Relevant bibliographies by topics / Stranding of ships

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Academic literature on the topic 'Stranding of ships'

Author: Grafiati
Published: 4 June 2021
Last updated: 26 July 2024

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Journal articles on the topic "Stranding of ships"

1

De Sousa Bastos, Paula C., and Marta C. Tapia Reyes. "Stability of Ships with a Single Stranding Point." Ciencia y tecnología de buques 7, no. 14 (January 26, 2014): 15. http://dx.doi.org/10.25043/19098642.91.

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During rescue operations of stranded vessels, it is essential to make immediate and reliable decisions to optimize the successful salvage potential and minimize risks of environmental damages and cost impacts. Pursuant to this scenario, the need arises for a numerical tool, which can more accurately forecast the stability conditions experienced by a vessel after running aground and help in the refloating operations of the unit. This study seeks to develop an adequate calculus systematization, which provides analytical capabilities for operational situations in case of stranding, thereby, supporting the decisionmaking process in these risk situations.
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Englesou, Julia, Mary Lekakou, and Ernest Tzannatos. "The Efficiency of the Greek Lighthouse Network." Journal of Navigation 51, no. 3 (September 1998): 421–29. http://dx.doi.org/10.1017/s0373463398007930.

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Among the many primary causes which lead to a shipping casualty, those of wrecking, stranding or coming into contact with fixed coastal structures depend (although not exclusively and only under specific conditions of visibility) upon the efficiency of the lighthouse and navigating lights network of a national coastline. The analysis of the shipping casualties involving Greek ships in the Greek seas revealed that, despite the recent introduction of sophisticated navigating aids for the prevention of stranding and contact, the share of the corresponding casualties remains unchanged. It appears that for coastal shipping operations, and in particular for port approaches, the traditional light navigating aids are and will always provide an irreplaceable safety service for navigators. This is mainly attributed to their technological simplicity which offers a high level of signal reliability and friendliness for the navigator.
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Liao, Shiguan, Jinxian Weng, Zhaomin Zhang, Zhuang Li, and Fang Li. "Probabilistic Modeling of Maritime Accident Scenarios Leveraging Bayesian Network Techniques." Journal of Marine Science and Engineering 11, no. 8 (July 29, 2023): 1513. http://dx.doi.org/10.3390/jmse11081513.

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This paper introduces a scenario evolution model for maritime accidents, wherein Bayesian networks (BNs) were employed to predict the most probable causes of distinct types of maritime incidents. The BN nodes encompass factors such as accident type, life loss contingency, accident severity, quarter and time period of the accident, and type and gross tonnage of the involved ships. An analysis of 5660 global maritime accidents spanning the years 2005 to 2020 was conducted. Using Netica software, a tree augmented network (TAN) model was constructed, thus accounting for interdependencies among risk-influencing factors. To confirm these results, a validation process involving sensitivity analysis and historical accident records was performed. Following this, both forward causal inference and reverse diagnostic inference were carried out on each node variable to scrutinize the accident development trend and evolution process under preset conditions. The findings suggest that the model was competent in effectively predicting the likelihood of various accident scenarios under specific conditions, as well as extrapolating accident consequences. Forward causal reasoning unveiled that general cargo ships with a gross tonnage of 1–18,500 t were most prone to experiencing collision and stranding/grounding accidents in the first quarter. Reverse diagnostic reasoning indicated that, in the early morning hours, container ships, general cargo ships, and chemical ships with a tonnage of 1–18,500 t were less likely to involve life loss in the event of collision accidents.
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Ferguson, A. M., and R. C. McGregor. "ON THE SQUATTING OF SHIPS IN SHALLOW AND RESTRICTED WATER." Coastal Engineering Proceedings 1, no. 20 (January 29, 1986): 206. http://dx.doi.org/10.9753/icce.v20.206.

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A major feature of the advances in marine technology is the increasing number, size and speed of ships and, consequently, an increased interest in hydrodynamic problems associated with water restricted in depth and/or lateral extent. The transport of dangerous cargoes and their impact on the benefits of resolving the areas of uncertainty. Experience of 1,104 vessels of different flags and trades during 1978, shows that grounding/stranding is the third most frequent cause of damage[1], An examination of the total expenditure of money and time required to repair the resulting damage shows this category to rank highly in both. Indeed, the total repair cost expended as a result of this cause rank top and account for more than l/5th of the total. Although the shipowner bears a large proportion of the cost of lost revenue, grounding represents a significant cost to underwriters, shipowners and port authorities. The continuous increase in size and draught of vessels in relation to water depth ensures that this situation will continue unless there is a radical development in instrumentation. To limit the risk of grounding it is extremely important to be able to predict which of a vessel's extremities will experience the greatest sinkage and ground. Where the underkeel clearance is low, reasonable accuracy is demanded in order to ensure safety and to avoid unduly reducing the earning capacity of the vessel by overcaution. This requires a sound knowledge of a vessel's tendency to 'squat'.
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Tromiadis, Ramona, and Costel Stanca. "Comparative Analysis of Tanker Ships Incidents and their Environment Impacts." Advanced Materials Research 837 (November 2013): 775–79. http://dx.doi.org/10.4028/www.scientific.net/amr.837.775.

