1,721,630 research outputs found
Paterson, D H, 404383
No full textThis record was harvested from a previous catalogue system and will be withdrawn in 2025. Information in this record may be superseded or incomplete. Visit this record in UMA's new catalogue at: https://archives.library.unimelb.edu.au/nodes/view/409720Surname: PATERSON. Given Name(s) or Initials: D H. Military Service Number or Last Known Location: 404383. Missing, Wounded and Prisoner of War Enquiry Card Index Number: 47574.225355
Item: [2016.0049.41991] "Paterson, D H, 404383
Paterson, D A, WX11085
No full textThis record was harvested from a previous catalogue system and will be withdrawn in 2025. Information in this record may be superseded or incomplete. Visit this record in UMA's new catalogue at: https://archives.library.unimelb.edu.au/nodes/view/409756Surname: PATERSON. Given Name(s) or Initials: D A. Military Service Number or Last Known Location: WX11085. Missing, Wounded and Prisoner of War Enquiry Card Index Number: 44526.225393
Item: [2016.0049.42027] "Paterson, D A, WX11085
Paterson, D J, 432425
No full textThis record was harvested from a previous catalogue system and will be withdrawn in 2025. Information in this record may be superseded or incomplete. Visit this record in UMA's new catalogue at: https://archives.library.unimelb.edu.au/nodes/view/409725Surname: PATERSON. Given Name(s) or Initials: D J. Military Service Number or Last Known Location: 432425. Missing, Wounded and Prisoner of War Enquiry Card Index Number: 57110.225360
Item: [2016.0049.41996] "Paterson, D J, 432425
Paterson, D H, F4021
No full textThis record was harvested from a previous catalogue system and will be withdrawn in 2025. Information in this record may be superseded or incomplete. Visit this record in UMA's new catalogue at: https://archives.library.unimelb.edu.au/nodes/view/409729Surname: PATERSON. Given Name(s) or Initials: D H. Military Service Number or Last Known Location: F4021. Missing, Wounded and Prisoner of War Enquiry Card Index Number: 47481.225364
Item: [2016.0049.42000] "Paterson, D H, F4021
Paterson, D, 4718855
No full textThis record was harvested from a previous catalogue system and will be withdrawn in 2025. Information in this record may be superseded or incomplete. Visit this record in UMA's new catalogue at: https://archives.library.unimelb.edu.au/nodes/view/409727Surname: PATERSON. Given Name(s) or Initials: D. Military Service Number or Last Known Location: 4718855. Missing, Wounded and Prisoner of War Enquiry Card Index Number: SEA-5105.225362
Item: [2016.0049.41998] "Paterson, D, 4718855
Real-time flooding risk evaluation for ship-to-ship collisions based on first principles
Get PDFFlooding risk identification is a task always treated within a very narrow scope between the life-cycle of a passenger ship. Therefore, different approaches and methods are available for design, operational or onboard applications. Furthermore, the models employed and proposed solutions use simplified methods based on empirical or probabilistic concepts. One of the aims of the EC-founded project FLARE was to promote the use of first principle methods throughout the whole vessel life-cycle, from the design phase up to the onboard risk management. To this end, this work presents the challenges and potential applicability of a real-time flooding risk evaluation methodology for ship-to-ship collisions, based on first-principles calculations. The possibility to perform direct calculations for survivability allows us to define a multi-level approach to flooding risk, separating Level-1 predictions, purely based on semi-empirical models and databases, from Level-2 predictions based on the concept of Potential Loss of Life (PLL). Here, besides a description of the multi-level risk assessment based on PLL, the different tasks of design and operational phases are addressed. Such issues are then linked to the real-time flooding risk evaluation for onboard applications, potentially working for different hazard types but conceptualised for the case of ship-to-ship collisions. The developed method applied to an arbitrary set of models, shows that the approach and tools employed for creating the framework are suitable for a real-time calculation of flooding risk
Critical damages identification in a multi-level damage stability assessment framework for passenger ships
Get PDFThe damaged stability assessment for a passenger ship is a process requiring the simulation of multiple damage scenarios. Nevertheless, the stochastic nature of the damage stability framework requires the analysis of a statistically significant number of cases. On the other hand, the probability density functions used to estimate the possible damage dimensions and locations along the ship generate many scenarios that are not critical for the ship's survivability, especially for large passenger ships. It is standard to apply empirical rules to restrict the number of damage scenarios, such as critical damages is only above two compartments, considering that damage stability regulations currently in force ensure survivability levels beyond this extent of breaches. However, a rigorous approach is lacking. To this end, in the present work, it is proposed to use more scientific-based methods to identify critical damages. This paper presents three original approaches developed in the context of a multi-level damage stability assessment. The first method relies on preliminary static calculations, the second on the energy absorbed by the ship during an impact, and the third on a purely dynamic approach. Here, the methods are critically compared on two sample passenger ships for collision damages, showing their respective advantages and disadvantages
Real-time estimation of the Potential Loss of Life in case of ship-to-ship collisions
No full textThe flooding risk assessment for passenger ships is a topic mainly addressed during the design phase of the vessel. However, risk pertains to the whole life cycle of a ship. In this sense, the operational phase requires methodologies for risk assessment while the vessel is sailing, thus a real-time estimation of the flooding risk. The framework developed during the EU project FLARE for the design phase allows for determining flooding risk by estimating the Potential Loss of Life. Such a metric can be extended to real-time applications thanks to the flexibility of the risk framework. The execution of direct calculations for ship-to-ship collisions and flooding simulations for vessel survivability permit the generation of fast surrogate models to determine potential damage dimensions and survivability for a specific event, thus the flooding risk. Such a process, including uncertainties due to the onboard instrumentations, is applied to two reference passenger ships: a Cruise ship and a RoPax. Simulations of four scenarios considering different weather conditions show the real-time variations of the flooding risk (through the Potential Loss of Life) following collision with a target vessel, thus demonstrating the applicability of the process in real time
The impact of risk control options in reducing/preventing risk in case of a flooding event
Get PDFSafety in case of a flooding event is a primary concern in the design process of passenger ships and should be thoroughly assessed from the initial design phases. To evaluate the risk of flooding events, an effective metric is needed to compare various design solutions. The Potential Loss of Lives (PLL) is a valuable tool for quantifying this risk from the early stages of design, enabled by a multi-level framework developed during the FLARE project, which enhances the reliability of predictions as the design progresses. This approach facilitates the examination and assessment of countermeasures, known as Risk Control Options, aimed at reducing or preventing risk in the event of flooding. This study analyses the implementation of different Risk Control Options across a sample of nine passenger ships, including cruise and Ro-Pax vessels. The analysis is conducted at various levels of fidelity in accordance with the established framework, highlighting the effectiveness of mitigation and prevention measures in reducing PLL
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