ki indicate the local head loss of part i, loss,and thethe diameterlength of ofa drain the pipeline, pipeline, respectively; the average and velohcity, a ,of and flowk indicate out, the theacceleration local head due loss to of gravity part i, the quantity of part i, and the head loss coefficient ofi parti i. i andthe quantitythe diameter of part ofi ,the and pipeline, the head respectively; loss coefficient and of hi part, ai, andi. ki indicate the local head loss of part i, the quantity of part i, and the head loss coefficient of part i.

Passenger Deck A Passenger Deck B Passenger Deck A Vehicle Deck C Passenger Deck B Vehicle Deck D VehicleWater Level Deck C Vehicle Deck D Water Level

Vehicle Deck D

Figure 2. Arrangement of the scuppers on vehicle deck D. Figure 2. Arrangement of the scuppers on vehicle deck D. Figure 2. Arrangement of the scuppers on vehicle deck D. In most cases, the local head loss of a discharge pipeline is composed of valve loss, elbow loss, inlet loss and outlet loss. The total head loss can be written as: In most cases, the local head loss of a discharge pipeline is composed of valve loss, elbow loss, inlet loss and outlet loss. The total head loss can be written as:

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J. Mar.In Sci. most Eng. 2020 cases,, 8, x the FOR local PEERhead REVIEW loss of a discharge pipeline is composed of valve loss, elbow 5 of loss, 16 inlet loss and outlet loss. The total head loss can be written as: n n X∑ai hi = a1h1 + a2h2 + a3h3 + a4h4 (4) i=0aihi = a1h1 + a2h2 + a3h3 + a4h4 (4) i=0 where a1, a2, a3 and a4 are the quantities of check valves, elbows, inlets and outlets; and h1, h2, h3 and h4 arewhere the alocal1, a2 ,heada3 and lossesa4 are of thecheck quantities valves, ofelbows, check inlets valves, and elbows, outlets, inlets respectively. and outlets; and h1, h2, h3 and h4 areThe the coefficient local head of losses frictional of check head valves, loss f can elbows, be obtained inlets and through outlets, the respectively. Darcy–Weisbach equation: The coefficient of frictional head1 loss f can be obtainedε 2. through51 the Darcy–Weisbach equation: 1/ 2 = 2log( + 1/ 2 ) (5) f1 3.7εdr f 2.51Re = 2 log( + ) (5) f 1/2 3.7dr f 1/2Re ρvd r Re = (6) μ ρvdr Re = (6) 1 µ Q = πd 2v (7) out 1 r Q =4 πd2v (7) out 4 r where ε is the roughness of the pipeline, Re is the Reynolds number, μ is the coefficient of viscosity, where ε is the roughness of the pipeline, Re is the Reynolds number, µ is the coefficient of viscosity, and Qout is the volumetric flow rate of the flow out of the vessel. and Qout is the volumetric flow rate of the flow out of the vessel.

2.2.2.2. Firewater Firewater Accumulation Accumulation without without a a Persistent Persistent Heeling Heeling Angle Angle Normally,Normally, ﬁrewaterfirewater willwill accumulateaccumulate on on the the side side where where the the blocking blocking condition condition is heavieris heavier than than the theother other side, side, based based on on the the assumption assumption that that the the heeling heeling process process proceedsproceeds inin a quasi-static way way [24,25]. [24,25]. Then,Then, the the heeling heeling angle angle can can be be considered considered to to be be equal equal to to the the vertical vertical angle angle of of the the water triangular triangular prismprism accumulated accumulated on on deck deck [26,27]. [26,27 For]. For an accurate an accurate computation, computation, the deformation the deformation of the ofwhole the wholewater wedgewater wedgedue to duethe complicated to the complicated ship structure ship structure should shouldbe taken be into taken consideration. into consideration. From stern From to bow, stern the vehicle deck is longitudinally divided into sufficient sections at an interval δli, as shown in Figures to bow, the vehicle deck is longitudinally divided into suﬃcient sections at an interval δli, as shown 3 and 4. If the interval of each step, δli, is adequately small, the deformation of each micro-triangular- in Figures3 and4. If the interval of each step, δli, is adequately small, the deformation of each prismmicro-triangular-prism due to the ship structure due to can the shipthen structurebe neglected. can At then section be neglected. i, the breadth At section of vehiclei, the cargo breadth space of and the breadth of micro-triangular-prism are, respectively, Bi and bi. With an increase in water vehicle cargo space and the breadth of micro-triangular-prism are, respectively, Bi and bi. With an accumulation, the outer margin of the whole water wedge, ywj, will move from the starboard side to increase in water accumulation, the outer margin of the whole water wedge, ywj, will move from the thestarboard port side. side toTo the maintain port side. theTo same maintain accuracythe same as the accuracy longitudinal as the longitudinal step, the movement step, the movement of every transverse step, δywj, is also set as the length of δli. of every transverse step, δywj, is also set as the length of δli.