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The paper presents a comparative analysis of tanker ships incidents and their environment impacts. The focus is on oil tankers because this type of ships poses the highest environmental risk. By the sheer amount of oil carried, modern oil tankers can be considered a threat to the environment. In case of a maritime accident a ship can suffer fracture of the ships hull that may lead to oil outflow leading to environmental consequences or stability problems, which may again result in capsizing of the vessel. In terms of the consequences for the vessel maritime accidents can be classified in different categories. Severe accident means an accident involving a total loss of the ship, loss of life or severe pollution. Accident that is not severe which may involve: fire, explosion, stranding, collision damage caused by bad weather, damage caused by ice, fracture in the hull or suspected damage to the body. This may also lead to pollution. And incidents that are circumstances or events caused by, or related with the operation of a ship from which the ship or any person is being hazard or results in serious damage to the ship, the ship's structure or the environment. Oil spills have devastating effects on the environment. Shipping regulations have been developed or modified over years on the basis of some significant marine accidents. The regulations are mostly concentrated on reducing the consequences of maritime incidents. Following the Exxon Valdez spill, the United States passed the Oil Pollution Act of 1990 (OPA-90), which excluded single-hull tank vessels of 5,000 gross tons or more from U.S. waters from 2010 onward, apart from those with a double bottom or double sides, which may be permitted to trade to the United States through 2015, depending on their age. Following the sinkings of the Erika (1999) and Prestige (2002), the European Union passed its own stringent anti-pollution packages (known as Erika I, II, and III), which also require all tankers entering its waters to be double-hulled by 2010. Oil tankers are only one source of oil spills. Air pollution from normal tanker engines operation and from cargo fires is another serious concern. Ship fires may not only result in the loss of the ship due to lack of specialized firefighting gear and techniques but the fires sometimes burn for days and require evacuations of nearby residents due to the dangerous smoke.
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Hayashi, Shogo, Susumu Kuwajima, Kouichi Sotooka, Hisao Yamazaki, and Hiroshi Murase. "A Stranding Avoidance System Using Radar Image MatchingDevelopment and Experiment." Journal of Navigation 44, no. 2 (May 1991): 205–12. http://dx.doi.org/10.1017/s0373463300009942.

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The rates of collision and stranding at sea are very high. The primary causes of stranding are: not checking a ship's position, inadequate route planning, operational misjudgement and inefficient watchkeeping. These causes are responsible for 90 percent of strandings according to accident statistics. Reduction in stranding risk would be of considerable economic benefit and would also reduce pollution and be welcomed by shipping companies and, of course, by crews.
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7

Guan, Minglei, Chenyang Tian, Bin Wang, Fangzheng Ji, Rui Sun, Song Yu, Chongping Wang, et al. "A method of constructing a dynamic chart depth model for coastal areas." PeerJ 11 (July 20, 2023): e15616. http://dx.doi.org/10.7717/peerj.15616.

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The depth is important for vessel navigation at sea. Currently, most vessels use electronic navigation charts to navigate at sea. In coastal areas, especially close to shallow water areas, the dynamic change of the water level is very important to safe navigation. Ships calculate the change of water level by using up-to-date tide tables, to obtain the dynamic water depth in the channels. However, the depth caused by the tide and non-tidal components may reach several meters in some seas, causing the dynamic depth below the safety depth, which can easily lead to grounding of vessels stranding accidents. The channel is regularly dredged to achieve navigational depth. Without regular dredging, the offshore non-channel area becomes the common area of ship grounding. The dynamic chart depth model studied in this article can provide real-time depth, which serves the ships navigation in the non-channel. The model incorporates the chart depth and the dynamic water levels on the same reference datum. The chart depth is from the electronic navigational chart depth. The dynamic water levels are constructed by the simulated tidal levels and continuous series of nontidal residual. We then designed a deviation correction method to reduce the discrepancy of the simulated tidal level with the actual water level, including datum offset correction and residual water level correction. Finally, by merging the revised dynamic water levels with the electronic navigational chart depth, we obtained the dynamic chart depth model of the study region.
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Ryan, Peter G., Ben J. Dilley, Robert A. Ronconi, and Maëlle Connan. "Rapid increase in Asian bottles in the South Atlantic Ocean indicates major debris inputs from ships." Proceedings of the National Academy of Sciences 116, no. 42 (September 30, 2019): 20892–97. http://dx.doi.org/10.1073/pnas.1909816116.

