•Research on the risk level for oil tankers ship.•Observing the relation between global risk statistics and the risk of a ship.•Conjunction of quantitative and qualitative risk assessment methods for ...specific risk estimation.•Comparison of different risks and their influence on seaborne activity.
Crude oil tankers are transporting between 50 and 60 percent of all crude oil in world production. These huge amounts of black gold represent a source of a global economic development at the same time as they represent a threat for the sea and coastal environment. The transport of goods with ships is a controlled system, systematically managed by ship companies and regulated by international maritime standards. The control of different risks could, therefore, be monitored and managed.
The paper presents the overall risk management state for the crude oil tanker fleet evidenced by EMSA, and other international marine organisations. Based on historical statistical data, related to fleet size, accident reports, amount of oil spilled on the sea and the economic value of the crude oil transport business, the risk acceptance criteria are evaluated. The Formal Safety Assessment is further used for a systematic assessment of risk where potential hazards are analysed with structured methods (HAZID and HAZOP) and represented in events trees. The paper studies three risks: PLL (potential loss of lives), PLC (potential loss of containment) and PLP (potential loss of property). A general approach is presented and discussed with a particular focus on the evolution of risk acceptance in recent decades and evaluations of risk F-N curves for different tanker sizes.
In recent years, the maritime trade of crude oil has suffered notable perturbations caused by the unbalanced relationship between supply and demand. The COVID-19 pandemic caused a drop in oil ...consumption in 2019, followed by a reduction in production in 2020. The seaborne transport of oil accounts for approximately 50–60% of all crude oil in world production. The crude oil market is a crucial regulator of the global economy and instabilities in this market have noticeable effects on collective risks. The immediate risks that the society see are the changes in the cost of living, which are followed by political uncertainties. Less visible are the risks that these uncertainties have on shipping companies and the level of management stability they have to maintain in order to keep seagoing safe. This paper presents an update on the overall state of risk management for the crude oil tanker fleet, evidenced by EMSA and other international marine organisations. The previous paper, entitled Safety Assessment of Crude Oil Tankers, which applied the methodology of the Formal Safety Assessment (FSA), was published in 2018 and covered the historical data related to the fleet size, accident reports, amount of oil spilled on sea and the economic value of the crude oil transport business. The particular focus of this paper is on the evolution of the risk acceptance criteria over the years and the difference in the predictions from 2018 to the present day. The effects of the pandemic on crude oil shipping are discussed through the changes in the risks. Three of them are analysed: PLL (potential loss of lives), PLC (potential loss of containment) and PLP (potential loss of property). The representation of the risk applies the F-N curves among the risk acceptance criteria lines observed for different tanker sizes. Among the three risks, the paper exposes the vulnerability of the loss of containment risk, where the strong economic impact of the oil trade outweighs the environmental concerns. In relation to the PLC, the paper proposes the approach of relating the oil spill acceptability with the spill quantity and ship revenue instead of to the cost of cleaning or the cost of environment recovery.
This paper takes a close look at the landscape of the Automatic Identification System (AIS) as a major source of information for maritime situational awareness (MSA) and identifies its ...vulnerabilities and challenges for safe navigation and shipping. As an important subset of cyber threats affecting many maritime systems, the AIS is subject to problems of tampering and reliability; indeed, the messages received may be inadvertently false, jammed, or intentionally spoofed. A systematic literature review was conducted for this article, complemented by a case study of a specific spoofing event near Elba in December 2019, which confirmed that the typical maritime AIS could be easily spoofed and generate erroneous position information. This intentional spoofing has affected navigation in international waters and passage through territorial waters. The maritime industry is neither immune to cyberattacks nor fully prepared for the risks associated with the use of modern digital systems. Maintaining seaworthiness in the face of the impact of digital technologies requires a robust cybersecurity framework.
•Research on the risk level for passenger and crew on cruise ship.•Observing the relation between global risk statistics and the risk in a local port.•Conjunction of quantitative and qualitative risk ...assessment methods for specific risk estimation.•Influence of cargo port activity on safety issue on a neighbour cruise terminal.
Cruise ships arriving in ports carry approximately 1000–3000 passengers and crewmembers. Such a concentration of people presents a high degree of risk in the event of a major disaster. To avoid the possibility of hazard events, the safety assessment is a mandatory document for every cruise ship. One of the methodologies for the systematic assessment of risk is a Formal Safety Assessment, a tool to determine and evaluate the risk of potential hazards. Deviations from predicted events could occur underway as well as at a port. Passenger terminals located in close proximity to other cargo terminals are additionally influenced by risks that are not manageable by the cruise ship safety management system. Possible accidents on cargo terminals, oil spills or fires could influence the safety of other ships and environment. A general approach is presented and discussed with particular focus on the specifics of the particular port, where the passenger terminal is close to other cargo terminals. The paper discusses the diverse aspects of safety analysis and methods for evaluation of individual and social risk.
This article is devoted to vehicle safety in the crosswinds. A static model to determine the critical wind speed for overturn-, sideslip- and rotation-type of accidents is considered. The basic ...equations were defined by assuming that the vehicle moves in a uniform straight line. Explicit formulas for the critical wind speed for all three possible wind-induced accidents are derived to provide the new critical wind speed formulas for rollover and rotation wind-induced accidents. Numerical examples are given and compared to field observations.