Water Level

FigureFigure 3. 3. FirewaterFirewater accumulated accumulated on on the the starboard starboard side. side.

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Figure 4. IllustrationIllustration of of the the firewater ﬁrewater computation. computation.

For section i, bi cancan be be ascertained ascertained by: by:

( Bi  B( i )( ) min(min 2−>yByw ,j, B )i (i ifb f bi > 0)0 bi ==  − wji i (8) bi  0 2 (i f bi 0) (8)  ≤ 0(0)if bi where y is positive on the starboard side, ranging from B/2 to B/2. The letter B mentioned here is wj − wherethe maximum ywj is positive breadth on of the the starboard vehicle cargo side,space. ranging from B/2 to −B/2. The letter B mentioned here is the maximumIn the practice breadth of ROPAXof the vehicle transportation, cargo space. the permeability caused by the volume occupied by the wheelsIn the practice and carriages of ROPAX of vehicles, transportation,µp, should the pe bermeability taken into caused account by [th28e]. volume The weight occupied of theby themicro-triangular-prism wheels and carriages at of section vehicles,i, pμi,p, andshould the be total taken weight into account of all the [28]. firewater The weight accumulated of the micro- after triangular-prisma period of time t at, P section(t), can i be, pi expressed, and the total as: weight of all the firewater accumulated after a period of time t, P(t), can be expressed as: 1 p = lb2 (t) i 1 µpρδ i2 tan θ (9) pi = 2 μ pρδlbi tan θ(t) (9) 2 I 11XI 22 P(Pt()t) == ∑μµppρδρδlblbi i tantanθθ(t()t) (10)(10) 22 1 1 where ρρ isis thethe water water density, density,I isI is the the quantity quantity of theof the total total longitudinal longitudinal sections sections and θand(t) isθ( thet) is final the staticfinal staticheeling heeling angle angle caused caused by the by water the water weight. weight. The equilibrium between the heeling moment an andd the upright moment of of the vessel can be established as: ( )( ( )) P t KG− Zp t P(t)yp(t) = (∆ + P(t))(GMc +Pt()( KG− Zp ()) t ) tan θ(t) (11) Pty() () t=Δ+ ( Pt ())( GM + ∆ + P(t) )tan()θ t (11) pcΔ+Pt() P(t) Zp(t) = Zv + P(t) (12) ρµpSv Zp (t) = Zv + (12) ρμpSv where yp(t) is the transverse center of the whole water wedge, ∆ is the displacement of the vessel, whereGMc is ythep(t) initial is the metacentrictransverse center height of corrected the whole by freewater surface, wedge,KG Δis is the the center displacement of gravity of of the the vessel, vessel, GMZp(tc) is is the, under initial a dangerousmetacentric assumption height corrected that all by the free water surface, accumulated KG is the center can flow of gravity from one of sidethe vessel, to the Zother,p(t) is, the under center a dangerous of gravity of assumption the water on that vehicle all the deck, waterZv accumulatedis the height ofcan vehicle flow from deck one above side baseline, to the other,and Sv theis thecenter area of of gravity the vehicle of the deck,water respectively. on vehicle deck, Zv is the height of vehicle deck above baseline, and SThen,v is theyp areaj can of be the obtained vehicle as: deck, respectively. I Then, ypj can be obtained as: P B b b2δl( i i ) i 2 − 3 1I Bb ypj = bl2δ ()ii− (13) ∑ i PI = 1 b232δl ypj I i (13) 1 2δ ∑bli 1

Then, the governing Equation (11) can be expressed as:

I Bb bl2δ ()ii− ∑ i Pt()( KG− Z ()) t Pt( )1 23=Δ+ ( Pt ( ))( GM + P )tanθ ( t ) I 0 Δ+ (14) 2δ Pt() ∑bli 1

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Then, the governing Equation (11) can be expressed as:

 I  P 2 Bi bi   b δl( )   i 2 − 3  P(t)(KG Z (t))  1  P P(t)  = (∆ + P(t))(GM0 + − ) tan θ(t) (14)  I  ∆ + P(t)  P 2   bi δl  1