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Most plastic debris floating at sea is thought to come from land-based sources, but there is little direct evidence to support this assumption. Since 1984, stranded debris has been recorded along the west coast of Inaccessible Island, a remote, uninhabited island in the central South Atlantic Ocean that has a very high macrodebris load (∼5 kg·m−1). Plastic drink bottles show the fastest growth rate, increasing at 15% per year compared with 7% per year for other debris types. In 2018, we examined 2,580 plastic bottles and other containers (one-third of all debris items) that had accumulated on the coast, and a further 174 bottles that washed ashore during regular monitoring over the course of 72 d (equivalent to 800 bottles·km−1·y−1). The oldest container was a high-density polyethylene canister made in 1971, but most were polyethylene terephthalate drink bottles of recent manufacture. Of the bottles that washed up during our survey, 90% were date-stamped within 2 y of stranding. In the 1980s, two-thirds of bottles derived from South America, carried 3,000 km by the west wind drift. By 2009, Asia had surpassed South America as the major source of bottles, and by 2018, Asian bottles comprised 73% of accumulated and 83% of newly arrived bottles, with most made in China. The rapid growth in Asian debris, mainly from China, coupled with the recent manufacture of these items, indicates that ships are responsible for most of the bottles floating in the central South Atlantic Ocean, in contravention of International Convention for the Prevention of Pollution from Ships regulations.
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Bao, Kexin, Jinqiang Bi, Ruixin Ma, Yue Sun, Wenjia Zhang, and Yongchao Wang. "A Spatial-Reduction Attention-Based BiGRU Network for Water Level Prediction." Water 15, no. 7 (March 26, 2023): 1306. http://dx.doi.org/10.3390/w15071306.

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According to the statistics of ship traffic accidents on inland waterways, potential safety hazards such as stranding, hitting rocks, and suspending navigation are on the increase because of the sudden rise and fall of the water level, which may result in fatalities, environmental devastation, and massive economic losses. In view of this situation, the purpose of this paper is to propose a high-accuracy water-level-prediction model based on the combination of the spatial-reduction attention and bidirectional gate recurrent unit (SRA-BiGRU), which provides support for ensuring the safe navigation of ships, guiding the reasonable stowage of ships, and flood prevention. The first contribution of this model is that it makes use of its strong fitting ability to capture nonlinear characteristics, and it fully considers the time series of water-level data. Secondly, the bidirectional recurrent neural network structure makes full use of past and future water-level information in the mapping process between input and output sequences. Thirdly, and most importantly, the introduction of spatial-reduction attention on the basis of BiGRU can not only automatically capture the correlations between the hidden vectors generated by BiGRU to address the issue of precision degradation due to the extended time span in water-level-forecasting tasks but can also make full use of the spatial information between water-level stations by emphasizing the influence of significant features on the prediction results. It is noteworthy that comparative experiments gradually prove the superiority of GRU, bidirectional recurrent neural network structure, and spatial-reduction attention, demonstrating that SRA-BiGRU is a water-level-prediction model with high availability, high accuracy, and high robustness.
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Soldani, Maurizio, and Osvaldo Faggioni. "A System to Improve Port Navigation Safety and Its Use in Italian Harbours." Applied Sciences 11, no. 21 (November 1, 2021): 10265. http://dx.doi.org/10.3390/app112110265.

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This article describes research aimed at developing a system able to support local authorities and port communities in optimizing port navigation, avoiding or managing critical situations induced by sea-level variations in harbours and minimizing environmental damages and economic losses. In the Mediterranean basin, sea-level changes are mostly due to astronomical tides, related to the gravitational attraction between Earth, Moon and Sun. Nevertheless, sea-level variations are also influenced by meteorological tides, which are geodetic adjustments of sea surface due to atmospheric pressure variations above a water basin. So, starting from monitoring or forecasting environmental parameters in harbours, the system updates port bathymetric maps based on sea-level variations (acquired in the past, measured in real-time, or expected in the future) and detects hazardous areas for a certain ship moving inside a port at a given moment, by means of the implementation of “virtual traffic lights”. The system was tested on some real situations, including the analysis of maritime accidents (stranding of ships), providing satisfactory results by correctly signalling potentially dangerous areas variable over time. The architecture of the system and results achieved using it in the ports of Livorno and Bari, in Italy, are herewith described.
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Books on the topic "Stranding of ships"

1

Cahill, Richard A. Strandings and their causes. London: Fairplay Publications, 1985.

