case study analysis about solas

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A comparative method for scaling SOLAS collision damage distributions based on ship crashworthiness – application to probabilistic damage stability analysis of a passenger ship

2021, Ships and Offshore Structures

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The paper complements an earlier publication by the authors addressing the probability of survival in the IMO framework for damage stability assessment, the s-factor. The focus here is on the probability of occurrence of a certain damage scenario (breach), conditional on its dimensions and location (centre and port or starboard side), the p-factor. Pertinent assumptions and limitations are explained, following its evolution for specific application to passenger ships. Attempts to provide analytical descriptions of the damage breach distributions as tetrahedra shapes positioned along the ship length whilst accounting for changes in ship geometry, structural arrangements, and subdivision for consumption by the wider profession has led to misconceptions and misunderstandings of what exactly the p-factor is in the context of probabilistic damage stability calculations. This is evidenced by the fact that the same original damage breach distributions, derived in Project HARDER, based on l...

Marine Structures

Progress in Marine Science and Technology

Mitigating flooding risk through passive and active measures is a key step in further increasing the safety of shipping, reducing loss of life and damage to the environment. This paper presents key findings from the EU Horizons 2020 project FLARE (FLooding Accident REsponse) that introduces a novel risk-based methodology beyond the state-of-the-art for “live” flooding risk assessment and control, with potential application to new and existing ships. The project develops a flooding accident model – based on statistics and first-principles tools – that aims to assess the frequencies of flooding events whilst accounting for pertinent environmental conditions and design parameters including ship crashworthiness. Cost-effective risk control options are under evaluation and possible recommendations and/or amendments to the regulatory framework will be submitted to the IMO.

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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 rationalization 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 and the associated required subdivision indices, particularly for RoPax and large cruise ships. The present paper outlines the objectives, the methodology of work and main results of the EU-funded FP7 project GOALDS (Goal Based Damage Stability, 2009-2012), which aims to address the above shortcomings by formulating a new rational, goal-based regulatory framework, properly accounting for the damage stability properties of passenger ships and the risk to people onboard.

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Understanding the Principles of Passage Planning

Shipping cargo from one port to another involves coordinated working of several operations of both land and ship staff. One of the most integral parts of a shipping operations is the cargo or voyage planning, which is mainly undertaken by a navigational officer of a ship .

A passage plan is a comprehensive, berth to berth guide, developed and used by a vessel’s bridge team to determine the most favourable route, to identify potential problems or hazards along the route, and to adopt Bridge Management Practices to ensure the vessel’s safe passage. SOLAS Chapter 5, Annexes 24 & 25 titled “Voyage Planning” and “Guidelines for voyage planning” respectively, give specific regulatory information with regard to the passage plan.

Passage planning includes a complete description of the ship’s passage which is prepared by an experienced deck officer of the ship. This is done to ensure that the ship sticks to the required routes for reaching the port of destination.

While making a passage plan, the officer must keep in mind that the ship must reach the destination safe by abiding to both local and international rules and regulations.

In this article, we will discuss the basic and essential stages of ship’s passage planning.

Ship Passage Planning – Essential Steps

A ship’s passage planning involves 4 major steps/stages. They are as follows:

1.  Appraisal

2. Planning

3. Execution

4. Monitoring

Each stage in the passage planning has its own importance and it is extremely important to carry out each one of them with utmost care and up-to-date seamanship to ensure a safe sail.

In the start, a rough estimate is made of the whole sailing process. Once the rough plan is ready, it is further tweaked and modified/refined considering various details obtained from charts, pilot book, weather routing etc. These processes are carried out throughout the appraisal and planning stages.

In the next two stages i.e., execution and monitoring, the plan is used as a guideline, and the sailing is executed taking into consideration various factors, both observed and predicted.

Each aspect of passage planning has been explained in detail below:

In this stage, the master of the ship discusses with the chief navigating officer (usually the Second Mate), as to how he intends to sail to the destination port. (In some cases it may be required for the master to plan the passage). This is the process of gathering all information relevant to the proposed passage, including ascertaining risks and assessing its critical areas. This involves information extracted from publications as well as those within the chart. The appraisal will include details from:

• Chart Catalogue
• Ocean Passages of The World
• Routeing Charts
• Admiralty Sailing Directions
• Admiralty List of Lights and Fog Signals
• Admiralty List of Radio Signals
• Tide Tables
• Tidal Stream Atlas
• Notices to Mariners
• Admiralty Distance Tables
• Ships Routeing
• Navigational Warnings
• Mariner’s Handbook
• Load Line Chart
• Draft of Ship
• Owners and other sources
• Personal Experience

Taking into consideration master’s guidelines, company’s guidelines, ship’s cargo, marine environment, and all other factors that may affect the ship, the navigating officer draws upon a general track, which the ship shall follow.