J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 7 of 16 2.3. Firewater Accumulation with a Persistent Heeling Angle The2.3. shift Firewater of vehicle Accumulation cargoes wi willth a Persistent significantly Heeling aff Angleect the accumulation of water on the deck and the floating conditionThe shift of of the vehicle vessel, cargoes which will may significantly happen af duringfect the theaccumulation firefighting of water with on water. the deck The and firewater poses athe danger floating to thecondition security of the and vessel, lashings which of may vehicle happen cargoes during on the the firefighting vehicle deckwith water. in the The following firewater poses a danger to the security and lashings of vehicle cargoes on the vehicle deck in the ways: (1) an increase in the weight of water-absorbing cargoes in vehicles exposed to water-drencher following ways: (1) an increase in the weight of water-absorbing cargoes in vehicles exposed to water- system,drencher (2) an increase system, (2) in an the increase lashing in the load lashing of the load higher of the higher side of side vehicles of vehicles due due to to heeling, heeling, andand (3) the decrease(3) in the the decrease friction in force the friction caused force by thecaused wet by deck. the wet Equation deck. Equation (14) should (14) should be corrected be corrected as follows: as follows:  I  P B b  b2δl(I i Bbi )   i 2bl2δ ()3 ii− P(t)(KG Z (t))  1  i −  Pt()( KG− Z ()) t p + ( ) 1 23 = ( + ( ))( + p − ) ( ) ∆GM tan θΔ+0GMtanP tθθ Pt () =Δ++∆ (P Pt ())(t GMGMc )tan() t tan θ(15)t (15) 0 PI I  c Δ+Pt∆()+ P(t)  b2 l bl2δ   i δ i  1 1

where θ0 is the persistent heeling caused by cargo shift. where θ0 is the persistent heeling caused by cargo shift. 2.4. A Time-Dependent Prediction of Floating Condition of Roll On/Roll Off Cargo (ROPAX) Vessels after 2.4. A Time-Dependent Prediction of Floating Condition of Roll On/Roll Off Cargo (ROPAX) Vessels after FirewaterFirewater Accumulation Accumulation on the on Vehicle the Vehicle Deck Deck The weight of the total firewater accumulated, P(t), is directly related to the final static heeling Theangle, weight θ(t). ofThe the change total in firewater P(t) depends accumulated, on the total volumeP(t), is of directly the flow relatedinto the vehicle to the deck final and static that heeling angle, θof(t). the The flow change out. in P(t) depends on the total volume of the flow into the vehicle deck and that of the flow out. dP(t) dθ(t) dP(t) → dθ(t) (16) dt dt (16) dt → dt d P(t) = ρ dP(t) (Q in (t) - Q out (t, n, H )) (17) d=t ρ(Q (t) Qout(t, n, H)) (17) dt in − With an increase in water accumulation, as shown in Figure 5, the freeboard of vehicle deck D, WithF(P an(t)), increase and the height in water of the accumulation, water triangularas wedge, shown h(P in(t)), Figure will change.5, the Subsequently, freeboard of H vehicle(P(t)) will deck D, F(P(t)), andbe affected the height as: of the water triangular wedge, h(P(t)), will change. Subsequently, H(P(t)) will be affected as: BPt() HPt(())=+−×− b tan()θθ t FB tan() t P(t) (18) H(P(t)) = b tan θ(t) + F 0 tan θ(t) × (18) 0 − 2× − 100100 TPCTPC × where bwhereis the b breadth is the breadth of the of longitudinal the longitudinal triangular triangular prism prism of of water water along along thethe length of of the the vehicle vehicle deck deck D, and to be on safe side, is ascertained by max(bi). TPC is the tonnage per centimeter of the D, and to be on safe side, is ascertained by max(bi). TPC is the tonnage per centimeter of the vessel. vessel.

ywj

Qin (t)

n P(t) θ0 ypj, bi (i = 1…I)

F(P(t)) Qout (t)

H(P(t))

h(P(t)) N θ(Eq.15)-θ’(Eq.11) < 0.01°

θ(t)

Figure 5.FigureThe 5. flow The chartflow chart for afor time-dependent a time-dependent predictionprediction of of the the floating floating condition condition of after of the after firewater the firewater accumulation on vehicle deck D. accumulation on vehicle deck D.

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3. The Firewater Accumulation in the Accident of the M/V Dashun In order to calculate the volumetric flow rate of the flow out of the vehicle deck, and then the speed of firewater accumulation after the blockage of the scuppers, and finally to examine the approach, the loading condition of the M/V Dashun at the time of the accident is selected as an example in this section. The total water discharge speed of the vehicle deck is separately computed according to actual heeling condition, for making a comparison. The approach is then examined by the records of the accident.

3.1. Fire Water Accumulation According to [5], 11 scuppers are evenly distributed on either side of the vehicle deck D. By referring to [29], the coeﬃcients of local loss ki of the swing check valve, elbow, inlet and outlet are listed in Table2.