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Running aground & getting afloat. London: Adlard Coles Nautical, 1994.

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United States. National Transportation Safety Board. Near grounding of the Liberian tank ship Patriot, Bay of Campeche, Mexico, October 15, 1995. Washington, D.C: National Transportation Safety Board, 1997.

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A, Butler John. Strike able-Peter: The stranding and salvage of the USS Missouri. Annapolis, Md: Naval Institute Press, 1995.

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El vapor japonés "Arima Maru" encallado en Mollendo en la II Guerra Mundial: Documentos. Lima: Instituto Latinoamericano de Cultura y Desarrollo, 2008.

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Great Britain. Marine Accident Investigation Branch. Report of the Chief Inspector of Marine Accidents into the grounding and subsequent salvage of the tanker Sea Empress, at Milford Haven, between 15 and 21 February 1996. London: Stationery Office, 1997.

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Franklin, Erik C. M/V Jacquelyn L: Coral reef restoration monitoring report, monitoring events 2004-2005, Florida Keys National Marine Sanctuary, Monroe County, Florida. Silver Spring, Md: U.S. Dept. of Commerce, National Oceanic and Atmospheric Administration, National Ocean Service, National Marine Sanctuaries Program, 2006.

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Board, United States National Transportation Safety. Grounding of the Panamanian passenger ship Royal Majesty on Rose and Crown Shoal near Nantucket, Massachusetts, June 10, 1995: Marine accident report. Washington, DC: National Transportation Safety Board, 1997.

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United States. National Transportation Safety Board. Fire aboard the tug Scandia and the subsequent grounding of the tug and the tank barge North Cape on Moonstone Beach, South Kingston, Rhode Island, January 19, 1996. Washington, D.C: National Transportation Board, 1998.

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Alaska. Dept. of Environmental Conservation. Investigation report: November 10, 1995, sailing of the oil tanker Kenai from Port Valdez, Alaska. [Anchorage]: The Department, 1996.

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Book chapters on the topic "Stranding of ships"

1

Gerson, Aleksander. "Stranding of the Mega-Ship Ever Given in the Suez Canal: Causes, Consequences, and Lessons to Be Learned." In Palgrave Studies in Maritime Politics and Security, 231–52. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-031-15670-0_12.

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AbstractIn March 2021, the mega container ship Ever Given, a 400-m-long vessel weighing 200,000 tons, with a maximum capacity of 20,000 containers, grounded in the southernmost stretch of the Suez Canal. Ship convoys in the southern part of the Suez Canal can only travel in a single lane, therefore the grounding of the Ever Given effectively blocked all traffic through the Canal. The six-day blockage exacted a heavy financial price and loss of revenues for Egypt and for consumers worldwide. When the Ever Given was finally freed, she was arrested by Egyptian authorities and detained for over three months, while all her cargo worth hundreds of millions of dollars could not reach its various destinations, causing further financial losses and claims. This incident demonstrates the vital importance that Suez Canal holds for global maritime trade by considerably shortening the route between the Far East and Europe and the Americas (as an alternative to journeying around Africa). However, it highlights the consequences of failure to adapt to the pace of growth of container ships in the last two decades, and the lack of preparedness of the Suez Authorities to deal with an event of such magnitude. The race to increase profitability by economies of scale has a profound global impact on shipping and ports. The article discusses the regulatory regime of this vital waterway in the context of responsibilities, liability, and cooperation between Suez Canal authorities and ships’ commands. The lack of clarity regarding legal relationships between national authorities, ship operators, and masters is discussed with emphasis on straits, narrow passages, rivers, and channels.
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Soldani, M., and O. Faggioni. "A Tool to Aid the Navigation in La Spezia Harbour (Italy)." In Geomatics for Green and Digital Transition, 89–101. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-031-17439-1_6.

