SPECIFIC TARGETED RESEARCH PROJECT / Decision Support System for Ships in Degraded Condition / Public Summary
Project contract number: TCT3-CT-2003-506354
DSS_DC
Decision Support System for Ships in Degraded Condition
Instrument type: STREP
Priority name: Sustainable Growth, Global Change and Ecosystems / Sustainable Surface Transport
Public summary 2008
Start date of project: 2004-01-01 / Date of preparation: 2008-02-15
Duration: 48 months
Project coordinator name: Ørnulf Rødseth
Project coordinator organisation name: MARINTEK / Revision: Final 1
Document summary information
Deliverable / TitleD1.4c4 / Project summary for publication
Classification / Public
Initials / Author / Organisation / Role
ojr / Ørnulf Jan Rødseth / MARINTEK / Editor
All partners / Contributors
Rev. / Who / Date / Comment
1.0 / ØJR / 2008-02-15 / Final version
Main responsible / Internal reference number
MARINTEK / 280117.00-D1.4c4
Responsible person / Signature and date
Author: Ørnulf Jan Rødseth
QA: Morten Kvarberg
Disclaimer
The content of the publication herein is the sole responsibility of the publishers and it does not necessarily represent the views expressed by the European Commission or its services.
While the information contained in the documents is believed to be accurate, the authors(s) or any other participant in the DSS-DC consortium make no warranty of any kind with regard to this material including, but not limited to the implied warranties of merchantability and fitness for a particular purpose.
Neither the DSS-DC Consortium nor any of its members, their officers, employees or agents shall be responsible or liable in negligence or otherwise howsoever in respect of any inaccuracy or omission herein.
Without derogating from the generality of the foregoing neither the DSS-DC Consortium nor any of its members, their officers, employees or agents shall be liable for any direct or indirect or consequential loss or damage caused by or arising from any information advice or inaccuracy or omission herein.
Although the content in this document is based on discussions with actual ship owners and operators, it represents only a general opinion on how ship accidents could or should be handled. It does not necessarily reflect actual procedures or operational principles employed by any involved participant.
Publishable executive summary
The overall objective of DSS_DC project is to minimise the risk of loss of lives, damage to the environment and loss of value caused by breakdown of critical ship systems. The focus of the project is to develop decision support systems for use when the ship is already in a degraded situation. These objectives have been broken down into a number of technical and scientific sub-objectives that are presented in the following sections.
The companies engaged in the project are the following:
End users- Carnival Plc (UK)
- TeeKay Norway (NO)
- Marintek (NO)
- BMT (UK)
- Martec (IT)
- Kongsberg Maritime (NO)
- Siemens (DE)
- Lodic (NO)
- NTNU (NO)
- TU Berlin (DE)
The duration of the project is 48 months from January 1st 2004 to December 31st 2007 and it has a total budget of about EUR 4.2 million.
More information on the individual modules can be got from:
What / E-mail / Name and companyGeneral details / / Ørnulf Jan Rødseth, MARINTEK
MFC, architecture / / Olivier Trubert - MARTEC S.p.a.
DMP / / Benjamin Hodgson, BMT
DIG, CHD / / Gisle Fiksdal, Lodic
DIG technical / / Jørgen Amdahl, NTNU
CHD technical / / Ole Hermundstad, MARINTEK
WRA, SSD / / Carl-Uwe Böttner, TU Berlin
TCM / / Ørnulf Jan Rødseth, MARINTEK
Model for interaction and cooperation on board and on shore during emergencies
This objective has been covered through the development of a number of emergency scenarios for a tanker and a cruise ship. The scenarios have been discussed with relevant crew and used as a basis for new system architecture for cooperative decision support as illustrated below:
The system uses a set of specialists’ decision support system (DSS) work stations that can be placed on board a vessel or on shore. A generalized multi-function console (MFC) is used to display “high level” results from the specialists’ work anywhere on the ship or on shore. An infrastructure based on Internet and web technology links these modules together and to the existing ship systems. This allows, for example specialists in structural strength on shore to assist in a situation where crew do not have the necessary competence and in a way that is directly useful to decision makers on board or on shore.