Table 2. The particulars of the scuppers on vehicle deck D of the M/V Dashun.

Item Value Pipe length, l 5.80 m Pipe diameter, dr 0.125 m Roughness, ε 0.003 m Coefficient of viscosity, µ 0.00089 kg/(m s) Seawater density, ρ 1025 kg/m3 Initial freeboard of vehicle deck D, F0 1.87 m Acceleration due to gravity, g 9.81 m/s2 Number of valves, a1 2 Number of elbows, a2 1 Number of inlets, a3 1 Number of outlets, a4 1 Coefficient of valve loss, k1 2 Coefficient of elbow loss, k2 0.64 Coefficient of inlet loss, k3 0.5 Coefficient of outlet loss, k4 1.0

Then, the total elevation head diﬀerence H and Darcy–Weisbach equation can be expressed as:

H = 2.36493374 f v2 + 0.31294597 v2 (19)

1 0.00001744 = 2 log(0.00648649 + ) (20) f 1/2 v f 1/2 Before the accumulation of firewater, the total elevation head difference H is, if there is no a persistent heeling, determined by the initial freeboard of the vehicle deck D, F0. According to the actual loading condition of the M/V Dashun, as shown in Table3, it can be revealed that the average velocity of flow out v = 2.06927836 m/s, and the coefficient of frictional head loss f = 0.05233750 when the firewater initially accumulated on the vehicle deck D. Then, the volumetric flow rate of the flow out 3 for a single scupper Qout = 91.37157275 m /h at the beginning. The total discharge capacity of vehicle deck D at different H can then be computed as shown in Figure6. In the case of the accident of the M/V Dashun, the total volumetric flow rate of the flow into vehicle deck D, including that sprayed from the water-drencher system and the flow from the upper vehicle deck through the vehicle passage 3 ramp, Qin, is calculated as 500 m /h at least [30]. As shown in Figure6, if all 11 scuppers are available, the firewater will not accumulate. However, the firewater will surely accumulate if only 5 or less scuppers are available. J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 9 of 16

J. Mar. Sci. Eng.Table2020 3., The8, 30 particulars of the loading conditions of the M/V Dashun at the time of the accident.9 of 16 Item Value Table 3. The particularsActual of the loadingdisplacement, conditions Δ of the M/V Dashun6451.00 at the timet of the accident. Actual draught, T 4.83 m ItemShip length, L Value115.00 m Actual displacement,Molded depth,∆ D 6451.0011.55 t m Actual draught, T 4.83 m Vehicle deck D length, Lc 104.00 m Ship length, L 115.00 m Vehicle deck D breadth, B 20.00 m Molded depth, D 11.55 m Height of center of gravity, KG 8.60 m Vehicle deck D length, Lc 104.00 m Vehicle deckVehicle D breadth, deck height,B KP 20.006.70 m m Height ofInitial center metacentric of gravity, KG height, GM 8.601.45 m m VehicleTonnage deck height, per centimeter,KP TPC 6.7020.23 m t/cm Initial metacentric height, GM 1.45 m permeability of the cargo space, μp 0.9 Tonnage per centimeter, TPC 20.23 t/cm i permeabilityLongitudinal of the cargo space, step length,µp δl 0.90.01 m LongitudinalTransverse step length, stepδ length,li δywj 0.010.01 m m Transverse step length, δywj 0.01 m

FigureFigure 6. Scupper6. Scupper discharge discharge capacity capacity of vehicleof vehicle deck deck D. D.

Actually, there was a heavy cargo shift in the accident of the M/V Dashun. The fire was caused Actually, there was a heavy cargo shift in the accident of the M/V Dashun. The fire was caused by the collision of two shifted vehicles after a leakage of gas oil from a damaged vehicle tank. by the collision of two shifted vehicles after a leakage of gas oil from a damaged vehicle tank. The The investigating team suggested that the persistent heeling angle caused by the shift of vehicle cargoes investigating team suggested that the persistent heeling angle caused by the shift of vehicle cargoes on deck D was less than 10 since the average shift of vehicles was less than 2 m [3]. Later, from a more on deck D was less than◦ 10° since the average shift of vehicles was less than 2 m [3]. Later, from a reasonable perspective, Jiang et al. suggested that the average shift of vehicles was approximately 1.5 more reasonable perspective, Jiang et al. suggested that the average shift of vehicles was m and that the persistent heeling angle caused by the shift should be 7.34 on the port side [5]. In view approximately 1.5 m and that the persistent heeling angle caused by ◦the shift should be 7.34° on the of this calculation, there would be a high probability that the water would accumulate on vehicle deck port side [5]. In view of this calculation, there would be a high probability that the water would afteraccumulate the decrease on vehicle of total deck elevation after th head,e decrease because of thetotal blockage elevation of head, only because 2 of 11 scuppersthe blockage will of make only 2 thisof happen. 11 scuppers will make this happen. 3.2. The Accident of the M/V Dashun 3.2. The Accident of the M/V Dashun Since the accident of the M/V Dashun occurred almost 20 years ago, only a few of the records Since the accident of the M/V Dashun occurred almost 20 years ago, only a few of the records were, as listed in Table4, available for the computation of the firewater accumulation and its influence were, as listed in Table 4, available for the computation of the firewater accumulation and its on the floating condition of the vessel. Moreover, the Code of Safe Practice for Cargo Stowage and Securing (the CSS Code) does not apply when the heeling angle of the vessel is greater than 30◦. J. Mar. Sci. Eng. 2020, 8, 30 10 of 16