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AbstractThe knowledge of sea level in harbours is very important to manage port activities (safety of navigation, prevention of ship stranding, optimization of vessel loading, water quality control). In this article we describe the use of a software tool developed to help local authorities and working organizations to optimize navigation and avoid or manage hazardous situations due to sea level changes in port basins. This prototype application, starting from reading data coming from a monitoring station in La Spezia harbour (in North Western Italy), updates dynamically the port bathymetry based on sea level oscillations (measured in the past or real-time, or expected in the near future). Then, it detects potentially dangerous areas for a given ship moving in the basin at a certain time, by means of the idea of “virtual traffic lights”: sea level variations are provided as parameters to the application that performs the updating of the bathymetric map and the subdivision of the harbour in allowed (green)/warning (yellow)/prohibited (red) areas for each ship, based on its draft. The tool can provide a useful support interface to competent authorities to avoid or manage critical situations by detecting hazardous areas for a given vessel at a given time.
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Zipfel, B., and E. Lehmann. "Calculation of a stranding scenario." In Collision and Grounding of Ships and Offshore Structures, 127–34. CRC Press, 2013. http://dx.doi.org/10.1201/b14915-16.

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Liu, Bin, Ling Zhu, and Lin Chen. "Numerical assessment of the resistance of ship double-hull structures in stranding." In Progress in the Analysis and Design of Marine Structures, 469–76. CRC Press, 2017. http://dx.doi.org/10.1201/9781315157368-60.

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Conference papers on the topic "Stranding of ships"

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Rim, Chae Whan, Tak Kee Lee, Dae Suk Han, Byung Hyun Kim, Jae Myung Lee, and Ki Sup Kim. "The Effect of Bottom Damage Size of Stranded Ship on Ultimate Strength." In ASME 2008 27th International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2008. http://dx.doi.org/10.1115/omae2008-57898.

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Ships operating in littoral sea are likely to be subjected to accidental loads especially stranding. Once she has damage on the hull structure, her ultimate strength will be reduced. This paper is to investigate the effect of stranding damage size on the ultimate strength of ship structure by using a series of collapse tests. For the experiment, five box-girder models of 720mm × 720mm in section and 900mm in length were prepared. Of the five, one has no damage and each four have a diamond shaped damage of different size which represents the shape of rock section in seabed. Among the damaged models, three were made by cutting the plate and one by pressing to represent stranding damage. Experiments were carried out under pure bending load and the applied load and displacements were recorded. The ultimate strength is reduced as the damage size increases, as expected. The largest damaged model has the damage size of 30% of breadth and its ultimate strength is reduced by 21% than that of no damaged one. The pressed one has lower ultimate strength than cut one. This might be due to the fact that the plate around the pressed damage area effect unfavorably on the ultimate strength. The models are analyzed with LS-DYNA and the results are compared with the results from the experiments. From the intact model, buckling occurred in the analysis but not in the experiment. The ultimate strengths of other models from the analysis are fairly close to those from the experiments. The errors are within 10%. With the results from the experiments and analysis, an estimation method of ultimate strength of damaged ship on bottom is derived.
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Ćorak, Maro, Joško Parunov, and C. Guedes Soares. "Structural Reliability Assessment of an Oil Tanker Accidentally Grounded in the Adriatic Sea." In ASME 2017 36th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/omae2017-62278.

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The aim of the paper is to present a methodology for the assessment of the structural reliability of an oil tanker damaged in a hypothetical grounding accident in the Adriatic Sea. The grounding accident affects the ultimate hull girder capacity in the damaged region, the still water bending moment (SWBM) distribution along the vessel as well as the vertical wave bending moments (VWBM). The extent of the damage on the ship’s hull after a grounding accident depends on several parameters such as ship‘s speed, rock size, penetration depth, longitudinal and transversal location of stranding along the hull. These parameters are in the present study assumed as random variables, described by probability density functions. Based on defined statistical properties, random realizations of grounding parameters are simulated by Monte Carlo (MC) simulation. For each such random grounding scenario, the damage size is calculated by the surrogate model based on numerical grounding simulations. Residual ultimate strength and SWBM distribution are determined based on the size and location of the damage. VWBM is calculated for average sea state in the area with increased risk of grounding accident in the Adriatic Sea. Structural reliability analysis is employed to determine the safety index with respect to the ultimate hull girder failure for salvage period of 12 hours. As each grounding scenario results in different hull-girder reliability, histogram of safety indices is obtained representing new measures for the performance assessment of the damaged ship.
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Reports on the topic "Stranding of ships"

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Pearson, Walter H., J. R. Skalski, Kathryn L. Sobocinski, Martin C. Miller, Gary E. Johnson, Greg D. Williams, John A. Southard, and Rebecca A. Buchanan. A Study of Stranding of Juvenile Salmon by Ship Wakes Along the Lower Columbia River Using a Before-and-After Design: Before-Phase Results. Office of Scientific and Technical Information (OSTI), February 2006. http://dx.doi.org/10.2172/890721.

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