1、TechnicalReportISO/TR9814Firstedition2025-06Shipsandmarinetechnology一GoodpracticesofpreventingcapsizingduringturningofshipswithlargeprofileheightNaviresettechnologiemaritimeBonnespratiquesdepreventionduChavirementIorsduviragedesnaviresagrandehauteurdeprofilReferencenumberISO/TR9814:2025(en)COPYRIGHT
2、PROTECTEDDOCUMENTISO2025Allrightsreserved.Unlessotherwisespecified,orrequiredinthecontextofitsimplementation,nopartofthispublicationmaybereproducedorutilizedotherwiseinanyformorbyanymeans,electronicormechanical,includingphotocopying,orpostingontheinternetoranintranet,withoutpriorwrittenpermission.Pe
3、rmissioncanberequestedfromeitherISOattheaddressbeloworISO,smemberbodyinthecountryoftherequester.ISOcopyrightofficeCP401Ch.deBlandonnet8CH-1214Vernier,GenevaPhone:+41227490111Email:copyrightiso.orgWebsite:www.iso.orgPublishedinSwitzerlandContentsPageForewordivIntroductionv2 Normativereferences13 Term
4、sanddefinitions14 Abbreviatedterms25 Analysisofcapsizeaccidentsoffiveships35.1 General35.2 Shipcategoriesbasedoncargospacerequirements45.2.1 Weightcarrier45.2.2 Volumecarrier45.2.3 Areacarrier45.3 Analysisofcapsizeaccidents45.3.1 General45.3.2 Similarities45.3.3 Differences56 EffectofKGontheGZcurve5
5、6.1 KGanditsroleincapsizingaccidents56.2 CharacteristicsofhullformandGZcurves96.2.1 General96.2.2 HullformswithtwoinflectionpointsalongtheGZcurve97 Threegoodpracticestopreventcapsizingduringturningofships107.1 General107.2 Semi-automaticincliningtestsbeforeloadeddeparture107.2.1 General107.2.2 Featu
6、resofincliningtestbeforedeparture117.2.3 Stabilityscreeningwithoutincliningtest127.3 Maximumheelinganglewhileturning147.3.1 General147.3.2 Maritimeautonomoussurfaceships157.3.3 Considerationsoncargoslippage167.4 Precisecalculationoffreesurfacemoment(FSM)177.4.1 SlacklimitofNAPAsoftware177.4.2 FSMat9
7、8%fillinglevel177.4.3 Improvementofstabilitycalculationsoftware18Annex A (informative)Casesofcapsizingaccidents19Annex B (informative)Additionalinformationonshipfeatures28Bibliography30ForewordISO(theInternationalOrganizationforStandardization)isaworldwidefederationofnationalstandardsbodies(ISOmembe
8、rbodies).TheworkofpreparingInternationalStandardsisnormallycarriedoutthroughISOtechnicalcommittees.Eachmemberbodyinterestedinasubjectforwhichatechnicalcommitteehasbeenestablishedhastherighttoberepresentedonthatcommittee.Internationalorganizations,governmentalandnon-governmental,inliaisonwithISO,also
9、takepartinthework.ISOcollaboratescloselywiththeInternationalElectrotechnicalCommission(IEC)onallmattersofelectrotechnicalstandardization.TheproceduresusedtodevelopthisdocumentandthoseintendedforitsfurthermaintenancearedescribedintheISO/IECDirectives,Part1.Inparticular,thedifferentapprovalcriterianee
10、dedforthedifferenttypesofISOdocumentshouldbenoted.ThisdocumentwasdraftedinaccordancewiththeeditorialrulesoftheISO/IECDirectives,Part2(seeWWW.iso.org/directives).ISOdrawsattentiontothepossibilitythattheimplementationofthisdocumentmayinvolvetheuseof（八）patent(三).ISOtakesnopositionconcerningtheevidence,
11、validityorapplicabilityofanyclaimedpatentrightsinrespectthereof.Asofthedateofpublicationofthisdocument,ISOhadnotreceivednoticeof（八）patent(三)whichmayberequiredtoimplementthisdocument.However,implementersarecautionedthatthismaynotrepresentthelatestinformation,whichmaybeobtainedfromthepatentdatabaseava
12、ilableatWWW.iso.org/patents.ISOshallnotbeheldresponsibleforidentifyinganyorallsuchpatentrights.Anytradenameusedinthisdocumentisinformationgivenfortheconvenienceofusersanddoesnotconstituteanendorsement.Foranexplanationofthevoluntarynatureofstandards,themeaningofISOspecifictermsandexpressionsrelatedto
