Ferry Safety & Stability

Transcription

1 Ferry Safety & Stability For those who want to sleep easy at night. Stuart Ballantyne IUMI Hong Kong 2014

2 HOW TO AVOID CAPSIZE? Avoid Large Superstructures

3 HOW TO AVOID CAPSIZE? SEWOL TRAGEDY larger than designed superstructure, helm hard over, cargo unsecured in vehicle deck If you think a well designed ship optimised for the route is expensive,.try an accident with a cheap conversion

4 WEIGHT TOO HIGH ON THE VESSEL

5 HOW TO AVOID CAPSIZE! - Ferries Buy a Catamaran or Trimaran (with very large GM) Even when the hull is damaged, they are difficult to sink

6 HOW TO AVOID CAPSIZE? Ensure the vessel has a large GM This generally can only be achieved in catamarans or trimarans With the increasing regulations of ECA s, scrubbers, damaged stability criteria, etc., it is very difficult for monohull ropax ferries to be viable Johan Roos, Europe Manager, Interferry, at 2013 Interferry conference Malta When these vessels are sold to 3rd world countries with high density seating and increased passenger numbers, will they meeting regulatory standards? No

7 HOW TO AVOID CAPSIZE DESIGN IT FOR THE OPERATIONAL AREA. 68m Ropax Catamaran Orkney Islands. High bow and tunnel clearance Good stability + Good Seakeeping

8 HOW TO AVOID CAPSIZE? AVOID OVERCROWDING YOU SHOULD ALWAYS HAVE A VESSEL THAT RUNS OUT OF DECK SPACE BEFORE IT RUNS OUT OF STABILITY, NOT THE OTHER WAY AROUND!

9 HOW TO AVOID CAPSIZE! Landing Craft Incorporate side buoyancy Modern Stern Landing Vessel (SLV) designs with a High GM and shipshape bow

10 But do Multihulls have Accidents? A Catamaran ferry crashed into a monohull ferry in Hong Kong in September 2012 during celebrations. The Monohull sank with 39 fatalities(higher than Costa Concordia) THE CATAMARAN STAYED AFLOAT WITH NO FATALITIES.

11 Do Multihulls have accidents? Same time as HK ferry Disaster. Bahamas Ferries catamaran, MV Sealink ran into reef August 2012 at 15 knots. No flooding into either main hulls and no damage to the bow stems. No one injured or killed IUMI SHOULD PROMOTE LOWER PREMIUMS FOR MULTIHULLFERRIES

12 HOW TO AVOID CAPSIZE! Choosing a correct vessel for an operation can be hindered by the costs to meet regulations. GRT and NRT is a dangerous and obsolete legacy due to modern designers removing forecastles and aftercastles, just to minimise tonnage and their related fees. THIS CONTINUES TO CAUSE LOSS OF LIVES WITH LARGE INSURANCE CLAIMS

13 Example - RABAUL QUEEN Capsized off the coast of PNG in fatalities Investigation blamed overloaded by 80 Pax (although most were children = 4Tonnes) Waves over bow in forecastle of 1.1m = 17tonnes Waterline length of 43m (Less than 500GRT) L WL too short for those Wave Lengths and encounter periods of 4-6 seconds and vessel would dive into next wave and have foredeck swamped in the predominant SE waves

14 THE NEED TO CHANGE REGULATIONS!! Vessels operating in trade wind areas need to be over 55m in waterline length to avoid diving into steep seas, like the Rabaul Queen did It is of utmost importance for IUMI to support the Removal of 500GRT as the convention vessel benchmark, and replace it with 60m L WL. Other benchmarks 999,1499 GRT have also caused loss of lives and vessels

15 THE NEED TO CHANGE REGULATIONS!! Other benchmarks 999,1499 GRT have also caused loss of lives and vessels. Dutch Naval Architect Ernst Vossnack highlighted a number of paragraph vessel losses with inexperienced designers removing the fo cstle and after castles to eliminate GRT and then achieve the benchmark tonnage The Bulker Derbyshire had no Foc stle (to reduce GRT) which certainly contributed to the collapse of No.1 hatch and the loss of the vessel with all lives IMO continues to ignore this Safety of Lives at Sea issue and continues its blinkered focus on environmental issues

16 THANK YOU Marine Design Consultants, & Project Managers SEA TRANSPORT SOLUTIONS P/L SEA TRANSPORT LOGISTICS P/L