Ship’s structure safety - a necessary condition for safe shipping

1. Ship’s structure safety - a necessary condition for safe shipping Darek Rudziński

2. Shipping is a highly random type of activity not only due to uncontrolled atmospheric and sea waving conditions but also arbitrary loading condition, shipping routes and decisions of the crew, some tired, some with limited experience. The process of ship designing and construction as well as its technical maintenance is also a an arbitrary process. 2

3. We cannot change the weather or sea waving conditions but safety can be enhanced by looking to the technical state of the ship and reducing the number of human errors. A ship technically safe is the necessary condition for safe shipping, whereas the sufficient condition to be met is safe ship operation. 3

4. Catastrophes at sea in recent years 4

5. The last 25 years witnesses the sinking of 419bulk carriers, and resultant loss of life of about2000crewmembers. In most cases sinking was caused by structural failure in severe weather conditions. 5

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8. In 1994, the ferry „Estonia”, sank on route from Tallinn to Stockholm with loss of 852 lives. The ferry sank at night in approximately 50 minutes as shown in the scenario below. 8

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11. In 1999, the tanker „Erica” broke up on passing the French coast causing an environmental disaster. The causes underlying the incident lay in the bad technical condition of the hull structure. The Spanish coast suffered similar consequences after the catastrophe of the tanker „Prestige”. 11

12. Traditionally safety standards are developed in reaction to catastrophes, i.e. : - following the „Estonia” ferry disaster Sweden organised a conference with the signing of the so called Stockholm Understanding on ferry safety in damaged condition; - IACS developed „Common Structural Rules for tankers and bulk carriers”. 13

13. The „Prestige” case, stimulated IMO to embark on developing technical safety standards for the first time in the history of the organisation. Work started with bulk carrier and tanker structural issues. This area had in the past been the domain of classification societies. 14

14. IMO began to work on safety standards for bulk carrier and tanker hull structure applying risk analysis. The work for the Polish government is performed by Polski Rejestr Statków. 15

15. Application of risk analysis requires development of theoretical models (based on mathematical and physic theories), which provide grounds for developing simulation of ship motion in waves and the ship structure reaction to waves. Simulations are used to identify elements and situations that influence safety. 16

16. Risk based analysis assumes different scenarios of ship structure failure, which enables calculation of: probability of specific structure failure modes in assumed scenario probability of ship sinking due tocombination of different scenarios.

17. Example of bulk carrier structure failure scenarios (risk model)

18. Example of bulk carrier structure failure scenarios (risk model)

20. Example of bulk carrier structure failure scenarios (risk model)

21. Hull girder failure

22. Example of bulk carrier structure failure scenarios (risk model)

23. Simulation of frame deformations in waves

24. Example of bulk carrier structure failure scenarios (risk model)

25. Simulation of sloshing in flooded hold

26. Collapse of the corrugated bulkhead

27. Example of bulk carrier structure failure scenarios (risk model)

28. Simulation of ship’s sinkingdue to structural failure

29. Example of bulk carrier structure failure scenarios (risk model)

30. Simulation of green seas on the fore part of the deck

31. Still we have problems in building complete and consistent risk models. The risk model should enable to derive criteria for particular mode of failure.

32. IT development enable the programming of software packages, which installed on board ships provide better control over the loading process and assist the ship master in decision making in difficult situations. 19

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35. Conclusions 22

36. Shipping is a business random in nature, therefore, it is difficult to project potential events, and consequently, to assure safety at sea. 22

37. 2.Following the series of catastrophes, IMO decided to take over the task of defining ship standards for ship structures and fittings from classification societies. The proposed risk analysis methodology, which involves reviewing possible events, i.e assuming the deductive approach (from general to particular) provides an opportunity to significantly improve technical safety of ships. 23

38. 3.Safety of ship operation depends on many factors, e.g. crew training and their good marine practice, or equipment. Safety can also be enhanced by installing software packages assisting control and decision making processes by projecting potential events. These in turn facilitate taking appropriate action to assure safety. 24

39. Thank you Darek Rudziński d.rudzinski@prs.pl www.prs.pl