13、conformityassessment,aswellasinformationaboutISOsadherencetotheWorldTradeOrganization(WTo)principlesintheTechnicalBarrierstoTrade(TBT),seewww.iso.org/iso/foreword.htmLThisdocumentispreparedbyTechnicalCommitteeISO/TC8,Shipsandmarinetechnology,SubcommitteeSC8,Shipdesign.Anyfeedbackorquestionsonthisdoc
14、umentshouldbedirectedtotheusersnationalstandardsbody.AcompletelistingofthesebodiescanbefoundatWWW.iso.org/membershtmLIntroductionTherearemanysimilaritiesbetweenthefollowingshipaccidents:theGoldenRayin2019,theHoeghOsakain2015,theSewolferryin2014,theCrownPrincessin2006andtheQueenHindin2019.Bycomparing
15、andanalysingthecausesofthesefiveaccidents,identifyingsimilaritiesbetweenthem,andgeneralizingthefindings,thisdocumentaimstohelppreventsimilaraccidentsfromoccurringinthefuture.Basedontheanalysisofthefiveshipaccidentsandasimilarlandtruckaccident,thisdocumentdescribesthreegoodpracticestopreventsimilarac
16、cidentsfromrecurring.Sincesimilaraccidentscanoccurnotonlyinoldshipsbutalsointhenewships,additionalmeasuresaredescribed,assimilaraccidentscanoccuragainunlessthesepointsarecorrected.ShipsandmarinetechnologyGoodpracticesofpreventingcapsizingduringturningofshipswithlargeprofileheight1 ScopeThisdocumentg
17、ivesgoodpracticesonhowtopreventthecapsizingofshipswithlargeprofileheightduringturning.Thefollowingarecoveredthisdocument:a) shipturning,centrifugalforce,andconsequentheeling;b) accidentusecasesofcapsizingduringturning;c) effectoftheKGontheshipstability;d) threegoodpracticesofpreventingcapsizingdurin
18、gturningofships.2 NormativereferencesTherearenonormativereferencesinthisdocument.3 TermsanddefinitionsForthepurposesofthisdocument,thefollowingtermsanddefinitionsapply.ISOandIECmaintainterminologydatabasesforuseinstandardizationatthefollowingaddresses:ISOOnlinebrowsingplatform:availableathttps:WWW.i
19、so.orgobp一IECElectropedia:availableathttps:WWW.electropedia.org/3.1capsizeto(causeaboatorshipto)turnupsidedownbyaccidentwhileonwater3.2fishtailingtocausethetailofanaircraftorthebackofamotorcartoswingfromsidetoside3.3freesurfaceeffectmechanismwhichcancauseawatercrafttobecomeunstableandcapsize3.1Note1
20、toentry:Itreferstothetendencyofliquidstomoveinresponsetochangesintheattitudeofacraftscargoholdsorliquidtanks.3.4incliningtesttestperformedonashiptodetermineitsstability,lightshipweightandthecoordinatesofitscentreofgravity3.5integratedmonitoring,alarm,andcontrolsystemIMACScomputer-basedsystemusedform
21、onitoringandcontrollingvariousprocessesinindustriessuchasoilandgas,powergeneration,watertreatment,andmanufacturing3.6maritimeautonomoussurfaceshipMASSincreasedautomationonboardships,whichcouldultimatelyreachfullautonomyorbecomearemotelycontrolledunmannedvessel3.7overturnsingle-vehicleaccidenteventin
22、whichthevehiclerollsatleast90oSOURCE:ISO6813:1998,32Lmodifiednote1toentryhasbeenremoved.3.8profileheightdistancefromthewaterlinetothehighpointontheshipsstructureorcargo,suchasastackofcontainersorsuperstructurewhichcontinuesmorethanabout70%oftheshiplengthNote1toentry:Thistermisdistinctfromairdraft,wh
23、ichreferstotheheightusedtoassesswhetheravesselcanpassbeneathabridge.Incontrast,profileheightisintroducedinthisdocumenttospecifytheheightinfluencingthevesselsstability.WhilerelatedtothewindpressureareaC3.10,profileheightrepresentsadifferentconcept.3.9weighstationfacilityneararoadwherevehicles,especia
24、llylargetrucks,canbeweighed3.10windpressureareatotalareaoftheshipsexposedsurfacesthataresubjecttowindpressure3.11KGverticaldistance(alongtheshipscentreline)betweenthekeel(K)andthecentreofgravity(G)4 AbbreviatedtermsBWTballastwatertankCCTVclosed-circuittelevisionDWTdeadweightFSMfreesurfacemomentGMmet