Alarm mapping and alarm prioritization
The project has also carried out a survey on a tanker and on a number of cruise ship to check how the types and number of alarms influence the work processes both in normal and emergency situations. Some results from this work have been published in [4].
Physical architecture and the multi-function console
The infrastructure and the MFC illustrated above will be implemented and demonstrated on board a tanker and a cruise ship and integrated with a number of DSS modules as described below. A typical way to implement a system using the DSS_DC concepts is illustrated below.
Multi-function console (MFC)
A central component of DSS_DC is the multi function console. This may be implemented as a stand alone emergency and safety management system on less complicated ships or as an integrated status and information display on more complex ships.
The MFC can also display simultaneously information in several locations on the ship as well as on shore. This also gives it the added benefit of aiding in coordination between the different actors during an emergency.
Degraded manoeuvring and propulsion - DMP
The degraded manoeuvring and propulsion system (DMP) is a decision support system for the master of a vessel that is restricted in its ability to manoeuvre either due to damage or environmental effects or both. The DMP will attempt to automatically diagnose the extent of any disability in the ship by comparing the control signals and the actual manoeuvres. Where this is not possible, the user will be able to manually set the levels of disability. In cases where the user is not entirely sure of the level of degradation, a measure of confidence in the value can be set and the DMP will take this into account. This ability will also provide the crew with the ability to simulate various scenarios which will allow them to determine the behaviour of the vessel in various degraded conditions, e.g. if the crew realise that there is a problem with an engine and they think that running the engine at half power might allow the engine to continue without having to be shut down, then what impact does that have on the manoeuvring capabilities of the vessel. The DMP can both supply a detailed simulation display for the specialist work station and also an MFC overview as illustrated below.
Hull damage and effects of weather and operation on hull strength
The Collision/Hull Damage (CHD) module will provide information on-board and on shore related to the ship’s strength in damaged or degraded condition:
- On-board: In the present condition, information regarding status of the present safety level with respect to stability and strength criteria. Assessment of change in speed and heading on the safety levels will be presented.
- On-board and on shore: Advanced options: Study re-ballasting scenarios and effect of change in weather conditions.
The CHD module will be closely integrated with a loading computer as well as the DSS for Intentional Grounding (DIG) module. It will also communicate with the Weather and Sea Routing module (WRA) to obtain weather information.
The ultimate resistance of the hull girder in bending or shear is visualised including the degradation in capacity due to the damage. This will include weather related stress and will show available load margin before hull damage increases. The module will also give a snap shot display of available margins as a function of heading and speed, e.g., as illustrated below. The module can also evaluate the effect ofactions to reduce hull load in certain situations, e.g., with respect to ballasting.
Intentional grounding (DIG)
This module will provide information onboard and ashore on the likely consequences if the vessel is grounded or stranded at a given site. The results of grounding simulations are:
- Likely damage to the ship bottom due to grounding
- Assessment of the likelihood of rupture of cargo tanks
- Amount of cargo spill in the case that rupture is predicted
- Hull girders stresses during grounding versus hull girder resistance accounting for grounding damage
The results of the stranded analysis are:
- Prediction of damage escalation if the ship remains in stranded condition.
- Hull girder stresses and damaged hull girder resistance
- Required tug forces to pull the ship off the ground
The intentional grounding module will be closely integrated with the loading computer as well as the DSS for Collision and Hull Damage (CHD) module. It will also communicate with the Weather and Sea Routing Advice module (WRA) to obtain weather information.
For already grounded vessels, the point of grounding will be determined by the loading computer, based on hydrostatic analyses comparing of the ship’s deadweight distribution as compared to the measured list / trim. This functionality is already implemented in the Lodic loading computer.