For the ease of planning, this plan is first laid out on a small scale chart, which is later transferred to larger scale charts, and then minor modifications are made as and when deemed necessary.

Having made a full appraisal using all information at hand pertaining to the passage, the OOW, under the authority of the Master is to prepare a detailed plan for the passage. In this stage, the intended courses of the ships are actually laid out on the charts of suitable scale and all additional information is marked. The plan is laid out from pier to pier, including the pilotage waters.

It is a good practice to mark dangerous areas such as nearby wrecks, shallow water, reefs, small islands, emergency anchorage positions, and any other information that might aid safe navigation.

In addition to the above-mentioned things, is it advisable to layout the rate of turn for waypoints and laying out of PI ranges for suitable objects, if any.

Reporting areas should also be clearly marked on the charts. Elements of the Planning phase include:

• No-Go areas
• Margins of safety
• Charted Tracks
• Course alterations and wheel over points
• Parallel Indexing
• Aborts and Contingencies
• Clearing line and bearings
• Leading lines
• Tides and current
• Change in engine status
• Minimum UKC
• Use of Echo Sounder
• Natural Transit

Aborts: When approaching constrained waters, the vessel might be in a position beyond which there is no possible action but to proceed. For example, the vessel enters an area so narrow that there is no room to return. It is for this purpose that a position is drawn on the chart showing the last point wherein the passage can be aborted.

Contingencies: The bridge team must always be aware that the events might not go as planned and that emergency action might be required. Contingency plans account for such situations, clearly shown on the chart so that the OOW can take swift action in such a jam. Contingency planning will include alternative routes, safe anchorages, waiting areas, emergency berths.

In this stage, the navigating officers execute the plan that has been prepared. After departure, the speed is adjusted based on the ETA and the expected weather and oceanographic conditions. The speed should be adjusted such that the ship is not either too early or late at its port of destination. The Master should find out how long his intended voyage is, accounting for water and fuel available. Also to be taken into account are any expected weather changes along the way. In case and ECDIS is being used, appropriate limits must be set with regard to the safety settings.

Monitoring is that aspect which takes into account checking of the position of the vessel, such that it remains within the safe distance from any danger areas. Parallel Indexing can be used to maintain safe distance alongside any hazards to navigation. A safe and successful voyage can only be achieved by close and continuous monitoring of the ship’s progress along the pre-planned tracks. Situations may arise wherein the navigating officer might feel it prudent to deviate from the plan. In such case, he shall inform the master and take any action that he may deem necessary for the safety of the ship and its crew. This stage is a very important stage wherein all the deck officers contribute their part to execute the plan. This calls for personal judgement, good seamanship and experience.

Disclaimer:  The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight.  Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

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About Author

Shilavadra Bhattacharjee is a shipbroker with a background in commercial operations after having sailed onboard as a Third Officer. His interests primarily lie in the energy sector, books and travelling.

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i just want to say, these books is really important and heplfull for seafarers around the world.

important of voyage planning

Great only for who are working in ship.

Can anyone help me to acheve my goal of being in merchant navy.

Please use our forums for career related queries – https://forums.marineinsight.com

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Emergency Position Indicating Radio Beacon (EPIRB)

Introduction

An Emergency Position Indicating Radio Beacon (EPIRB) is a specialized distress signaling device utilized on maritime vessels. When activated, the EPIRB initiates an alert within the global Search and Rescue (SAR) network, strategically devised to promptly deploy rescuers to the precise location of the distress signal. EPIRBs employ a digital 406 MHz distress signal, encompassing a distinctive 15-digit identifier, which is transmitted to the COSPAS-SARSAT Satellite System. The identifier may take the form of either a serial number or the Maritime Mobile Service Identity (MMSI) number, contingent upon the registration details of the vessel.

In the case of EPIRBs equipped with a serial number, Search and Rescue (SAR) forces proceed to access your beacon registration—a mandatory, yet cost-free process for all EPIRB owners. This registration not only discloses ownership details of the beacon but also furnishes additional emergency contact information. Conversely, for EPIRBs featuring a Maritime Mobile Service Identity (MMSI) number, incorporation of the EPIRB 15 Hex ID into the pertinent maritime database is requisite.