25、acentricheightGTgrosstonnageGZstabilityarmIMACSintegratedmonitoring,alarm,andcontrolsystemISCinternationalcodeonintactstabilityKGverticalcentreofgravityknknotKSTKoreanStandardTimeMARINMaritimeResearchInstituteNetherlandsMASSmaritimeautonomoussurfaceshipMSCMaritimeSafetyCommitteePCTCpurecarandtruckca
26、rrierSOGspeedoverthegroundSOLASInternationalConventionfortheSafetyofLifeAtSeaUSCGUSCoastGuardUMSCUSCoastGuardMarineSafetyCenter5 Analysisofcapsizeaccidentsoffiveships5.1 GeneralShipscanbedistinguishedbythetypeandamountofcargotheycarry,whichhasasignificantimpactontheshapeandstabilityofthehullofeachsh
27、ip.Theseshipcategoriesare:a) weightcarrier;b) volumecarrier;c) areacarrier.Ingeneral,shipscarryingcargoesheavierthanwaterhaveamarginofstability.Ontheotherhand,shipscarryingcargoeslighterthanwaterneedtosecuremorevolumeordeckareatoincreaserevenue.Thisrequiresincreasingthestructureabovethewater,whichis
28、likelytoreducestability.Thestabilityoftheshipvariesacrossthesecategories,andshiptypeshaveevolvedtoproducethesedifferencesinstabilityowingtodifferencesincargo-carryingefficiencyandthusincome.Theshiptypesofvolumecarriersandareacarriersgenerallytendtohavealargeprofileheight.Shipoperationisbasedonrevenu
29、e,whichisdeterminedbytheamountofcargothattheshipcantransport.Toincreaserevenue,shiptypessuchasPCTChaveevolvedtohavealargeprofileheight.Thesafetyoftheshipiscloselyrelatedtotherevenueofshipoperations.NOTEItissimilartothereasonwhyweighstationsareoperatedforlandtrucks.Themaximumweightthatcanbeloadedonto
30、thetruckisdisplayed,anddriversarewellawareofthechangesinvehiclesafetyaccordingtotheweightandloadingofthecargo.Manydriversdriveillegallytoearnmoremoney.Shipsareinasimilarsituation,andsafetyisgenerallycloselylinkedtoeconomicefficiency,shipdesignersareexpectedtoconsiderthisrealitytoensurethesafetyofshi
31、ps.Thisdocumentisaboutshipsthathavestabilityproblemsevenincalmwaters.Theseareareacarriersandsomevolumecarriers.Areacarriersarearelativelynewtypeofship,sogreaterattentiontodetailcanhelptoaddresstheirstabilityweakness.Shipcapsizingisaproblemrelatedtodynamicstabilitywhiletheshipturnsandthecentrifugalfo
32、rcegeneratesaheelingmoment.Foradetailedanalysisoffiveshipcapsizingincidentsinvolvinglargeprofileheights,seeAnneXA.Forinformationonshipfeatures,seeAnnexB.5.2 Shipcategoriesbasedoncargospacerequirements5.2.1 WeightcarrierForheavy-dutycargoships,suchasbulkcarriers(e.g.ironore,coal)andcrudeoilcarriers,t
33、hedeadweight(DWT)isanimportantindicatorofprofitability.Thesetypesofshipsgenerallyhaveamarginofstability.5.2.2 VolumecarrierIncargoshipsthatcarrylighter(porous)items,suchascontainershipsandgeneralcargoships,thevolumeorgrosstonnage(GT)ofthehullisanimportantindicatorofprofitability.Thesetypesofshipsare
34、generallylikelytolackstabilitybecausethenumberoffloorsabovethewaterlineincreasestosecurespace.Amongthesetypesofships,manyshipsareobservedtohavealargeprofileheight.5.2.3 AreacarrierForshipsthatrequirealargeparkinglotorlivingarea,suchascarcarriersorcruiseships,thedeckareaisanimportantindicatorofincome
35、Sincethistypeofvesselincreasesthenumberoffloors,itisgenerallylikelytohavealargeprofileheightandthereforelackstability.5.3 Analysisofcapsizeaccidents5.3.1 GeneralTabIe1comparesthemajorparametersofthefiveshipaccidents.Thesimilaritiesanddifferencesintheseaccidentsaresummarizedin5.3.2and5.3.3.Table1Com
36、parisonoffiveshipaccidentsGoldenRayHoeghOsakaMVSewolCrownPrincessQueenHindYearofaccident20192015201420062019Yearandlocationofconstruction2017,Mipo7Korea2000,Japan1994,Japan,importedandmodified2013inKorea2006,Italy1980,Japan,importedandmodified2017inRomaniaProfileheight(abovewaterline)About39,4m(3,7t
