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The aim of this project is to design a 3D virtual and interactive team-training software platform to serve the seafarers safety training needs and to meet ECs recent safety requirements, set up for the various maritime industries. The prototype to be delivered will be a distributed, scalable, collaborative interactive simulation environment that will enable training of seafarers. The proposed system will avoid the simulation paradigm where the trainee selects one of a number of pre-set drill-oriented choices at a predictable decision point. Instead, using an interactive games paradigm, the trainees will be able to practice situation and cue assessment, problem diagnosis, decision making and action coordination, proactive response to a critical incident. The realistic 3D virtual replica would enable trainees to act, see, issue commands, cooperate and communicate as if they were physically onsite. The proposed training platform will increase the proper emergency preparedness of the ship crew and will create a highly increased level of safety consciousness. The system will provide maritime training centres with the opportunity to train more efficiently seafarers from the various maritime sectors, thus enabling various stakeholders, i.e. European Shipowners, to meet the strict legislative requirements adopted by EU in regards to maritime safety e.g. the ISM Code. Developing advanced skills and competences among seafarers in relation to emergency responses will enable them to prevent unsafe situations, and prepare for effective actions when incidents occur. This will not only minimize the possibility of business interruption and loss of property, thus reducing the economic loss, but will also have a massive impact on preserving the European marine environment by reducing the oil spills in the sea and most importantly decreasing significantly the chances of sustaining injuries and loss of human life.

Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2008.4.1.1. | Award Amount: 4.64M | Year: 2009

The new probabilistic damage stability regulations for dry cargo and passenger ships (SOLAS 2009), which entered into force on January 1, 2009, represent a major step forward in achieving an improved safety standard through the rationalization and harmonization of damage stability requirements. There are, however, serious concerns regarding the adopted formulation for the calculation of the survival probability of ROPAX and mega cruise vessels; thus ultimately of the Attained and Required Subdivision Indices for passenger ships. Furthermore, present damage stability regulations account only for collision damages, despite the fact that accidents statistics, particularly of passenger ships, indicate the profound importance of grounding accidents. The proposed research project addresses the above issues by: Improving and extending the formulation introduced by MSC 216 (82) for the assessment of the probability of survival of ROPAX and mega cruise ships in damaged condition, based on extensive use of numerical simulations. Performing comprehensive model testing to investigate the process of ship stability deterioration in damaged condition and to provide the required basis for the validation of the numerical simulation results. Elaborating damage statistics and probability functions for the damage location, length, breadth and penetration in case of a collision / grounding accident, based on a thorough review of available information regarding these accidents over the past 30-60 years worldwide. Formulating a new probabilistic damage stability concept for ROPAX and cruise ships, incorporating collision and grounding damages, along with an improved method for calculation of the survival probability. Establishing new risk-based damage stability requirements of ROPAX and cruise vessels based on a cost/benefit analysis to establish the highest level for the required subdivision index. Investigating the impact of the new formulation for the probabilistic damage stability evaluation of passenger ships on the design and operational characteristics of a typical set of ROPAX and cruise vessel designs (case studies). Preparing and submitting a summary of results and recommendations to IMO for consideration (end of project, year 2012).

Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2011.1.1-2. | Award Amount: 4.19M | Year: 2012

Traditionally, the environmental performance of ships in terms of air emissions has never been among the primary concerns of the maritime industry. However, this situation is bound to change considering that the greening of the transportation sector is imminent and unavoidable. This tendency is manifested with activities ranging from regularly published statistics regarding the air pollution of general industrial activity up to the Energy Efficiency Design and Operation Index that are currently being considered at IMO. The greening of shipping operations has to do with more than just the amount of NOx, SOx and CO2 gases emitted at any period of time: the fact that for every tonne of fuel burnt approximately three tonnes of CO2 are produced indicates that the environmental performance of ships is linked to their cost-effectiveness. As a result, consistent energy management onboard will become a priority for rule compliance, and robustness against unpredictable financial fluctuations. Acknowledging that newly build ships will comply with the environmental regulations from the outset and will be more advantageous in comparison to existing ones, REFRESH will address the aspects of retrofitting that are essential for improving the energy efficiency onboard. The central concept of REFRESH is the dynamic energy modelling, i.e. the simulation of the energy production, consumption and losses over time. This idea will be implemented in a decision support tool that will allow onboard and ashore personnel to monitor the performance of the ship and adopt appropriate practices as a function of its operational profile. The objectives of REFRESH are: Development of dynamic energy modelling routines; Optimisation of the energy efficiency and air emissions for retrofitting and operation; Development of a monitoring and management methodology for operation; and Development of a decision support tool for operation.

Agency: European Commission | Branch: FP7 | Program: CSA-CA | Phase: SST.2010.6-1. | Award Amount: 1.60M | Year: 2011

EuroVIP aims to co-ordinate European maritime SMEs, associations, larger companies, and research institutions to promote the application of research results and innovative technologies in SMEs, by service, technology and information (STI) transfer in terms of operational and technical collaboration support. It will provide a viable and sustainable means for the exploitation of outputs from past, present and future projects. Collaboration through the exchange of industrial and research innovations is a key factor in achieving the competitive benefits that globalisation can bring to maritime organisations. However, achieving successful awareness and effective collaboration remains a significant obstacle. There is a clear need for European SMEs to fully engage with each other and to adopt a more advanced approach with regard to the exploitation of innovations through the development of collaborations on a grander geographical scale. A concerted co-ordinated activity is needed to exploit innovations, making them widely available and supporting their use throughout Europe. Conventionally this would be achieved through knowledge exchange workshops to facilitate networking amongst interested organisations. EuroVIP takes a novel state-of-the-art approach to Virtual Integrated Partnering (VIP) and collaboration for the exchange of advances and innovations, coupled with workshops, demonstration road shows, and meetings to bring together research outputs and expertise for exploitation. The project will identify technologies with the highest potential impact and build partnerships for the exploitation of such. Best collaborative practice will be disseminated to facilitate SMEs in finding the right partnership, right innovations at the right time, and to configure and enable such partnership. Case studies will be carried out to show best practice and the potential of innovation transfer to the wider maritime SME community and enhanced dynamic collaborative partnerships will be established.