The intentional grounding module will calculate the probable indentation of the seafloor into the ship’s bottom in an iterative procedure with the hydrostatic calculations (list/trim) in the loading computer. (Indentation depends on grounding force and list/trim depends on grounding force.)
The structure of the module and its interfaces are essentially identical to that of the CHD module. However, instead of damage description DIG will use bottom topology as input.
Various displays will be available, including predicted future developments based on tidal variations and weather conditions. Typical parameters are draught, trim, list, displacement, ground reaction, damaged volume etc. This will be shown as indicated below.
Technical condition monitoring (TCM)
In general the purpose of the TCM methodology is to provide an intuitive presentation of the present technical condition of a system (plant, ship, ship-system, etc). The great amount of information obtained from condition monitoring and process information systems are compressed and used to obtain overall indicators of the technical condition. A measure named “Technical Condition Index” (TCI) is used. The TCI is calculated and presented using the TCM module. The TCM module will provide information to the operators of the vessel as described below:
The TCM module aggregates indexes and trends equipment technical condition for operators from the information monitored. In normal operation the module presents early warnings of equipment degradations.
The result can be presented either in tree form (left part of below figure) or as colour coding on a graphical picture (right part). The colour codes represent dangerous condition (red), degraded condition (yellow) and normal (green). This gives an “at a glance” overview of the technical condition of the systems.
In case of crisis where operators have available time to analyze the situation they can also look at trends of equipments technical condition indexes in the TCM module.
The TCM module will use the available information in the automation system and the integrated bridge system (IBS).
Weather and sea routing(WRA)
The weather and sea routing advice module (WRA) is a decision support system for the master of a vessel to either plan a cruise or to evaluate different remaining opportunities for the vessel in a degraded condition situation.
The WRA will attempt to simulate and predict the further development in a certain situation and at certain conditions for a chosen strategy. Additionally the system offers optimum routing capability, useful to either find a route advice for a ship in degraded condition, i.e. of lowest sea impact on the structure or of shortest passage time, or to assist in passage planning in day to day operation. To provide this service, the WRA uses two inputs: Weather and sea state forecasts from meteorological offices and ship’s behaviour characteristics from the DMP. Merging this information allows forecasting the ship behaviour along an optimum track for the next 72 hours. A longer time period (up to 168 hours) is feasible but regarded not useful for a tremendous decreasing reliability of the weather forecast beyond three days.
This ability also allows the crew to simulate various strategies of navigation in emergency case scenarios. The WRA gives a clear idea on the consequences of a strategy by displaying resulting track combined with characteristic values (ship’s movement (roll, pitch, speed, engine power) and weather conditions (sea, wind, temperature, rain, fog).
Ship-shore communication (SSC)
The main idea with this module is to reduce workload for the crew with communicative tasks in a degraded condition situation. A second aim is to have the communication as efficient and as clear as possible. In an emergency case communicative redundancy and confusion has to be avoided.
The module will offer four main functions to the user for communication:
- Messages: leave and receive a message, viewable by every involved party, stored in a buffer. This allows a later involved party to get quickly in touch with the state without interference.
- Draw and Hint: a set of plans of the vessel will be offered for choice, on each of them red crosses and spots can be placed, as a visualisation tool to assist oral communication.
- Sketch: freehand drawing.
- Fax and Email: here, next to the possibility to write a fax or send an email (possibly some typical emails could be prepared), a search function will be included, which assists in finding the communication details for any required service.
An example of how the “Draw and Hint” function could look is shown below. Three types of placeable pointers are offered for clear presentation and underlay of information. This part of the module is regarded to be useful when positions on the vessel need to be described, i.e. where personal or fire or any damage is located.
References
Web publishing
The following web pages are relevant to the project:
Information about grounding and related analysis.
Information about use of TCM in technical operations and management.
Published papers
The following is a list of public papers presented during the project.
