Title: Decision Support System for Ships in Degraded Condition
1Decision Support System for Ships in Degraded
Condition
- Objectives
- Improve quality and usefulness of on-board and
on-shore data - Decision support modules for the main
emergencies - Vessels
- Passenger vessels, Cargo vessels
- EU project 2004-2006
- 3 years, 280 manmths, 4.15 mEuro
- 10 partners
- 2 end users Carnival TeeKay
- 4 system suppliers Martec Kongsberg SIEMENS Lod
ic - 2 RD/consultants MARINTEK BMT
- 2 Universities NTNU TU Berlin
2Decision Support System for Ships in Degraded
Condition
- Decision support modules for the main
emergencies - Fire
- Loss of propulsion and manoeuvring
- Collision and Grounding
- Flooding / damaged stability
- Sealoads / Hull damage / Structural integrity
- Security
- Simulation/guidance modules for selected issues
- Automated ship-shore data transfer of key
performance indicators - Integration of weather and wave forecasts
- Remote monitoring, decision support and crisis
assistance - Consequence assessment of intentional grounding
rational basis for last-resort assessment - Not part of scope
- Improve quality and usefulness of on-board and
on-shore data - Ensure that the right information is presented to
the right levels of decision makers on board and
ashore, at the right time - Alarm inflation analysis
- Mapping of processes and decision makers
- On-board sensing and monitoring systems extended
with modules for Technical Condition Management
trends and early warning of system deterioration - Common HMIs and mimics ergonomic control
position
3Decision support for decision makers on board
and ashore
- How to operate the ship and onboard systems once
damage has occurred - How to manoeuvre in critical waters
- loss of propulsion
- damaged manoeuvring systems
- hull damage
- How to operate to limit sea loads
- Prevent hull damages from propagating to a
critical level - To determine the consequences for running the
ship aground - In other words to minimise the risk of further
damage
4Decision Support System for Ships in Degraded
Condition
- What are my options?
- When do I have to decide?
5Remote monitoring, decision support and crisis
assistance
- Provide on-shore crisis teams and vessel traffic
control centres with the same guidance modules
and vessel data as the crew. - automated ship-shore data transfer of guidance
modules and vessel data - numerical models and static vessel data
maintained and stored as part of the DSS system
both on board and ashore - information on vessel condition, manoeuvrability
read from on-board sensor systems - combined with available weather data
- Monitoring of vessel condition from on-shore
command centres - Closer integration of ship and shore based
resources - Effective assistance from on-shore crisis teams
- Improved basis for routing of ships in critical
areas
6Remote monitoring, decision support and crisis
assistance
7Manoeuvring in critical waters
8Consequence assessment of intentional grounding
- Last resort in a critical situation run the
ship aground - Develop simple procedures and tools to assess
the consequences of ship grounding
- Grounding simulation
- likely damage of the ship bottom due to
grounding - rupture of cargo tanks
- amount of cargo spill
- hull girders stresses versus ultimate hull
girder resistance
- Stranded analysis
- prediction of potential damage escalation
- weather forecasts
- hull girder loads and strength assessment
- tug forces to pull the ship off the ground
9Load calculator - LODIC
10Alarm analysis and context sensitive filtering
- Alarm mapping
- Provide the right information to the right levels
of decision makers on board and ashore.
11Integrate on-board sensing and monitoring systems
with Technical Condition Management
- Detect trends and damage at an early stage
- Provide early warning to the ship master and
on-shore organisations - Give input for planning and optimisation of
scheduled maintenance, - Provide required input for decision support
systems on board and on shore
12Integrate on-board sensing and monitoring systems
with Technical Condition Management
- Methodology and models for representing technical
condition and risk level for major ship
equipment - Technical condition as trend indicator for
documenting seaworthiness - Aggregation tool for visualisation of TCI and Risk
13Integrate on-board sensing and monitoring systems
with Technical Condition Management
14System architecture
15Intentional Grounding
16Module interrelationships
17Module interrelationships
- SHIP DESCRIPTION
- Data needed for indentation analysis and hull
girder section modulus and shear capacity
assessment. - For the bottom damage simulation key data
- Thickness of plating in outer and inner bottom
- Stiffener dimensions and spacing
- Longitudinal and transverse girders spacing
and dimensions - Transverse and longitudinal bulkheads position
- Longitudinal strength assessment
- Plate thickness of decks and bulkheads
- Longitudinal stiffeners dimension
- Dimensions of any longitudinal stringers and
girders
ENVIRONMENT Data related to environmental
conditions, i.e. tidal variations, wave height,
wind force and current direction. Updated
according to weather forecasts, for example
predicted evolution over say 3 days.