Agency: European Commission | 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.

Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST-2007-4.1-01 | Award Amount: 3.66M | Year: 2009

The collection of human performance data in full-scale ship trials is vital for the calibration and validation of ship based evacuation models. The IMO Fire Protection Sub-Committee in their modification of MSC circ 1033 at the FP51 meeting in February 2007 invited member governments to provide, further information on additional scenarios for evacuation analysis and full scale data to be used for validation and calibration purposes of the draft revised interim guideline. The purpose of SAFEGUARD is to address this requirement by providing (a) full-scale data for calibration and validation of ship based evacuation models and (b) propose and investigate additional benchmark scenarios to be used in certification analysis. The results of both of these tasks will be reported to IMO for possible incorporation into future modifications of the MSC Circ 1033.

Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2010.1.1-2.;TPT.2010-5. | Award Amount: 3.56M | Year: 2010

The TARGETS proposal has been initiated in response to the COOPERATION work programme of the European Commission, Theme 7, Transport and Aeronautics. In particular, it addresses area SST.2010.1.1-2 / Energy Efficient Ships, in that it seeks to provide substantial improvements to ship energy consumption during the operation of cargo vessels. The prime goal of TARGETS - Targeted Advanced Research for Global Efficiency of Transportation Shipping is a global analysis of the most important causes of energy consumption on board of cargo ships in a comprehensive and holistic approach. Having identified resistance and propulsion aspects as primary causes of energy consumption, work will be dedicated to the improvement of such characteristics. In addition, a global energy consumption simulation system will be developed to be applied during new vessel design as well as during operation. Assembling leading European fluid dynamics and energy specialists and major EU shipping operators covering a broad range of cargo transport operations, containers, bulk and tanker, the TARGETS project will contribute designs, tools and operational guidelines for an energy efficient operation of cargo ships, and hence make a significant contribution to the reduction of green house gas emissions.

Papanikolaou A.,National Technical University of Athens | Hamann R.,DNV GL | Lee B.S.,Safety at Sea Ltd | Mains C.,DNV GL | And 3 more authors.
Accident Analysis and Prevention | Year: 2013

The new probabilistic damaged stability regulations for dry cargo and passenger ships (SOLAS 2009), which entered into force on January 1, 2009, represent a major step forward in achieving an improved safety standard through the rationalisation and harmonization of damaged stability requirements. There are, however, serious concerns regarding the adopted formulation for the calculation of the survival probability of passenger ships, particularly for ROPAX and large cruise vessels. The present paper outlines the objectives, the methodology of work and main results of the EU-funded FP7 project GOALDS (Goal Based Damaged Stability, 2009-2012), which aims to address the above shortcomings by state-of-the-art scientific methods and by formulating a rational, goal-based regulatory framework, properly accounting for the damage stability properties of passenger ships and the risk of people onboard. © 2013 Elsevier Ltd.

Xue Y.,Harbin Engineering University | Clelland D.,University of Strathclyde | Lee B.S.,Safety at Sea Ltd | Han D.,Harbin Engineering University
Ocean Engineering | Year: 2011

Automatic simulation programs of ship navigation can be a powerful tool for operational planning and design studies of waterways. In such a simulation system the key tasks of autonomous route-finding and collision-avoidance are performed by the simulation program itself with no or minimum intervention of a human navigator. This is in many ways similar to automatic navigation systems in that they are designed to carry out autonomous navigation safely and efficiently without the need for human intervention or to offer advice to the navigator regarding the best course of action to take in certain situations. There are two key tasks of automatic ship navigation systems: route finding and collision avoidance. This paper presents an effective and practical method for finding safe passage for ships in possible collision situations, based on the potential field method. The general steps of implementing the potential field method applied to automatic ship navigation are described. The algorithm is fairly straightforward to implement, and is shown to be effective in automatic ship handling for ships involved in complex navigation situations. © 2011 Elsevier Ltd. All rights reserved.

Nicholls I.,Safety at Sea Ltd
RINA, Royal Institution of Naval Architects - International Conference on the Ice Class Ships 2012 | Year: 2012

Safety at Sea is supporting the development of a new Polar Code by the International Maritime Organisation (IMO) having completed a comprehensive risk assessment of vessels operating in polar waters. A key contribution to this assessment has been the trends established through the undertaking of a casualty data review of vessels operating in the Arctic and Antarctic. This paper utilises the trends established from this review and presents a perspective on factors relating to Life Saving Appliances (LSA) which influence the risks and outcomes of evacuation. Considering these trends and work completed in the development of the Polar Code this paper presents conclusions on risks and how best to implement the Polar Code to address these. © 2012: The Royal Institution of Naval Architects.

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