[1] Intentional Grounding of Disabled Ships - On-board and Shore based Decision Support System 3rd International Conference on Collision and Grounding of Ships, Izu, Japan, October 25 - 27, 2004.
[2] Brannvarsling, krisehåndtering og integrerte kommunikasjonssystemer for skip (“Fire alarm systems, crisis management and integrated communication systems on ships” – Powerpoint series in Norwegian), SEF-Konferansen 2005, Color Fantasy in OsloNorway, March 10, 2005.
[3] Passenger ship safety and emergency management control, Lloyds register and Fairplay conference Cruise and Ferry 2005, London, May 2005.
[4] Alarm management on merchant ships, Proceedings of World Maritime Technology Conference/ICMES 06, London, QE II Conference Centre, London, March 6-10, 2006.
[5]Emergency Evacuation Decision Support, Maritime Evacuation and Rescue - Technologies, Practices and Regulations, May 22nd to 23rd 2006, Courthouse Hotel Kempinski, LondonUK. Rødseth Ø.J.
[6]A benchmark study on ductile failure criteria for shell elements in multiaxial stress state
by Kristjan Tabri, HUT Hagbart S. Alsos, NTNU, Joep Broekhuijsen, Schelde, , Sören Ehlers, HUT, MARSTRUCT meeting, Glasgow March 2007
[7]Simulating the collision response of ship side structures; a failure criteria benchmark study
Sören Ehlers, HUT, Joep Broekhuijsen, Schelde, Hagbart S. Alsos, NTNU, Florian Biehl, Hamburg U, Kristjan Tabri, HUT,To be submitte to Journal of International Shipbuilding Progress
[8] Numerical Analysis of a Stranded Ship
by Hagbart S. Alsos and Jørgen Amdahl, to be submitted to the Journal of Marine Research
[9]Instability and Fracture Modeling by Large Finite Elements
by Hagbart Alsos and Odd Sture Hopperstad, NTNU, to be submitted to Journal of Computers and Structures
[10] The Use of Technical Condition Indices in Ship Maintenance Planning and the Monitoring of the Ship’s Safety Condition, Rødseth Ø.J., Mo B., Steinebach C., International symposium on maritime safety, security and environmental protection, September 20-21, 2007, Athens, Greece
[11] Passenger ship safety and emergency management control, Rødseth, Ø.J., Lloyd's List Events: Escape, Evacuation and Rescue - Examining the changing requirements of maritime survivability, London October 15th and 16th.
[12] Integrated Emergency Management Ship-Shore coordination, Rødseth Ø.J., FarGIS Seminar, DNV Høvik, February 28. 2005.
[13] Fire and evacuation in passenger vessels, Chairman’s introduction for “Muster and evacuation day”, Rødseth Ø.J., Lloyd’s List events: Fire and evacuation in passenger vessels, London Excel, April 26th 2007.
[14] On the Resistance of Tanker Bottom Structures during Stranding
by Hagbart S. Alsos and Jørgen Amdahl, Journal of Marine Structures, Vol 20, (4), pp 218-237, 2007
[15]Prediction of rupture in collision and grounding of ships using the BWH failure criterion
By Hagbart S. Alsos Odd Sture Hopperstad,and Jørgen Amdahl
International Conference on Ship Collision and Grounding, ICCGS, Hamburg 2007
[16] Analytical and numerical analysis of sheet metal instability using a stress based criterion
by Hagbart S. Alsos , Odd S. Hopperstadb, Rikard Thornqvist and Jørgen Amdahl
accepted by International Journal of Solids and Structures (online version available)
[17] Static and Dynamic Analysis of a Tanker During Grounding
by H. S. Alsos & J. Amdahl
Practical Design of Ships and Offshore Structures, PRADS 2007, Houston.
[18] Resistance of Tanker Bottom during Steady State Sliding
By Hagbart Alsos and Jørgen Amdahl, submitted to Journal of Marine Structures