BOTTOM TOPOLOGY Data describing the geometry of
the sea floor. z z(x,y). The coordinate is
related to e.g. mean water level.
18Module interrelationships
HULL GIRDER LOAD VS CAPACITY The ultimate
resistance of the hull girder in bending or shear
is visualised including the degradation in
capacity due to damaged bottom panels. The still
water loads and added wave loads are plotted.
The predicted increase of wave loads due to
forecasted aggravating weather and any
degradation of the capacity due to progressive
development of damage should be indicated. The
still water load may also change due to change in
contact force, flooding or outflow from tanks
etc...
VERES Calculates the wave induced bending moment
and shear force on the hull girder. Input to this
calculation is hull form, deadweight distribution
( from SHIPSHAPE), wave height and periods tide
from ENVIRONMENT.
19Module interrelationships
Only for specialist support center
20WP 2 Accident scenarios
- 1. Tanker maneuvering hazard, channel
entrance (MARINTEK/Mo) - 2. Tanker damaged hull, north sea
(MARINTEK/Hellan) - 3. Ship grounding, sand bank (MARINTEK/Mo)
- 4. Intentional grounding tanker
(MARINTEK/Hellan) - 5. Tanker container collision, open sea
(BMT/Frederic) - 6. Cruise ship collision, heavy traffic
(MARINTEK/Mo) - 7. Cruise ship collision, heavy traffic
(Carnival/Strang) - 8. Cruise collision, Specialist support
service (NTNU/Amdahl) - 9. Tanker stranding, Specialist support
service (NTNU/Amdahl) - 10. Weather information (TUB/ Böttner)
- 11. Ship-shore communication (TUB/ Böttner)
- 12. Automation tasks (Kongsberg/Foss)
- 13. Cruise collision, fire, tanker propulsion
loss (MARTEC/Trubert)
21Amalgamated scenarios
- Three (four) amalgamated scenarios
- A1 Cruise ship collision, alternative outcomes
- A2 Tanker collision, abandon ship
- A3 Cruise ship stranding after blackout, safe
pull off and to port - A4 Tanker hull damage in heavy sea, with
intentional stranding - A1 and A2 are most detailed
- Used to test the concept of DSS-DC on the ship
crew and managers - Specification of how emergencies are handled and
actors cooperate - A3 and A4 define other settings and incidents
- Must be used in conjunction with A1 and A2
- Not complete Gives guidance on setting.
- Basis for module functional specification.
22All scenarios
- Ship handling
- Initial handling, damage control
- Contact SAR and shore office, possibly specialist
service - Continuously handling the situation
- Ship office handling
- Reduce work for crew, assist and plan
- Liaison with SAR, rescue and salvage services,
insurance, class, next of kin etc. - Alternative plans, alternative actions
- Specialist services
- Hull strength, stability, manoeuvring
- SAR
- Coordination of other ships and rescue operation
23A1 Cruise collision
- Story initiated
- Assess situation, initial handling
- Alternative outcomes
- Abandon ship
- Ship can sail to safe haven
- Vessel afloat, awaiting SAR
24A2 Tanker collision
- Story initiated
- Assess situation
- Escalating situation
- Damage control
- Try to reach port
- Increasing damage, abandon ship
25Lessons learned - 1
- Emergency operation on tanker Very few people
- Master on bridge overall command
- One officer to assist (records, communication)
- First officer as On scene commander
- Chief engineer in engine control room
- Two or tree damage control/fire teams
- Total of some 20 people onboard
26Lessons learned - 2
- Minimize detailed planning or operation onboard
- Need to get fast and accurate advice
- Advice and displays simple and to the point
- Minimize detailed planning onboard
- May be done by specialist centre
- No time for lots of manual input or very detailed
displays - Simple operation and fast response
- Mostly applicable to tanker, but in general terms
also cruise
27Lessons learned - 3
- Continuous communication with shore office
- Send information to shore via DSS and phone
- Signal on shore that new data is available
- Acknowledge onboard that data has been read
- Receive advice from shore
- Signal and acknowledge as above
- Show planning in progress (many alternatives)
- Chat function?
