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KGmax curves associated with second generation intact stability criteria for different types of ships

dc.relation.isnodoublebd691ed3-de56-4513-b09d-0891049cb9d1*
dc.relation.isnodouble9b8566da-149a-47a4-b974-ab05db27809c*
hal.structure.identifierInstitut de Recherche de l'Ecole Navale [IRENAV]
dc.contributor.authorGRINNAERT, François
hal.structure.identifierInstitut de Recherche de l'Ecole Navale [IRENAV]
dc.contributor.authorBILLARD, Jean-Yves
hal.structure.identifierInstitut de Recherche Dupuy de Lôme [IRDL]
hal.structure.identifierÉcole Nationale Supérieure de Techniques Avancées Bretagne [ENSTA Bretagne]
dc.contributor.authorLAURENS, Jean-Marc
dc.date.accessioned2021-05-14T09:52:18Z
dc.date.available2021-05-14T09:52:18Z
dc.date.issued2016
dc.identifier.issn1671-9433
dc.identifier.urihttps://oskar-bordeaux.fr/handle/20.500.12278/77437
dc.description.abstractEnCurrently, second generation intact stability criteria are being developed and evaluated by the International Maritime Organization (IMO). In this paper, we briefly present levels 1 and 2 assessment methods for the criteria of pure loss of stability and parametric roll failure modes. Subsequently, we show the KGmax curves associated with these criteria. We compute these curves for five different types of ships and compare them with the curves embodied in the current regulations. The results show that the safety margin ensured by the first level-1 method of calculation for both pure loss of stability and parametric roll seems to be excessive in many cases. They also show that the KGmax given by the second level-1 method and by the level-2 method may be very similar. In some cases, the level-2 method can be more conservative than the second level-1 method, which is unanticipated by the future regulation. The KGmax curves associated with parametric roll confirm that the C11 container ship is vulnerable to this failure mode. The computation of the second check coefficient of parametric roll level 2 (C2) for all possible values of KG reveals the existence of both authorized and restricted areas on the surface formed by both the draft and KG, which may replace the classical KGmax curves. In consequence, it is not sufficient to check that C2 is lower than the maximum authorized value (RPR0) for a fixed ship’s loading condition.
dc.language.isoen
dc.publisherSpringer Verlag (Germany)
dc.subject.enKGmax curve
dc.subject.enSecond generation intact stability criteria
dc.subject.enStability criteria
dc.subject.enShip safety
dc.subject.enPure loss of stability
dc.subject.enParametric roll
dc.title.enKGmax curves associated with second generation intact stability criteria for different types of ships
dc.typeArticle de revue
dc.identifier.doi10.1007/s11804-016-1369-3
dc.subject.halSciences de l'ingénieur [physics]/Mécanique [physics.med-ph]
bordeaux.journalJournal of Marine Science and Application
bordeaux.page223-235
bordeaux.volume15
bordeaux.hal.laboratoriesInstitut de Mécanique et d’Ingénierie de Bordeaux (I2M) - UMR 5295*
bordeaux.issue3
bordeaux.institutionUniversité de Bordeaux
bordeaux.institutionBordeaux INP
bordeaux.institutionCNRS
bordeaux.institutionINRAE
bordeaux.institutionArts et Métiers
bordeaux.peerReviewedoui
hal.identifierhal-01410435
hal.version1
hal.origin.linkhttps://hal.archives-ouvertes.fr//hal-01410435v1
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