According to the Report of the Investigation and Analysis of the ‘11.24’ Accident [3], the vehicles on deck D may have been overturned, and ballast operations were carried out after the vessel was heeled to 30◦. However, the details of the conditions of overturned vehicles and the ballast operations were not recorded by the vessel. In view of the limitation on records, the ﬁrewater accumulation in the accident of the M/V Dashun is not computed when the static heeling angle is greater than 30◦ in this paper.

Table 4. A brief description of the accident of the M/V Dashun [3].

Local Time Fire Fighting Operation Floating Condition The vessel encountered heavy beam waves and thus suffered a 1520 7.34 (port side) [5] heavy rolling. Vehicles on deck D ◦ were shifted to port side. Fire occurred on vehicle deck D. The Water-drencher system on the deck was stared manually on 1621 7.34 (port side) [5] bridge. Four fire hoses were also ◦ engaged for firefighting minutes later. Fire spread to vehicle deck C. Water-drencher system on vehicle deck C was also stared. The total volumetric flow into vehicle deck C and vehicle deck D was 700 m3/h at least. Such amount of firewater 1630 No record was not stopped until the power of fire pumps was accidentally cut off at 2300. Most of the firewater was sprayed into vehicle deck D. Obvious firewater was found accumulated on vehicle deck D.

1921 Fireﬁghting operations continued. Approximately 22◦ (port side) [31] Fireﬁghting operations continued. To keep the vessel upright, a balancing operation was undertaken by discharging a 1930 Approximately 30 (port side) [5] ballast tank on the port side until ◦ empty and adding ballast water to all the tanks available on the starboard side.

2220 Firefighting operations continued. Greater than 35◦ (port side) Firefighting operations continued. 2230 Water flooded into the vessel due No record to rolling. Firefighting pumps were stopped 2300 No record due to pump power failure. The vessel capsized. The final position was 35 28 5” N, 121 47 6” 2338 ◦ 0 ◦ 0 Capsized to port side E, only 1.5 nm to the coast of Yantai city of China.

As shown in Figure7, the red line indicates the computation results of the change in the heeling angle with the increase of accumulated firewater. The red line in Figure8 shows the change of the heeling angle with the passing of time. According to the results of the computation, 2 of 11 scuppers J. Mar. Sci. Eng. 2020, 8, 30 11 of 16 are definitely blocked on the port side of the M/V Dashun, which means that the blocking condition in vehicle deck D is not as serious as what was concluded in [5,6] and that the accumulation of firewater is mainly caused by the influence of the persistent heeling due to cargo shift. According to computation results, it was 1936 h local time when the vessel was heeled to 30◦. In the records observed in the accident, it was 1930 h local time the vessel was heeled to approximately 30◦ on the port side. The error for this record is approximately 6 min within a total time consumption of 189 min. According to [31], a salvage boat, “Yanjiu13”, arrived at the scene of the accident at about 1910, and tried to throw a heaving line to M/V Dashun at about 1921 local time after communication with it. During this period, the heeling angle of the M/V Dashun was about 21◦ to 22◦ on the port side. Therefore, the maximum error of the computation result of the heeling angle of 22◦, as shown in Figure8, is 22 min within total time consumption 180 min, and the minimum error is about 11 min. For making a correct decision on a further operation after the firewater accumulation, this computational approach is feasible and J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 11 of 16 practicable.J. Mar. What Sci. Eng. should 2020, 8, x be FOR mentioned PEER REVIEW here is that the calculation of the persist heeling 11 of angle 16 caused by cargo shift,deck theD, and total the volumetricheeling angle flowobserved into in vehiclesevere we deckather D,may and give the a contribution heeling angle to the observederror of the in severe weather maydeckapproach. give D, and a However, contributionthe heeling these angle toerrors observed the errorwill inbe ofsevere mini themized we approach.ather in maya modern However,give a contributionROPAX these vessel errorsto theequipped error will of bewith the minimized approach. However, these errors will be minimized in a modern ROPAX vessel equipped with in a modernprecision ROPAX instruments. vessel equipped with precision instruments. precision instruments.