37、imesofdesigndraft)About32,4m(3,2timesofdesigndraft)About21,6m(3,5timesofdesigndraft)About50,7m(5,8timesofaccidentdraft)About13,1m2,08timesofdesigndraftDraft(design)10,6m10,15m6,2m8,74m(accident)6,30mDisplacement34609tons(ataccident)16886tons(DWT)9750tonsunknownunknownGT71000tons51770tons6800tons1135
38、61tons3785tonsCauseofaccidentLackofstabilitywhileturning(13,3knat20rudderangle)Lackofstabilitywhileturning(12knat10rudderangle)Lackofstabilitywhileturning(18knat5rudderangle)Officer,sincorrectwheelcommands(20knat30rudderangle)Lackofstabilitywhiletowingandwheel(4kn)Metacentricheight(GM)0,45m0,7m0,3mt
39、o0,5mNOTE1kn=1,852km/h.5.3.2 SimilaritiesCommonobservationsamongthecapsizeaccidentslistedinTable1canbedrawn,including: avesseltypewithahullstructurethatriseshighabovethewaterline(largeprofileheight)generallyhasmarginalstability; inastateofmarginalstability,whileturningatafairlyhighspeedinanarrowwate
40、rway,ashipcancapsizebecauseitcannotwithstandtheoutwardheelingmomentcausedbythecentrifugalforce(seealsoFigUreB.landFigureB.2).AsshowninFigureB.2,thecentrifugalforceisaffectedbytheshipsspeedandturningradius,andismoreaffectedbythespeed.Table1showstheshipsspeedandrudderangleatthetimeoftheaccidents.Aship
41、withstandstheheelingmomentduetothecentrifugalforceaccordingtothestabilityperformanceoftheship.5.3.3 DifferencesAnumberofdifferencescanbeobservedamongthecapsizeaccidentslistedinTableLincludingthefollowing. TheGoldenRaywasashipbuiltbytheMiposhipyardofKoreain2017,andalotofdataabouttheaccidentsituationa
42、releftintheelectronicrecordingdevices. SincetheSewolferrywasanoldship,therewerenoelectronicequipmentsuchasablackbox,sotherearefewaccidentrecords.Therefore,itwasdifficulttore-generatetheaccidentdatausingotherdatasources. TheHoeghOsakawasashipbuiltinJapanandtheshipownerwasfromSingapore. Thelocationsof
43、theaccidents:theaccidentofHoeghOsakaoccurredinEngland,theGoldenRaysoccurredintheUnitedStates,theSewolferryaccidentwasinKoreaandtheCrownPrincessaccidentwasintheUnitedStates.6 EffectofKGontheGZcurve6.1 KGanditsroleincapsizingaccidentsFigUre1showsacomparisonofthestandardstabilityarm(GZ)curvefornormalsh
44、ippingconditionsandFigUre2showsthestabilityarmcurveatthetimeoftheaccidentvoyage.ThecurveswerederivedbyUSCGsMarineSafetyCenter(UMSC)basedontheanalysisoftheGoldenRayaccident.TheappearanceoftheGZcurveisunusualwithtwoin11ectionpoints,anditcanbeseenthattheKG(verticalcentreofgravity)wasquitehighatthetimeo
45、ftheaccident(seeFigure2).KeyS12GZexpressedinmetersheelingangle,expressedindegreesGMtheGZcurvefornormalshippingconditionsontheGoldenRayFigure1Normalpurecarandtruckcarrier(PCTC)KeySGZexpressedinmetersheelingangle,expressedindegrees1 GM2 theGZcurveattheGoldenRayaccidentFigure2Purecarandtruckcarrierwith
46、accidentTheGoldenRayaccidentreportsummarizesthecausesoftheaccidentasfollows.Thechiefofficermadeanerrorwhenenteringballastquantitiesintothestabilitycalculationprogram,whichwasidentifiedastheprobablecauseofthecapsizing.Thenumberofvehiclesonboardincreasedby94,andthecargoweightincreasedbyapproximately37
47、3tonsaftertheshipenteredBrunswick.Insufficientrightingarmwasavailabletocountertheheelingforcesgeneratedduringtheturn,resultingintheshipoverturningduetoalackofrestoringforcetocounteracttheheelingmoment.FigUre3showstheGZcurveatthetimeoftheGoldenRayaccident.Thedesignloadingconditionshavebeenapprovedbytheshipclassificationsociety.ThesedesignloadingconditionsshowGZcurvesinvariousloadingconditionsandaresafevoyageconditions.TheGZcurveoftheaccidentvoyageisinsufficientcomparedtothedesignedconditions.Especiallywhentheheelingangleexceedsabout12oftheheelingan
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