ISSC 2003 - 15th International Ship and Offshore Structures Congress

1208 Pages·2003·22.505 MB·English

by  A.E. Mansour and R.C. Ertekin (Eds.)

PREFACE
This volume contains the 8 Technical Committee reports that will be presented and discussed at
the 51 ht International Ship and Offshore Structures Congress (ISSC 2003) in San Diego, USA,
11-15 August, 2003.
Volume 2 contains the Specialist Committee and Special Task Committee reports. Volume 3 will
include the discussions of the reports, the chairmen's reply, the text of the invited lecture and the
congress report of ISSC 2003, and it will appear ni 2004.
The Standing Committee of the 15th International Ship and Offshore Structures Congress ni San
Diego :si
Chairman: Prof. A.E. Mansour USA
Prof. J.L. Armand France
Prof. .B Boon The Netherlands
Dr. .M Dogliani Italy
Prof. W. Fricke Germany
Dr. P.A. Frieze UK
Prof. C.D. Jang Korea
Prof. T. Jastrzebki Poland
Prof. J.J. Jensen Denmark
Prof. T. Moan Norway
Prof. .H Ohtsubo Japan (ex officio)
Dr. .N Pegg Canada
Prof. Y.S. Wu China
Secretary: Prof. R.C. Ertekin USA
On behalf of the Standing Committee and members of the ISSC, I would like to thank the
American Bureau of Shipping and the Ship Structure Committee for their financial support of
ISSC 2003. The support of the City of San Diego si also gratefully acknowledged.
Berkeley, USA
March 2003
Alaa .E Mansour
Chairman
PREFACE
This volume contains the 6 Specialist Committee and 2 Special Task Committee reports that will
be presented and discussed at the 51 ht International Ship and Offshore Structures Congress
(ISSC 2003)in San Diego, USA, 11-15 August, 2003.
Volume 1 contains the 8 Technical Committee reports. Volume 3 will include the discussions of
the reports, the chairmen's reply, the text of the invited lecture and the congress report of ISSC
2003, and it will appear ni 2004.
The Standing Committee of the 15th International Ship and Offshore Structures Congress ni San
Diego :si
Chairman: Prof. A.E. Mansour USA
Prof. J.L. Armand France
Prof. .B Boon The Netherlands
.rD .M Dogliani Italy
Prof. W. Fricke Germany
.rD P.A. Frieze UK
Prof. C.D. Jang Korea
Prof. T. Jastrzebki Poland
Prof. J.J. Jensen Denmark
Prof. T. Moan Norway
Prof. .H Ohtsubo Japan (ex officio)
.rD .N Pegg Canada
Prof. Y.S. Wu China
Secretary: Prof. R.C. Ertekin USA
On behalf of the Standing Committee and members of the ISSC, I would like to thank the
American Bureau of Shipping and the Ship Structure Committee for their financial support of
ISSC 2003. The support of the City of San Diego si also gratefully acknowledged.
Berkeley, USA
March 2003
Alaa .E Mansour
Chairman
PREFACE
The 51 ut International Ship and Offshore Structures Congress (ISSC 2003) was held in
San Diego, California, USA, from August 11 to ,51 2003.
The proceedings of the Congress consist of three volumes. Volumes 1 and 2 contain the
reports of the Technical Committees, Specialist Committees and Special Task
Committees. Volume 3 contains the discussion of these reports and replies of the
Committees, the keynote lecture, report on the Congress and the revised statutes and
membership of the Congress.
The members of Standing Committee of the 15 ht ISSC are"
Chairman: Prof. A.E. Mansour, USA
Prof. J.L. Armand, France
Prof. B. Boon, The Netherlands
Dr. M. Dogliani, Italy
Prof. W. Fricke, Germany
Dr. P.A. Frieze, UK
Prof. C.D. Jang, Korea
Prof. T. Jastrzebki, Poland
Prof. J.J. Jensen, Denmark
Prof. T. Moan, Norway
Prof. H. Ohtsubo, Japan (ex officio)
Dr. N. Pegg, Canada
Prof. Y.S. Wu, China
Secretary: Prof. R.C. Ertekin, USA
R. Cengiz Ertekin Alaa E. Mansour
Secretary, ISSC 2003 Chairman, ISSC 2003
REPORT ON THE 15 INTERNATIONAL SHIP AND
TM
OFFSHORE STRUCTURES CONGRESS
The ISSC has existed since 1961 as a forum for the exchange of information by experts
undertaking and applying marine structural research. Since then, the ISSC has provided the
marine community with an up-to-date picture of the current state of art and recommended
developments needed for future requirements. This was done through committee work,
presentations, discussions and reports in the Proceedings.