Figure 7. The firewater accumulation of the M/V Dashun accident. FigureFigure 7. The 7. ﬁrewaterThe firewater accumulation accumulation of of the the M/V M Dashun/V Dashun accident. accident.

Figure 8. TheFigure heeling 8. The heeling time oftime the of Mthe/ VM/V Dashun Dashun accidentaccident after after the the blockage blockage of 2 of of 11 2scuppers. of 11 scuppers. Figure 8. The heeling time of the M/V Dashun accident after the blockage of 2 of 11 scuppers. 4. Discussion 4. Discussion 4.1. A Critical Static Heeling Angle for Firefighting Operation with Water 4.1. A Critical Static Heeling Angle for Firefighting Operation with Water Since the persistent heeling will, as shown in Figures 9 and 10, significantly affect the discharge capacitySince of the scuppers, persistent a criticalheeling static will, asheeling shown angle, in Figures θc, should 9 and be 10, determined significantly and affect identified the discharge during capacity of scuppers, a critical static heeling angle, θc, should be determined and identified during

J. Mar. Sci. Eng. 2020, 8, 30 12 of 16

4. Discussion

4.1. A Critical Static Heeling Angle for Firefighting Operation with Water Since the persistent heeling will, as shown in Figures9 and 10, significantly a ffect the discharge capacity of scuppers, a critical static heeling angle, θc, should be determined and identified during firefighting with water. When the vessel heels to the angel of θc, the elevation head difference Hc is zero, which means that the average velocity of the flow out, v = 0 m/s, and that any further action of firefighting with water will increase the accumulation of firewater on deck and make the circumstances more dangerous. J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 12 of 16  2F 2F firefighting with water. When th0e vessel heels to the angel of θc, the elevation0 head difference Hc is  arctan( ) 57.3 (θ0 arctan( ) 57.3) zero, which means that the averageB ∗ velocity of the flow out, v≥ = 0 m/s, and Bthat ∗any further action of   P(θ )  firefighting with water will increase 0the accumulation of firewater on deck and make the θc =  F0  (21) circumstances more dangerous. − 100TPC  2F0  arctan  57.3 (θ0 < arctan( ) 57.3)   B  ∗ B ∗    222FFb(θ0)    −00 θ ≥ arctan( ) * 57.3 (0 arctan( ) * 57.3)  BB  θ θ = P()0 where P(θ ) and b(θ ) are thec total weightF − of water accumulated on deck and the corresponding(21) max(b ), 0 0 0 2F i arctan100TPC * 57.3 (θ < arctan(0 ) * 57.3) respectively, when the persistent heeling θ is set as a variable0 and the total elevation head difference  B − 0θ B  b()0 is set as a constant (H = 0). P(θ0) andb(2θ0) can be computed from Equations (13) and (17). The studies of the critical amount of water on deck for capsizing a ROPAX vessel in a damaged case where P(θ0) and b(θ0) are the total weight of water accumulated on deck and the corresponding was well developedmax(bi), respectively, through when the staticthe persistent equivalency heeling θ method0 is set as (SEM)a variable by and Vassalos, the total D.,elevationAndrew head Kendrick, Pawłowski,difference M. et al.is set [11 as,32 a constant,33]. In (H a = case 0). P( ofθ0) firefightingand b(θ0) can be with computed water, from as Equations per the (13) suggestion and (17). of Stefan Krueger, the limitingThe studies amount of the critical of water amount on of deckwater on needs deck for to capsizing be determined a ROPAX atvessel the in time a damaged when the roll case was well developed through the static equivalency method (SEM) by Vassalos, D., Andrew period doublesKendrick, and Paw thełowski, vessel M. still et al. has [11,32,33]. a significant In a case of remaining firefighting stabilitywith water, margin as per the against suggestion capsizing of [13]. ComparedStefan with Krueger, the flooding the limiting water amount in a damagedof water on de case,ck needs the firewaterto be determined is much at the more time when controllable the and manageable,roll which period doubles gives the and master the vessel of still the has vessel a signif suicantfficient remaining room stability to make margin the decisionagainst capsizing whether or not to continue[13]. to fightCompared the fire with with the flooding water afterwater thein a heelingdamaged angle case, the reaches firewater the is criticalmuch more value controllable identified in this and manageable, which gives the master of the vessel sufficient room to make the decision whether paper. In theor not practice to continue of firefighting to fight the withfire with water, water it after is suggested the heeling that angle the reaches heeling the anglecritical aftervalue firewater accumulationidentified is, however, in this paper. well In monitoredthe practice of to firefighti avoidng the with shift water, or it overlapping is suggested that of the vehicle heeling cargoes. angle In the case of theafter M/V firewater Commodore accumulation Clipper, is, ho thewever, maximum well monitored heeling to avoid angle the of shift the or vessel overlapping was of controlled vehicle within cargoes. In the case of the M/V Commodore Clipper, the maximum heeling angle of the vessel was 5◦ by stopping and starting the water-drencher system alternately until the vessel arrived in the port of controlled within 5° by stopping and starting the water-drencher system alternately until the vessel destinationarrived [9]. in the port of destination [9].

