L IMPORTANZA DELLA SICUREZZA: DALLA PROGETTAZIONE NAVALE AGLI STUDI PORTUALI Relatore: Giovanni Caprino 27 novembre 2017 ore 14,30 #Sharing3FVG Webinar realizzato da IALFVG e parte degli 80 di #Sharing3FVG, progetto cofinanziato dal Fondo Sociale Europeo nell'ambito del Programma Operativo Regionale 2014/2020
Who and Where we are A company of the FINCANTIERI Group from 1962, dedicated to research & development in the marine field, consultancy, services and training for ship designers, shipbuilders, suppliers and maritime operators. Main office in Genova offices in: a Workshop in MARIOTTI 10% LEONARDO 2,6% Trieste Palermo Muggiano Castellammare Ancona Riva Trigoso CNR-INSEAN 1,3% Genova Riva T. Trieste Muggiano Castellammare Palermo Ancona Staff: Different skills for a good team naval architects mechanical engineers electrical engineers physicists civil engineers philosopher chemical engineers IT engineer architects environmental scientist maritime economy expert technicians ship designers SEAF 15% FINCANTIERI 71,1% 2
SOLAS - Regulations Evolution of Safety Safety Of Life At Sea (SOLAS) The first SOLAS version was adopted in 1914, in response to the Titanic disaster. The main objective of SOLAS Convention is to specify minimum standards for the construction, equipment and operation of ships, compatible with their safety. NOW 1914 1929 1948 1960 1974 SOLAS 1974, as amended 3
Evolution of Safety Safety Of Life At Sea (SOLAS) SOLAS FIRE PROTECTION AND LIFE SAVING APPLIANCES Safety Objectives: Main functional requirements:
Evolution of Safety Safety Of Life At Sea (SOLAS) Process of SOLAS update Prescriptive Rules Proposal to IMO committee Development of draft regulation Discussion, refer to Sub to Sub-Committee, Working Group Adoption of new regulation 5
FIRE casualties still happen. Evolution of Safety Recent fire casualties DEAD SHIPS 2009 2010 300 0 PAX 2011 630 PAX 2012 2013 3300 PAX FIRE ONBOARD SHIPS EVACUATED 29 INJURED1 2 DIED 9 INJURED 0 INJURED 6
Evolution of Safety Evolution of cruise ships 5400 pax 323 m 152000 t MSC Seaside 2017 2650 pax 297 m 99800 t MS Koningsdam 2016 2014 pax 294 m 90000 t 2200 pax 269 m 59000 t Queen Victoria 2007 Titanic 1911 7
Evolution of Safety Risk Based Design - Performance Based Design SAFETY = SHIP DESIGN PARADIGM 8
Evolution of Safety Risk Based Design - Performance Based Design THE INCREASED LEVEL OF UNDERSTANDING fire physics understanding of human behavior influence of fire hazards on human behavior THE ADVANCES IN COMPUTER SCIENCES: Computers with higher computing capacity CFD analysis Agents algorithm, ecc. 9
Evolution of Safety Impact on design process Design Construct ion Delivery Operation TRADITIONAL DESIGN AREA TRADITIONAL OPERATIONAL AREA Performance based approach requires the interaction of all the stakeholders during the whole design stage: Owner, builder, designer and expert(s) The Design Team
ALTERNATIVE DESIGN FINCANTIERI & CETENA develop know-how, methodologies and tools to perform the necessary Engineering Analysis for supporting the Designers in all ship design stages. QUALITATIVE ANALYSIS qualitative engineering analysis Preliminary Analysis Hazard Identification QUANTITATIVE ANALYSIS Quantification of Risks Scenarios Selection Worst reasonable scenarios 11
ALTERNATIVE DESIGN Human Behavior 12
SAFETY LEVEL: MEASURE TIME PERFORMANCE MEASURE OF TENABILITY EVACUATION SIMULATION ALTERNATIVE DESIGN FIRE SIMULATION 13
