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Agency: Cordis | Branch: FP7 | Program: CP-FP | Phase: SST-2007-4.1-01;SST-2007-4.1-03 | Award Amount: 4.33M | Year: 2009

The size of new passenger ships is continuously increasing. Bigger size offers bigger opportunities and economics of scale, but when a bigger ship accommodates more passengers there may be a higher risk, if evacuation is needed. Thus, new approaches have to be used and further developed in order to have the flooding under control if the watertight integrity of the ship is lost. In the worst case, all flooding accidents may lead to the capsizing or sinking of the ship within a highly variable time frame. The need to ensure safe return to port or at least sufficient time for abandonment, will form major challenge in ship design. However, the assessment of the available time and the evacuation decision are not easy tasks. This process is complicated and there is a notable lack of data. Thus, guidelines and methods to tackle these problems must be developed. New tools are required in order to increase the designers and operators possibilities to reliably evaluate the ships capability to survive in flooding accidents. This project sets to derive most of the missing data for validation of time-domain numerical tools for assessment of ship survivability and to develop a standard for a comprehensive measure of damaged ship stability, as a means of addressing systematically, rationally and effectively the risk of flooding. Unlike any current regulations the envisaged standard will reflect the stochastic nature of the damaged ship stability in waves. It will be based on first-principles modeling and thus it will reflect the nature of foundering as a process comprising loss of either (or both), flotation and stability, but also and more importantly ultimate loss of human life. Since risk-based, the standard will form a basis for decision support. It is expected that by explicit disclosure of the risks associated with ship flooding and thus addressed from early design to operation, the safety level can be raised substantially from levels of current legislation.


News Article
Site: http://phys.org/biology-news/

Two whales washed up near the resort of Skegness on the English east coast on Saturday, said the Maritime and Coastguard Agency (MCA). They laid side by side on the beach. A third dead whale appeared on Sunday. They are thought to be from the same pod as a dead whale on Hunstanton beach, 25 kilometres (15 miles) across The Wash bay, which stranded and died on Friday. That young adult male was part of a group of six in The Wash. "It is unknown where the rest of the pod are at this stage," the MCA said Sunday. The whales are around 15 metres (48 feet) long. "We believe that the three whales at Skegness died at sea and then washed ashore," said coastguard Richard Johnson. "We are advising members of the public to stay away from the beach. "We have informed the Receiver of Wreck and we are expecting an officer from the Zoological Society of London to attend the scene and carry out tests on the whales." Doctor Peter Evans, director of the Seawatch Foundation, said the whales probably swam south looking for food but got disorientated. He believed they could have been part of a large pod, some of which beached in the Netherlands and Germany. The sperm whale is the largest of the toothed whales, and the largest toothed predator. It can measure up to 20 metres (67 feet) long and weigh over 50 tonnes. It is 10 years since a northern bottlenose whale swam up the Thames in central London, bringing thousands to the riverbanks to see the extremely rare sight. The whale died during a rescue attempt on January 21, 2006. Explore further: Six sperm whales die in rare mass beaching in Australia


Towl M.B.,Maritime and Coastguard Agency
RINA, Royal Institution of Naval Architects - International Conference on Design, Construction and Operation of Super and Mega Yachts, Papers | Year: 2011

The Maritime Labour Convention 2006 (MLC) aims to improve the living and working conditions for seafarers, employed, engaged or working in any capacity on all ships that are ordinarily engaged in commercial activities. The convention could have an impact on the future economic viability of large commercial yachts built after it comes into force due to the demands on internal space created by the convention. The Maritime and Coastguard Agency, because of its position as sponsor of the Large Commercial Yacht Code, has worked closely with representatives of the large commercial yacht industry to understand the impact that the MLC will have, and to develop new substantially equivalent standards that retain the economic viability of the industry while improving the living and working conditions of seafarers on large commercial yachts. The substantially equivalent standards significantly mitigate the impact of complying with the MLC in full. ©2011: The Royal Institution of Naval Architects. Source


Ralph D.W.,Maritime and Coastguard Agency
RINA, Royal Institution of Naval Architects - International Conference on Design and Construction of Super and Mega Yachts | Year: 2013

This paper asks a question in its title, or is it a statement? A sometimes uneasy relationship between statutory Regulation and yachts might well be expected. The paper traces the creation of what has become known as the MCA Large Commercial Yacht Code from the recognition of an essential need to a Code which has become a "de facto" international standard. The initial drive for a Code came from the industry, the invitation for industry-wide co-operation and consultation to under-pin the drafting process came from the flag administration. This unlikely partnership produced a Code which is increasingly being duplicated by other flag administrations. The paper explains how by working to an established model the MCA devised a Code of Practice for large commercial yachts, and how that work has continued over the last 16 years, to stay abreast of developments, clarifying some of the Code's original requirements and accommodating changing international convention requirements. © 2013: The Royal Institution of Naval Architects. Source


The project will define and undertake scientific methods for measurement of fatigue in various realistic seagoing scenarios using bridge, engine-room and cargo simulators; will assess the impact of fatigue on decision-making performance and will determine optimal settings for minimising those risks to both ship and seafarer. Three simulator-equipped institutes will collaborate in ensuring that enough runs of sufficient duration are undertaken to replicate ship-board conditions of operation, with real-life scenarios of voyage, workload and interruptions. Specialist input from a stress research institute, skilled in transport operations research, will set the requirements for fatigue measurement and determining performance degradation of watch-keepers. Results will be analysed and recommendations made for application by interested parties, including ship owners, maritime regulators and those setting requirements for manning and operation of ships. Output will be a Management Toolkit with software and guidance notes. Involvement of a classification society, seafarer officers union and six stakeholder partners provide expert objectivity of the project and its results, as well as widening routes for dissemination and exploitation. The project addresses concerns over the increasing losses (human, financial and environmental) of maritime accidents which frequently cite fatigue as a contributory cause and thereby resonates with the objectives and impacts of the work programme. This is a major issue at a time when the high demand for shipping capacity has led to shortages of well-qualified and experienced seafarers. The project surpasses past subjective fatigue studies, highlighting the problem, and will produce validated, statistically robust results for use in decision making, using the toolkit of results and findings. HORIZON thereby impacts on the FP7 aims of increased safety and security, reduced fatalities, with a methodology for reducing human error.

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