Figure 9. Heeling angle and heeling time θ0 = 0°. Figure 9. Heeling angle and heeling time θ0 = 0◦.

J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 13 of 16

J. Mar. Sci. Eng. 2020, 8, 30 13 of 16

J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 13 of 16

FigureFigureFigure 10.10. Heeling 10. Heeling angle angle andand heeling heeling time timetime θ0 = θ θ10°.00 = 10°.10◦.

AccordingAccording to the loading to the loading condition condition of ofthe the M/V M M/V/V Dashun, 220 220 t of taccumulated of accumulated firewater ﬁrewaterfirewater would would have made the heeling angle of the vessel reach the critical value, θc = 16.98°, after the cargo shift had c have made caused the heeling a persistent angle heeling of the angle vessel θ0 = 7.34° reachreach on the port criticalcritical side (as value,value, shown θθ cin = Figure 16.98°,16.98 11).◦, after after the the cargo cargo shift shift had had caused a persistent heeling angle θ0 = 7.34°7.34◦ onon the the port port side side (as (as shown shown in in Figure Figure 11).11).

Figure 11. Critical heeling angle, θc, and the corresponding firewater weight, P.

4.2. The Guidelines of the International Maritime Organization (IMO) and the Problems at Present Fires aboard ROPAX ships are gaining increasing interest and prompting the development of new rules and regulations as well as new methods to reduce the risk of fires on board such vessels, which is of great importance [34]. From 27 May to 5 June 2009, the International Maritime OrganizationFigure 11. (IMO) Critical approved heeling guidelines angle, forθc, , theand and drai the thenage corresponding corresponding of fire-fighting firewater firewater water from weight, weight, closed Pvehicles.. and Ro-Ro spaces and special category spaces of passenger and cargo ships (the Guidelines) at the 4.2. The The Guidelines Guidelines of the International Maritime Organization (IMO) and the Problems at Present Fires aboardaboard ROPAXROPAX ships ships are are gaining gaining increasing increasing interest interest and and prompting prompting the developmentthe development of new of newrules rules and regulationsand regulations as well as as well new as methods new methods to reduce to reduce the risk the of firesrisk onof fires board on such board vessels, suchwhich vessels, is whichof great is importance of great importance [34]. From 27 [34]. May From to 5 June 27 2009,May theto International5 June 2009, Maritimethe International Organization Maritime (IMO) Organizationapproved guidelines (IMO) approved for the drainage guidelines of fire-fighting for the drai waternage fromof fire-fighting closed vehicles water and from Ro-Ro closed spaces vehicles and andspecial Ro-Ro category spaces spaces and special of passenger category and spaces cargo of ships passenger (the Guidelines) and cargo atships the (the 86th Guidelines) MSC session at [the35]. When fixed water-based fire-extinguishing systems are provided for the protection of closed vehicle and Ro-Ro spaces and special category spaces, adequate drainage facilities, as required by the guidelines and J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 14 of 16