The decision to hold the 51 ht International Ship and Offshore Structures Congress in San
Diego, California, was taken by the Standing Committee of the 14 ht Congress in The Hague,
The Netherlands in September 1998. The terms of reference and memberships for the eight
Technical Committees, six Specialist Committees and two Special Task Committees of the
51 ht ISSC were established during the successful 41 ht Congress in Nagasaki, Japan. A few
revisions were made during the three years that followed; the final versions are included in
Volume 1 and 2 of the Proceedings at the head of each committee's report. The committee
structure remained very similar to that which was adopted for the 14 ht Congress; with eight
Technical Committees reviewing the work in general areas of continuing interest, six Specialist
Committees focusing on more specialized topics, and two Special Task Committees intended
to provide practical guidance to practitioners for the evaluation of specific design methods
through benchmark studies.
Every committee met at least once between the 41 ht and the 51 ht Congresses, in a wide range
of locations. The Standing Committee (SC) of the ISSC met twice: firstly in Wuxi, China, to
coincide with the PRADS conference, and in Berkeley, California in 2002. A number of
significant initiatives were taken during these meetings including preparations for revisions
to the Technical Committee structure, and a proposal of some changes to the ISSC's statutes.
The revised version of the statutes, as ratified during the sessions in San Diego is included in
this volume. The SC also reviewed the mandates, evaluated the members and correspondents
performance, and established the mandates and membership of ISSC 2006.
A web site for the 51 ht ISSC was established for efficient exchanges between the members.
The format of the Congress was modified to encourage discussions from the floor and parallel
sessions were used for discussions of the Specialist Committees.
Invitations to the 51 ht Congress were extended to all Standing and Technical Committee
members, to the Specialist Committees, to the Special Task Committees, to the international
Correspondence of the ISSC, to the Official Discussers of the committee reports, and to
number of observers selected on the grounds of the relevance and importance of their own
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xii Report on the 15th International Ship and Offshore Structures Congress
work to the ISSC. Approximately 233 delegates from 27 countries attended and brought
34 accompanying persons to enjoy San Diego and the social program.
The Congress was held in the U.S. Grant Hotel, San Diego, California, from August 11 to ,51
2003. The technical sessions ran from Monday afternoon through Friday. There were lively
discussions of all of the technical committees' reports. All written discussions received by
the secretariat have been included in this volume.
Dr. Donald Liu, the Executive Vice President of ABS, gave the Keynote Address on
Wednesday afternoon. The title of his talk was, Ship Safety- The Challenges Ahead.
A welcoming reception supported by ABS was held on Monday evening at the U.S. Grant
Hotel. The delegates and their spouses were welcomed by Professor Alaa Mansour, the
Congress Chairman and Dr. Donald Liu, Executive Vice President of ABS.
Breaking somewhat with the ISSC tradition, the Congress Banquet was held on the Yacht
"Adventure Hornblower" during a sunset cruise and themes from southern California beach
music played by the Surf Kings. Professor Alaa Mansour, the Congress Chairman welcomed
all participants and introduced Dr N. Pegg who presented prizes for the winners of the golf
toumament. On behalf of the participants, Dr. Paul Frieze, the Chairman of the ISSC 2006
expressed thanks to the organizers of the Congress and welcomed everyone to Southampton
2006.
The Congress was a success both technically and organizationally. All of the new committees
selected for the 61 ht ISSC were able to hold the initial meetings before leaving San Diego,
which will, hopefully, help to ensure the next Congress is equally successful.
tnemgdelwonkcA
The American Bureau of Shipping and the Ship Structure Committee have helped to organize
the Congress by providing the necessary funds. The support of the City of San Diego is also
acknowledged.
OPENING ADDRESS
By
Professor Alaa E. Mansour
Chairman of the Congress
Good afternoon Ladies and Gentlemen.
It is a pleasure to welcome you to the 51 ht International Ship and Offshore Structures
Congress, and to the charming city of San Diego.