SAFE RETURN to PORT BIGGER SHIPS, MORE PASSENGERS REMOTE ROUTES, HARSH CONDITIONS SRtP RISK AND COMFORT ASSOCIATED WITH LIFE BOAT EVACUATION ASSISTANCE AND RESCUE MAY BE DIFFICULT AND FAR AWAY RECENT INCIDENTS AND ACCIDENTS HIGH RISK OPERATION SAFETY AND BUSINESS Make the ship it s own lifeboat through. Increased robustness and fault tolerance for FIRE and FLOODING 14
Safe Return to Port (SRtP) SAFE RETURN to PORT SRtP Philosophy The passenger ship is its own best lifeboat capable of providing a safe area for passengers until return to port. 15
Safe Return to Port (SRtP) SAFE RETURN to PORT SRTP Scenarios: 16
IMO 2006 SAFE RETURN TO PORT Passengers Ship after 2010 L > 120 m or MVZ>3 SOLAS Ch.II-2 - Regulation 21: Safe Return to Port (SRtP) Casualty threshold Safe return to port and safe area definition CASUALTY THRESHOLD Flooding: 1 watertight compartment Fire: 1 class A boundary compartment 17
Safe Return to Port (SRtP) Safety Of Life At Sea (SOLAS) Minimum requirements as given by MSC.1/Circ. 1369 Safe area Sanitation Water & Food Medical care Shelter from the weather Preventing heat Stress Light Ventilation 18
Safe Return to Port (SRtP) Safety Of Life At Sea (SOLAS) Propulsion and Maneuvering FIRE extinction and detection Communications Safe area HVAC in Safe areas Sanitation Water & Food Medical care Shelter from the weather Preventing heat Stress Light Ventilation AVAILABILITY OF ABOUT 100 SYSTEMS thousand of components
Safe Return to Port (SRtP) SAFE RETURN TO PORT Capability level: When fire/flooding damage does not exceed the casualty threshold, the ship shall be capable of returning to port while providing a safe area.. To be deemed capable of returning to port, a certain number of systems shall remain operational in the remaining part of the ship not affected by the casualty Fire / Flooding inside threshold Essential Systems are surviving? yes no Design review 20
SAFE RETURN TO PORT The CETENA long experience in Navy ship vulnerability and survivability analysis allowed to DEVELOP A TOOL (SATURN) able to assist designers in SRtP assessment and operators in system recovery. In recent years CETENA carried out with success several SRtP assessment for Fincantieri. The SRtP assessment activity is not only limited to the design aspects but include also a strong interaction with Classification and Administration body. Rina Lloyd s Register Lloyd s Register Lloyd s Register BV Lloyd s Register Rina Lloyd s Register Rina 21
Safe Return to Port (SRtP) Example of Water-Mist System model All the systems that have to be maintained in operation during a SRtP casualty (with the level of performance required by SOLAS) are modeled inside the ship volume. This allows to carry on a detailed topographic FMEA analysis for each SRtP casualty. Water Mist pipes Ship rooms 22
Safe Return to Port (SRtP) Water-Mist System Water Mist pipes 23
Safe Return to Port (SRtP) Example of Fire-Main System model The room pattern inside the ship is complex. It is very difficult to evaluate the effect of a casualty without a 3D tool. Main Stair trunk Main Stair trunk Main Stair trunk Bulkhead deck Watertight compartments 24
Safe Return to Port (SRtP) Fuel Oil Bunkering/Transfer Distribution System 25
INNOVATIONS DIGITAL OPERATIONAL MANUALS We are working on a friendly and reliable device tailored with a dedicated software to help and train operators to performs the required operational tasks (Systems recovery). 26
SAFETY IN LAST MILE Manoeuvrability studies with simulation tools Compare alternative port layouts Assessment of limit metemomarine condition Manoeuvrability with/without tugs Dynamic simulation of marine accidents
Simulation tools modularity CONFIGURATIONS OF CONSOLES SYSTEM
Thank you for your attention 30