J.86th Mar. MSC Sci. Eng. session2020, 8, 30[35]. When fixed water-based fire-extinguishing systems are provided for14 ofthe 16 protection of closed vehicle and Ro-Ro spaces and special category spaces, adequate drainage facilities, as required by the guidelines and SOLAS regulation II-2/20.6.1.4, should be provided to SOLASprevent regulationthe accumulation II-2/20.6.1.4, of significant should be quantities provided of to preventwater on the decks accumulation and the build-up of significant of free quantities surfaces. ofIn wateraddition, on decks SOLAS and regulation the build-up II-2/20.6.1.5 of free surfaces. requires Inaddition, effectiveSOLAS measures regulation to be takenII-2/20.6.1.5 to ensure requires that efloatingffective debris measures does to not be cause taken a to blockage ensure thatof the floating drains. debris The drainage does not system cause aon blockage each side of of the the drains. deck Theshould drainage have an system aggregate on each capacity side of of the not deck less should than 125% have of an the aggregate maximum capacity flow rate of not of lessthe thanfixed 125% fire- ofextinguishing the maximum system flow ratewater of thepumps fixed plus fire-extinguishing the flow from systemtwo fire water hoses pumps (four plusif required the flow by from SOLAS two fireregulation hoses (four II-2/19.3.1.2). if required by SOLAS regulation II-2/19.3.1.2). Since its implementation, the Guidelines have played a good role in preventing firewaterfirewater accumulation on Ro-Ro decks.decks. But the risk of firewaterfirewater accumulation still exist, especially when the vessel is in port. It should be noted that the fire extinguishing system (usually low-pressure CO ) is vessel is in port. It should be noted that the fire extinguishing system (usually low-pressure CO22) is ineineffectiveffective when the ship is in port,port, as external and internal ramps are open and can in many cases not be closed quickly in the case of a fire fire [[36].36]. To avoid a major fire fire accident, many ports throughout the world have been equipped with fireboatsfireboats with a large spraying capacity.capacity. For example, the M/V M/V Daxiao 01,01, oneone of of the the firefighting firefighting boats boats with with the maximumthe maximum water water spraying spraying capacity capacity in China in atChina present, at 3 haspresent, been hasequipped been equipped with a main with water a main firefighting water firefighting gun with spraying gun with capacity spraying 3600 capacity m /h. If3600 firefighting m3/h. If boatsfirefighting with such boats a largewith watersuch a spraying large water capacity spraying are fully capacity engaged are infully the engaged firefighting in the of ROPAX firefighting vessels, of theROPAX situation vessels, may the become situation deteriorated may become even deteriorat though theed drainage even though system the has drainage been designed system ashas per been the requirementsdesigned as per of the SOLAS requirements regulations of (FigureSOLAS 12 regulations). (Figure 12).

Figure 12. TwoTwo fire fire boats engaged in the fi firefightingrefighting of the MM/V/V Liaohai.Liaohai.

5. Conclusions The accumulation of firewater firewater on vehicle deck is a vicious vicious cycle cycle for for the the safety safety of of ROPAX ROPAX vessels. vessels. When there is a severe blockage of vehicle deck scuppersscuppers or a large persistent heeling angle or both, accumulation of firewater firewater will occur, the total elevationelevation head and the subsequentsubsequent water discharge speed will decrease, and finally, finally, the water accumulationaccumulation speed will be faster. Therefore, Therefore, for seafarers, seafarers, some common facts can be understoodunderstood from anotheranother perspective. Foreign fire firefightingfighting assistance by a portport fireboatfireboat maymay savesave aa shipship thatthat isis onon fire,fire, andand alsoalso maymay makemake itit capsize.capsize. A persistentpersistent heeling caused by cargo shift will aaffectffect notnot onlyonly thethe ship’sship’s stabilitystability butbut alsoalso thethe firewaterfirewater discharge.discharge. A computational approach for time-dependent pr predictionediction of the floating floating condition of ROPAX vessels after firewaterfirewater accumulation onon vehicle deck is presented. The approach will provide valuable information for decision-making. In addition, for avoiding the firewater firewater accumulation, a critical static heeling angle is identifiedidentified and computed. The The appr approachoach can can be utilized for other different different sizes of ROPAX vessels if the vehicle deck of the vessels is equipped with the same water discharge system. system. The master of the vessel should be well aware of th thee negative consequence of th thee action of firefighting firefighting with water when persistent heeling has been greater than the critical static heeling angle mentioned in this paper.

J. Mar. Sci. Eng. 2020, 8, 30 15 of 16

The stability of the vessel will be dramatically decreased by the free surface of the water accumulated on the vehicle deck. Unfavorable weather conditions will, if encountered, further deteriorate the heeling of the ROPAX vessel. Due to the complicated matter of dynamic interactions, the floodwater motions, namely sloshing, may be important for wide rooms [37,38]. The studies concerning the floodwater effects on ship motions have been conducted [39,40] for years in a damage condition, while those concerning the firewater effects on ship motions are relatively rare and still required.

Author Contributions: Conceptualization, Methodology, Software, Formal Analysis, Validation, Investigation, Data Curation, Writing—Original Draft Preparation, Writing—Review and Editing: H.W.; Supervision, Writing—Review & Editing, Validation, Investigation: Z.W. All authors have read and agreed to the published version of the manuscript. Funding: This research was funded by Liaoning Provincial Natural Science Foundation of China, grant number 2015020626. Conﬂicts of Interest: The authors declare no conﬂict of interest.

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