This thirty-first year of my participation in the ISSC has brought into focus what we have
known all along: The ISSC is like no other conference in the marine community. It is the
premier organization for dissemination of research and development in the marine
community. I am honored and feel privileged to be the Chairman of such an organization.
We owe our status largely to the expertise and talent of members like you. We are
determined to preserve this reputation of excellence as we continue to attract some of the
most qualified experts in the field, the best and brightest.
The technical program as you will see shortly, offer a crisp and focused discussion of the
state of research and technology in marine structures. It is packed with the latest
developments in research related to environment, wave loads, strength, fatigue, collision,
inspection and fabrication technology.
You will find these excellent reports not only present the state of research, but also, and I
think this makes us unique, these reports unify three or more years of fragmented
research to develop a meaningful design procedure or a bench- mark comparison. The
results are valuable to practitioners as well as academics.
Perhaps this is why we have a membership body that represents 27 countries with
distinguished group of members, correspondents and observers. We have at least one
participant here in San Diego from each one of these 27 countries.
I like to make a few announcements:
I regret to inform you that Professor Cengiz Ertekin, the ISSC Secretary is not able to be
with us in San Diego. In his absence I like to thank him for job well done. Because of his
organizational skills and his commitment to his task, he has been indeed a main force in
making this Congress successful.
We are fortunate however, to have two capable members who are willing to be resident
Secretaries during the Congress in San Diego. These are: Professor Jorgen Juncher
Jensen of the Technical University of Denmark, who is also a member the Standing
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xiv Opening Address
Committee representing Denmark, and Professor Ron Riggs of the University of Hawaii,
a former member of the ISSC. I like to thank both of them for accepting to serve as
Resident Secretaries, particularly at this late stage.
I mentioned earlier, we owe our status largely to members like you. But in addition, the
support of organizations like the American Bureau of Shipping and the Ship Structure
Committee made it possible for the ISSC to continue its progress as a non-profit
organization. I like to thank both of these organizations for their financial support and for
their commitment to the success of the ISSC.
Before I leave this podium, I like to say something to you. I know you are hard working
professionals, but I hope you will set a moment aside to enjoy San Diego and what it has
to offer. As they say here: If it can be done in the sun, you can do it in San Diego.
I now declare the opening of the 51 ht International Ship and Offshore Structures
Congress.
PLENARY SESSION
Session chaired by Professor Alaa E. Mansour, the Congress Chairman.
Keynote Lecture:
Ship Safety: The Challenges Ahead
By
Donald Liu
Good afternoon ladies and gentlemen. I would like to express my thanks to the ISSC
Chairman, Alaa Mansour, for inviting me to speak at this Congress. It has always been a
pleasure for me to attend the ISSC Conference. During my association with the ISSC
over many years as a Technical Committee member and also a Standing Committee
member, I have had the pleasure of working with, and making long lasting professional
and personal friendships with many of you, the structural and loads experts and
researchers in ISSC from around the world. This indeed is one of the great benefits of
being associated with the ISSC and I know many of you share a similar rewarding
experience. The work of the ISSC is particularly valuable as it provides a resource of
information, reviews and commentary for researchers and naval architects that can be
used to design better and safer marine structures. And there is no doubt that today's
naval architects have greater knowledge and improved design tools available to design
innovative and safe ships, ships that are sufficiently robust and designed to minimize
safety risks to the crew, cargo and the environment.
What I would like to focus my presentation on today is a broader overview of ship safety
than just design, and to consider some of the challenges that the industry is facing with
respect to marine safety.
Over the past decade widely publicized accidents involving tankers, bulk carriers,
passenger ferries and general cargo ships have caused public concern about the safety of
ships at sea. The public perception is shaped mainly by the publicity that the industry
unintentionally creates when there is a failure in the safety chain
And when the public is outraged, governmental bodies usually can be counted upon to
take some action, whether prudent or not. Recent actions by governmental bodies have
reinforced the perception that the marine industry cannot be trusted to improve its safety
performance, without government-mandated action.
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xvi Plenary Session
In December 2002 the International Maritime Organization's Marine Safety Committee
mandated significant new requirements for both new and existing bulk carriers, which
were mainly opposed by the bulk carrier industry.
Last month the Council of the European Union adopted a new regulation to accelerate the
phase-out of single hull tankers well ahead of the IMO mandate of 2015. And the
European Commission has also recently tightened its oversight of classification societies.