•A static model for the determination of critical wind speed for overturn, sideslip and rotation is considered.•Explicit formulas for critical wind speed for all three possible wind induced accidents are derived.•Numerical examples are given and compared to field observations.
In this article, we discuss the effects of touchdown on an inclined seabed of a mooring system consisting of one or two chains joined at the sinker that is subjected to horizontal tension or tension ...at the suspension point. We modeled the statics of the system using the classical non-extensional catenary theory. For a system without a sinker, we provide an analytical solution for the governing equations, whereas for a system with a sinker, we derive governing equations that can be solved only numerically. Analytical formulae for the calculation of the restoring coefficient of the system are also provided. Numerical examples and a real case of mooring buoy design illustrate the use of the proposed model.
The purpose of this study is to analyse data from the marine pilots' bio-sensor readings to determine how experience affects their biometrical response during the port approach. The experiences play ...a significant role in the participant's decision-making process and correlate with the repetitions. Through the repetitions of the experimental task, the participants gain experience, which correlates with the biometrical response, e.g., heart rate, electrodermal activity, etc. After exposing the two experience-distinct groups of participants to the same simulated port-approaching task, their collected biometric data is analysed and discussed. The results show that biometrical readings of the less experienced participants typically vary compared to that of the experienced participants, who take the simulated task more seriously. The study also yields insight into the workload process, involving disturbing factors during the task.
The environmental effects of ship propellers were not even close to fully examined before the current massive ships were introduced to sea trade. Larger ships, result in greater length, beam, draft ...and propulsion power. Of concern here is the under-keel clearance (UKC) and applied power, the most important parameters causing sea bottom sediment resuspension and, consequently, the transport and deposition of washed sediments. The problems are multifarious: shorelines could be contaminated with heavy metals, petroleum hydrocarbons and other organic chemicals, which are sometimes buried deep in the sediment bed. The effects of resuspension on marine life have been well documented by marine biologists. Further, a ship passing through a flow field may have a significant hydrodynamic effect on the shipping channel: waves generated by moving vessels can accelerate shoreline erosion; erosion around quay piles have a negative impact on sea flora. Waves can also affect other manoeuvring vessels or ships at berth. Available empirical models are applicable for a steady state condition, addressing velocity and, consequently, shears at the sea bottom for defined UKC and states of applied power. The idea here is to calculate material resuspension dynamically in the water column based on realistic manoeuvring conditions, which can be a matter of some complexity. During a manoeuvre, the pilot must bring the ship into or out of the harbour in the safest possible way, operating the telegraph, rudder, thrusters and possibly tugs, and also co-ordinating the work of the linesmen. The jet speed powering the vessel is not only a function of the speed of the propeller, but also of the present speed of the ship, which has an effect on the propeller’s constantly changing torque. Additionally, the bathymetry is constantly changing, and the streamlines hit not only the seabed, but also the bank and other structures of the harbour basin. The resuspended material remains in the column long after the ship has finished manoeuvring, moving slowly through the entire water column and being transported not only by the remaining streamlines of the ship but also by general currents. Realistic manoeuvring parameters can be obtained from real-time simulations with a real crew using state-of-the-art Full Mission Bridge Simulators (FMBS); eddies and the like contribute to the distribution and material resuspension and can be calculated by applying numerical modelling. In this paper, a container ship departure manoeuvre is simulated dynamically using Wartsila FMBS obtained data, which are postprocessed and coupled with the MIKE 3 FM hydrodynamic modelling application to which we add the precise port of Koper bathymetry to gain ship propeller spatial jet velocity distribution in specific time domains. Obtained jet velocity distribution is further coupled with the MIKE 3 MT particle tracking application to visualize total resuspended sediment transport patterns, etc. Container ships were selected to amplify the urgency of this phenomenon; they are the most intrusive in terms of resuspending and scouring the seabed given their powerful engines and larger propellers. Passenger ships could have been used, car carriers, or even tankers; but the fear among scientists is that the issue will not be taken seriously enough by certain stakeholders.
Accidents in port areas are generally relatively minor given the lower prevailing speeds, but dangerous cargo terminals located in the vicinity of populated areas present some risk of accidents with ...catastrophic consequences. The maritime risk assessment frameworks have been developed in many ports, but few include studies incorporating collisions between sailing and moored ships. This paper presents the risk assessment framework for such accidents. Moreover, it presents the important role of harbour regulations in the navigation risk management process within the port area. Today’s port regulations are created mostly based on the good practice of pilots and other experts, whereas quantitative methods are used less frequently. The intention of the presented case study was to demonstrate how quantitative risk assessment may be used in port policy development, which is why the method created is general and may be used in any terminal with dangerous cargo. The multi-stage method consists of several steps that make up a complex methodology, consisting of expert study, real-time simulation—a simulation of a collision in port is presented—and analytical-empirical calculations for consequence assessment. The case studies of the developed method are presented based on two real accidents, one in the Police port along the Świnoujście-Szczecin waterway, and the second in the Port of Koper in Slovenia. The results of this study present the parameters of the ship’s safe approach to the terminal area, such as velocity and approaching angle. These parameters are used to calculate the impact forces in the case of a collision between a moored and passing ship and its consequences on ship integrity as well as on mooring arrangement. Based on probability and consequences, the risk is evaluated and discussed in the sense of port safety. The presented method could be used as the framework for risk assessment of collisions in a port area, particularly when dealing with dangerous cargo or sensitive vessels such as cruise ships.
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