London Branch - News

Developing the Polar Code - A Risk Based Approach

On Thursday 10th March 2011 Dr. Kim Crosbie, Environmental Operations Director of the International Association of Antarctica Tour Operators (IAATO), gave a presentation to the branch entitled ‘Developing the Polar Code - A Risk Based Approach’.

Dr. Crosbie began by pointing out that IMO is developing a legally binding Polar Code for 2012; IAATO is a major contributor through recent hazard identification and risk analysis studies. Giving some background to the code, Dr. Crosbie described the unique Antarctic environment, including seasonal variations giving huge changes in the ice level around the continent. She then went on to describe shipping in the area supporting due to research activities, fishing, bio-prospecting and also tourism. However, the fleet is not large and taking into account the harsh operating conditions this has led to a system of cooperation even between competitors, providing mutual planning, co-ordination and support. By reviewing past incidents, undertaking a detailed risk analysis and clearly identifying effective mitigation measures such as careful planning, preparation and good quality real-time weather and ice information, IAATO hopes that the lessons learned in the past two decades will assist in the development of a practical, effective Polar Code.

Comprehensive Review of the STCW Convention and Code

On Monday 7th February 2011 Captain Ashok Mahapatra, Head Of Maritime Training & Human Element Section of the International Maritime Organization, made a presentation entitled ‘Comprehensive Review of the STCW Convention and Code’, STCW being Standards of Training, Certification and Watchkeeping for Seafarers. The meeting was held aboard HQS Wellington moored on the Thames at Victoria Embankment, and hosted jointly with The Honourable Company of Master Mariners, The Institute of Marine Engineering Science and Technology, The Nautical Institute, and The Royal Institute of Navigation.

Captain Mahapatra introduced the work of IMO’s Sub-Committee on Standards of Training and Watchkeeping (STW) which completed a comprehensive review of the STCW convention and code in January 2010. Amendments to the STCW Convention and Code were adopted by a Conference of STCW parties in Manila, the Philippines in June 2010 and will enter into force on 1 January 2012.

He detailed a host of improvements upon the existing code. A major point is that certificates of competency and endorsements will only by an administration, thereby reducing the possibility of fraudulent practices associated with issue of certificates of competency. Another major point is that common medical standards for seafarers will also be introduced; hence seafarers from one country can serve on board ships of another country without undergoing another medical examination. Furthermore, hours of rest will be harmonised with the requirements of MLC 2006.

Other enhancements to the code include provision of training in modern technology such as ECDIS, polar operations, dynamic positioning systems and other modern and emerging engineering concepts, competency standards relating to specific tanker types, the separation of safety and security training requirements and training guidance on action to be taken when sailing in waters with known piracy.

Common Structural Rules and Their Impact on the Design of Bulk Carriers

On Monday 27th January 2011 Eur. Ing. Peter Contraros of PDC Maritime S.A. gave a presentation entitled ‘Common Structural Rules and their Impact on the Design of Bulk Carriers’.  Reflecting on a long career principally with the American Bureau of Shipping, Mr. Contraros is a member of RINA’s IMO committee  and has contributed, amongst other activities, to Bulk Carrier strength work incorporated in SOLAS Ch.XII. He began the presentation by comparing cross sections of ‘older’ and ‘modern’ bulk carriers and drew particular attention to the evolutionary changes in double bottom height as well as the number of bottom girders and the shape of the bilge hopper box girder tank. 

Going on to consider the consider the effect that double bottom height reduction has on the reliability of the bulk carrier structure in more detail, Mr. Contraros applied a Finite Element Analysis of varying Double Bottom heights to a typical current Panamax Bulk Carrier design and compared results with both pre- and post IACS CSR requirements. He argued that establishing the double bottom height should not be left only to direct  analysis (FEA); a minimum acceptable height with a minimum number of double bottom girders and floors should be established. 

A brief presentation of the latest CSR for bulk carriers “Proposed Rule Changes (PRC-2)” was made. Mr. Contraros argued against the use of vague terms such as ‘…should meet...’ and ’…in general...’ in place of harder guidelines.

Goal Based Damaged Stability

On Thursday 13th January 2011 Professor Apostolos Papanikolaou of the Ship Design Laboratory, National Technical Universtiy of Athens, Greece, made a presentation entitled ‘Goal Based Damaged Stability: A New Approach to Passenger Ship Damage Stability and Safety’. The presentation took place at Lloyd’s Register’s offices in London.

Professor Papanikolaou described the concept of probabilistic damaged stability regulations for dry cargo and passenger ships that has been introduced in SOLAS 2009, representing a major step forward in achieving an improved safety standard through the rationalization and harmonization of damaged stability requirements. 

He expressed concerns, however, regarding the adopted formulation for the calculation of the survival probability of passenger ships, particularly for ROPAX and large cruise vessels, eventually impacting the Attained and Required Subdivision Indices for passenger ships. Furthermore, present damaged stability regulations account only for collision damage, despite the fact that accident statistics indicate the profound importance of grounding accidents, particularly for passenger ships.

Professor Papanikolaou then described the work 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 formulating a rational regulatory framework, properly accounting for the for the damage stability properties of passenger ships.