- Must be simple to use
- As a common whiteboard?
28Lessons learned - 4
- Many alternatives are explored by shore office
- Start many parallel actions
- In case one fails or one develops as a better
alternative - Explore different developments
- Hidden damages?
- Escalating damage?
- Important to know timeframe for decision
- When at the latest /earliest can we decide
- Keep many opportunities open, only decide when
you must!
29Lessons learned - 5
- When to decide?
- Sometimes things move slowly (Prestige)
- Sometimes things move fast (Estonia)
- Ship is its own best lifeboat
- Delay abandon ship as much as possible
- Evacuation takes time
- Start early enough
30Lessons learned - 6
- Communication bandwidth
- DSS-DC part of the safety system?
- Continuous availability is needed, also
ship-shore - Cruise normally has good capacity
- But may not be available in an emergency
- Must not block telephone
- Avoid transfer of large configuration data if
possible - Inmarsat B
- Typically also used for GMDSS
- May be used as safety system
- Although not necessarily always available
- 9600 bits/sec.
31- EU Research and Technology Development
Directorate - Integrated Projects (IP) allocated by
industrial sector - European ship owners and operators Safe
Maritime Operations - Indicative EC contribution 10 mEuro
32- CONDUCTION / NAVIGATION
- Bridge instruments
- Navigation aids
- Intelligent monitoring and guidance systems
- Electronic charts
- Engine automation / monitoring reliability level
for apparatus/machinery plants - Expert systems
- Interfaces optimisation
- Ergonomy of working spaces
- COMMUNICATION
- Highly reliable data transfer tools between
on-board and a shore - On-line video communication
- Low cost satellite communication
- MAINTENANCE
- Maintenance oriented design of plants / apparatus
/ machinery. - R.C.M.(Reliable Centred Maintenance)
- Automated on-condition maintenance
- Advanced tools for maintenance/diagnosis
- On-line link between ship/ office and world wide
internet for supply chain and spares management
- CARGO HANDLING
- Cargo control and monitoring
- Tools for automated cargo tracking and
recognition - Plants/solution/facilities for handling
refrigerated car - DECISION SUPPORT TOOLS
- For the management of the emergencies on board
(fire-smoke-pollution-collision-etc.) - Automated collision prevention tools
- HUMAN FACTORS
- Safety culture
- Working conditions / HSE
- Analysis of working processes
- Adaptation of working processes to new
technologies - ENVIRONMENTAL ISSUES
- Environmental protection culture
- Emergency Preparedness
- Salvage / Emergency lightering
- MANAGEMENT/ INTEGRATION, ORGANIZATIONAL ISSUES
- Technology for on-shore support of on-board
operations - Remote monitoring and remote control of on board
functions
33Reduce risk to life, environment and property
Enhance capacity and reliability for freight and
passengers
Contribute to operational efficiency and
competitiveness
Have owners firmly in the driver seat
34(No Transcript)
35- The vision of FLAGSHIP is to create the mechanism
by which the expertise of all the required actors
can be brought together in real time,
independently of their location, and given the
required information (in the right format, at the
right time and incorporating the highest level of
knowledge) to solve all the problems which
confront a ship operator that includes problems
relating to the ship itself and its equipment
(e.g. hull monitoring, equipment diagnostics,
maintenance planning), its day-to-day operation
(e.g. navigation, cargo, rule compliance) as well
as emergencies (collision, fire, etc.).
36Partnership Structure
37- Users
- Passenger / cruise
- Tanker / general cargo
- Container
- Short sea
- Authorities (environmental issues)
- Deliverables
- Functional systems on board and ashore
- Improved infrastructures
- Input to regulatory frameworks
Developments
University-programmes and basic research
Industrial RD
Technology demonstration
Implementation Commercialisation