When initiating a distress signal, EPIRBs exhibit two distinct functional classes:

• Class I: this is the automatic activation that occurs when the EPIRB is submerged underwater
• Class II: this is the manual activation that occurs when the user operates the distress signal switch

SOLAS Requirement

According to SOLAS Chapter III, Regulation 7.1.5, each vessel is mandated to be equipped with an Emergency Position Indicating Radio Beacon (EPIRB) that adheres to the following specifications:

• installed in an easily accessible position;
• ready to be manually released and capable of being carried by one person into a survival craft;
• capable of floating free if the ship sinks and of being automatically activated when afloat; and capable of being activated manually; and

In the maritime context, two main types of Emergency Position Indicating Radio Beacons (EPIRBs) may be installed on vessels on or after February 1, 2009:

• 406 MHz satellite EPIRB: using COSPAS-SARSAT satellite
• VHF-EPIRB: The EPIRB should be capable of transmitting a VHF distress alert and of providing a locating signal by means of a 9 GHz radar transponder

Performance Standards

Regulation 14.1 of the International Convention for the Safely of Life at Sea (SOLAS), 1974, as amended, concerning radio-communications for the Global Maritime Distress and Safety System (GMDSS), which require, inter alia, that all radio equipment shall conform to appropriate performance standards not inferior to those adopted by the Organization.

The float-free EPIRBs operating on the frequency 406 MHz, which form part of the GMDSS:

• if installed on or after 1 July 2022, conform to performance standards and type-approval standards not inferior to those specified in the 471(101);
• if installed before 1 July 2022, conform to performance standards not inferior to resolution A.810(19), as amended by resolutions MSC.56(66) and MSC.120(74), and type-approval standards not inferior to those specified in resolution A.696(17);

For application of resolution MSC.471(101), the phrase “installed on or after 1 July 2022” shall be interpreted as follows:

• for ships for which the building contract is placed on or after 1 July 2022, or in the absence of the contract, constructed on or after 1 July 2022, "installed on or after 1 July 2022" means any installation on the ship; and
• for ships other than those ships prescribed in (a) above, "installed on or after 1 July 2022" means a contractual delivery date for the equipment or, in the absence of a contractual delivery date, the actual delivery of the equipment to the ship on or after 1 July 2022

This means that all vessels, regardless of their date of constructions, will be subject to the new performance standard if they install the new device from July 1, 2022.

A summary of the requirements of the above performance standards may be found here.

Main performance standards for equipment installed before 23rd Nov. 1996

• The EPIRB should be designed for easy detachment and transport to a survival craft.
• Automatic activation should occur upon floating freely within 4 meters underwater.
• The electrical components should be constructed to ensure watertight integrity at a depth of 10 meters for a minimum of 5 minutes.
• A 406 MHz EPIRB should incorporate indicators for emitted signals and a 121.5 MHz beacon primarily for aircraft homing.
• VHF-EPIRB should include indicators for emitted signals.
• The EPIRB should withstand without sustaining damage when dropped from a height of 20 meters.
• It should be capable of self-testing without reliance on the satellite system.
• The EPIRB should exhibit a highly visible yellow/orange color and be equipped with retro-reflective material.
• A satellite EPIRB should feature a low-duty-cycle light (0.75㏅) active during darkness to signify its position to nearby survivors and rescue units.
• The battery should possess sufficient capacity to power additional functionalities (e.g., SART and flashing light) for a minimum of 48 hours.
• Brief operating instructions and the expiry date for the primary batteries should be prominently marked.

Additional requirements for equipment installed on or after 23rd Nov. 1996 - Res.A.810(19)

• When the satellite EPIRB is manually operated a distress alert should be initiated only by means of a dedicated distress alert activator.
• Manual distress alert initiation should require at least two independent actions.
• The satellite EPIRB should not be automatically activated after being manually removed from the release mechanism.

Additional requirements for equipment installed on or after 1st July 2022 - Res.MSC.471(101)

• GNSS receiver for position fixes and an associated indication that GNSS signal reception is satisfactory or unsatisfactory
• Automatic Identification System (AIS) locating signal in accordance with the Recommendation ITU-R M.1371, Technical characteristics for an automatic identification system using time division multiple access in the VHF maritime mobile frequency band.

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Linking Ocean-Atmosphere Interactions with Climate and People

The global and multidisciplinary research project Surface Ocean - Lower Atmosphere Study (SOLAS) was established to provide international science coordination and capacity building.

Initiated with a first Open Science Conference in 2000 and formally launched in 2004, SOLAS research aims to understand the key biogeochemical-physical interactions and feedbacks between the ocean and atmosphere. Achievement of this goal is important to understand and quantify the role that ocean-atmosphere interactions play in the regulation of climate and global change.

Call for Applications!

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Solas Energy leads the way in helping companies and organizations achieve a sustainable, zero-carbon future. Specializing in renewable energy, energy storage, hydrogen, electric vehicles (EV), biomass, geothermal, grid modernization, and climate change solutions, we support utility and commercial scale projects throughout their project life cycle.

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