Routes to Chartered Membership

On Thursday 16th December 2010 Mr. Trevor Blakeley, Chief Executive of the Royal Institution of Naval Architects, made a presentation entitled Routes to Chartered Membership. This was a designated London Branch ‘Young Members’ evening and was held at Lloyd’s Register in Fenchurch Street London.

Mr. Blakeley described how achieving an academic qualification and becoming an Associate Member of the Royal Institution of Naval Architects is only the first stage of a naval architect’s professional career. The achievement and maintenance of professional competence cannot be acquired solely by formal study, but necessitates life long professional development in several areas which were outlined.

Election as a Member (MRINA) and subsequent registration with the Engineering Council as a Chartered Engineer (CEng) represent a benchmark in the Naval Architect’s professional career. The presentation covered the standard and individual routes to Chartered membership, from education, through Initial Professional Development to the application and Professional Review. In this respect the presentation was also of interest to those Chartered members required to advise and mentor Associate Members.

Towards the Automated Visual Detection of Cracks and Corrosion in Vessel Hulls

On Monday 11th October 2010 Dr. Alberto Ortiz Rodriguez of University of Balearic Islands, Spain made a presentation on crack and corrosion detection. The presentation took place at the Lloyd's Register HQ offices in London.

The speaker described how Structural failures are a major cause of accidents in vessels, and can usually be prevented through timely maintenance. As such, vessels undergo annual inspections, with intensive Special and Docking Surveys every five years, which ensures that the hull structure and related piping are all in satisfactory condition and are fit for the intended use over the next five years.

The enormity of the inspection task, the fact that the survey is performed in an unsafe environment, the total cost of a single survey, and the loss of opportunity that takes place while the ship is inoperable, justifies the introduction of any level of automation that can lead to a reduction of the inspection time, a reduction of the costs involved and/or an increase in the safety of the operation. This is the main motivation for the EU FP7 project MINOAS.

Apart from other tasks related with the introduction of proper robotic technologies within the inspection procedures, MINOAS addresses the development of visual detection techniques for the typical defects affecting the hull of a vessel, namely cracks and corrosion.

The talk presented promising initial results in this regard. 

Operator Guidance and Quiescent Period Prediction

On Tuesday 29th June 2010 Paul Crossland of QinetiQ Ltd. made a presentation on Operator Guidance and Quiescent Period Prediction. The presentation took place at the Lloyd's Register HQ offices in London.

The speaker described research made in the military field in recent years. Firstly, he described how the operational capability of a ship in all roles will be reduced due to the effects of severe weather. Excessive motions and motion related phenomena in bad weather increase the length of time to undertake a particular task or indeed prevent the task from being undertaken at all.

Secondly, he outlined technology available at the bridge for providing guidance on reducing the effects of rough weather on operations. In particular attention was be focussed on the concept of 'quiescent periods' or lulls in the sea roughness, where operational improvements may potentially be made by exploiting these periods to undertake critical tasks. 

Goal Based Ship Construction Standards For Bulk Carriers and Oil Tankers

On Thursday 27 May 2010 Heike Deggim, of the IMO, presented on GBS for Bulk carriers and oil Tankers. The presentation took place at the Lloyd's Register HQ offices in London.

The presentation gave an overview of the international Goal-Based Ship construction standards adopted by IMO's Maritime Safety Committee at its 88th session. The Standards are expected to become mandatory under the SOLAS Convention on 1 January 2012.  Dr. Deggim explained 'The GBS package consists of four main elements: the Standards, the SOLAS amendments making them mandatory Guidelines for verification of conformity with the Standards and requirements for a Ship Construction File'.

With the adoption of the Standards IMO is setting, for the first time, mandatory requirements for hull construction. Moreover, and also for the first time, procedures are provided for demonstrating and verifying that the ship design and construction rules for bulk carriers and oil tankers of an Administration or its recognized organization conform to the Standards, including both the method and criteria to be applied during the verification process. The verification process itself consists of two main elements: self assessment of the rules by the Submitter and an audit of the rules, the self-assessment and the supporting documentation by IMO.

The Surveyor's Role in Casualty Management

On Thursday, 11 February 2010 Mr. Nigel James, Associate Director of London Offshore Consultants,  presented on the Surveyor's Role in Casualty Management at Lloyd's Register HQ offices in London.

The presentation covered the varying elements of technical support to owners, their P&I Clubs and legal representatives or even to the salvors themselves in the event of marine casualties.  Mr. James emphasised that LOC are frequently called upon to support both at the incident itself and in the legal aftermath. He discussed the roles of the various parties involved, the types of claims which can arise and examined a selection of different types of marine casualty.

The Battle of Jutland

On Thursday, 14 January 2010 Mr. Ian Murray Taylor, presented a paper on the Battle of Jutland, the greatest sea battle ever fought in modern times. 

The British sustained heavy losses with three battlecruisers and two armoured cruisers blowing up.  Only one German battlecruiser was sunk, so it appeared to be a clear victory for the Germans, but was it? Mr. Taylor explained in detail why the British ships were susceptible to magazine explosions.  He also explained why the German ships did not blow up when their ammunition caught fire.  The final proof of the stability of the German cordite when exposed to flash came during an incident in 1942 was also presented.

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