l’importanza della sicurezza: dalla progettazione navale … · #sharing3fvg il programma che...

Webinar realizzato da IALFVG e parte degli 80 di #Sharing3FVG, progetto cofinanziato dal Fondo Sociale Europeo nell'ambito del Programma Operativo Regionale 2014/2020

#Sharing3FVG

27 novembre 2017 ore 14,30

L’IMPORTANZA DELLA SICUREZZA: DALLA PROGETTAZIONE NAVALE AGLI STUDI PORTUALI

Relatore: Giovanni Caprino

RossiFsr

TimbroFP1640985001

#Sharing3FVG Il programma che condivide e stimola l’innovazione

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.

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FINCANTIERI

71,1% SEAF

15%

MARIOTTI

10%

LEONARDO

2,6% CNR-INSEAN

1,3%

Genova Trieste

Castellammare

Palermo

Muggiano

Riva T.

Ancona

Main office in Genova offices in: Trieste

Palermo

Muggiano

Castellammare

Ancona

a Workshop in Riva Trigoso

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


Evolution of Safety

Safety Of Life At Sea (SOLAS)

SOLAS - Regulations

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.

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1974 1948 1929 1914 1960 SOLAS 1974,

as amended

NOW


Evolution of Safety


SOLAS – FIRE PROTECTION AND LIFE SAVING APPLIANCES

Safety Objectives:

Main functional requirements:



Process of SOLAS update – Prescriptive Rules

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Proposal to IMO

committee

Discussion, refer

to Sub to Sub-Committee,

Working Group

Development of draft

regulation

Adoption of

new regulation

Evolution of Safety


2013 2012 2011

FIRE casualties still happen….

DEAD SHIPS

2 DIED

9 INJURED

29 INJURED1

2010 2009

FIRE ONBOARD

3000 PAX

0 INJURED

Recent fire casualties

SHIPS EVACUATED

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Evolution of Safety

630 PAX

3300 PAX


Evolution of cruise ships

2200 pax 269 m

59000 t

5400 pax 323 m

152000 t

2650 pax 297 m

99800 t

2014 pax 294 m

90000 t

MSC Seaside

MS Koningsdam

Titanic

Queen Victoria

1911

2007

2016

2017

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Evolution of Safety


Evolution of Safety

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Risk Based Design - Performance Based Design

SAFETY = SHIP DESIGN PARADIGM


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.

Evolution of Safety

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Risk Based Design - Performance Based Design


Design Construct

ion Delivery Operation

Impact on design process

TRADITIONAL

DESIGN AREA

Performance based approach requires the interaction of all the stakeholders during the

whole design stage:

TRADITIONAL

OPERATIONAL

AREA

Evolution of Safety

The Design

Team

• Owner,

• builder,

• designer and

• expert(s)


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.

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Preliminary Analysis

QUANTITATIVE ANALYSIS Scenarios Selection

Hazard Identification

Worst reasonable

scenarios Quantification of Risks

QUALITATIVE ANALYSIS qualitative engineering

analysis


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Human Behavior

ALTERNATIVE DESIGN


ALTERNATIVE DESIGN

EVACUATION SIMULATION

FIRE SIMULATION

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SAFETY LEVEL:

MEASURE TIME PERFORMANCE

MEASURE OF TENABILITY


SAFE RETURN to PORT

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SRtP

BIGGER SHIPS, MORE

PASSENGERS

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

REMOTE ROUTES, HARSH

CONDITIONS

Make the ship “it”s own lifeboat’ through.

Increased robustness and fault tolerance for

FIRE and FLOODING


Safe Return to Port (SRtP)

SRtP Philosophy

The passenger ship is its own best lifeboat capable of providing a “safe area” for passengers until “return to port”.

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SAFE RETURN to PORT



SRTP Scenarios:

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SAFE RETURN to PORT


SAFE RETURN TO PORT

IMO 2006 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

Passengers Ship

after 2010

Flooding: 1 watertight compartment Fire: 1 class A boundary compartment

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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

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• 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

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Fire / Flooding

inside threshold

Essential

Systems are

surviving? yes

no

Design review

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


SAFE RETURN TO PORT

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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.

Lloyd’s Register

Lloyd’s Register

Lloyd’s Register

Rina

Lloyd’s Register

Lloyd’s Register

Rina Rina

BV

#Sharing3FVG Il programma che condivide e stimola l’innovazione 22

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



Water-Mist System


Water Mist pipes


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



Fuel Oil Bunkering/Transfer

Distribution System

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DIGITAL OPERATIONAL MANUALS

INNOVATIONS

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).

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Manoeuvrability studies with simulation tools

Compare alternative port layouts

Assessment of limit metemomarine condition

Manoeuvrability with/without tugs

Dynamic simulation of marine accidents

SAFETY IN LAST MILE


Simulation tools modularity

CONFIGURATIONS OF CONSOLES SYSTEM


Thank you for your attention

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