Like it or not, the public and governmental perception of the marine industry's safety
performance is very negative. Unfortunately, the public image of the marine industry
continues to be shaped by the very infrequent, but sometimes very tragic maritime
casualty. Is this perception accurate? When it comes to maritime safety, what is the
reality?
There are numerous marine safety statistics accumulated and published by governments
and by segments of the maritime industry. Those statistics are very enlightening.
For the period from 1980 to 2000, the actual losses from all causes of self-propelled sea
going merchant ships of 100 gross tons or more. The loss rate has declined from a high of
over four vessels per thousand in 1980, to a current low of about two vessels per
thousand per year. That means the industry cut its ship loss rate in half in just the past 20
years. The improvement has been steady and the trend is unmistakable.
How do you think the marine industry's performance stacks up to other modes of
transportation such as the aircraft industry? .... which is perceived to have a very good
safety record. This chart shows a comparison of actual and constructive total losses from
all causes for commercial aircraft and for merchant ships. The data is shown as average
annual loss rates per million flight or voyage hours at risk. The yellow bars show the loss
rates for commercial aircraft while the green bars show, for the similar period, the loss
rate for merchant ships. The commercial aircraft loss rate is three times that for merchant
ships.
All of the data shown on the previous charts gauges the marine industry's safety
performance based on total ship losses. But ship losses are only one aspect of safety.
This data from Seaway shows the maritime industry's fatalities for the period 1991
through 2001 aboard ships of more than 1,000 gross tons. Again the red line shows the
annual totals and the blue line is the linear trend line. The data on this chart is very
heavily influenced by three tragic incidents aboard passenger ships. With or without the
three incidents the trend over the last ten years is very clear .... and very positive. There
is a very dramatic decline from over 500 fatalities per year at the start of the ten-year
period to 200 per year in 2001.
Safety performance is one very important gauge of our industry. But the perception of
the public and therefore governmental bodies is also strongly influenced by the industry's
environmental performance. This chart shows the total quantities of oil spilled as a result
Plenary Session xvii
of marine incidents worldwide, for the 32-year period from 1970 through 2001, have
declined dramatically.
U.S. Coast Guard data show a similar trend with respect to oil spilled in U.S. coastal
waters.
Gallons of oil spilled, like a human fatality, are always regrettable and the industry's
target in both cases should certainly be zero. But in judging the performance of the
industry, in both safety and environmental impact, perceptions should be based on the
reality of performance, both with regard to year on year trends in the maritime industry
and to comparisons to the best achievements of other industries.
Whether we are measuring marine safety in terms of vessels lost at sea, or maritime
fatalities, or oil spilled from ships ....
Whether we are using data from governmental agencies, the insurance industry or the
shipping industry...
Or whether we are considering the past 30 years or the past 01 years .....
All the trends clearly indicate the marine industry continues to show dramatic
improvement in its safety and environmental performance.
Marine transportation is definitely not risk free. It is not possible to mandate an error-
free operating environment or an unsinkable ship. There will always be a degree of risk
associated with navigating the uncertain, and often-turbulent waters of the world's
oceans.
What should be paramount is that the marine industry demonstrates its dedication to
safety and environmental concern through continuously striving to improve its
performance. I believe the record is clear. The marine industry has made, and continues
to make, dramatic improvements in both safety and pollution prevention. However to
insure a process of continuous improvement, let us consider the various parties that are
responsible for marine safety.
This graphic shows what has often been referred to as the maritime safety chain. It is a
forceful reminder that no one entity, no single sector of this industry can make
substantive improvement in the level of safety by itself. Like a chain, it is only as strong
as the weakest link. Who forms those links? Ship owners must be mentioned first. It is
the ship owner who bears the primary responsibility for the safety of the ship and its
crew, and the protection of the cargo that has been entrusted to his care. Admiralty courts
throughout history have clearly maintained that responsibility for ship safety lies with the
ship owner. But when we consider industry wide safety, the list of participants is
broadened to include shipbuilders, classification societies, marine underwriters, flag
states, port states, coastal states and charterers, as well as ship owners and operators.
Each has a key role to play, and must do its part to ensure the entire industry meets the
best possible level of safety and environmental performance.
All share responsibility in the safety chain: