The International Maritime Organisation (IMO) has resolved to step up protection of new cargo and passenger vessels in the case of accident. Accordingly, all new vessels built from 1 January 2009 will be governed by new technical design regulations to ensure a higher level of stability in a damaged state. In the recently revised SOLAS regulations, the previous concept of risk assessment has been extended. On the basis of current average statistics, IMO saw itself obliged to devise a better method of assessing the residual stability of damaged vessels. This now applies not only to cargo vessels, but also to passenger vessels. The new regulations clearly stipulate that these vessels must have a double bottom that extends over their entire breadth. Vessel designs without a double bottom are only permitted if a comparable level of safety in the event of grounding is proven by means of additional calculations.
No exceptions apply to lubricating oil circulation tanks arranged under the main engine. With regard to their arrangement, it is important that a minimum distance of 500mm to the keel line of the vessel is always ensured. The specification in the new SOLAS 2009 regulations has been agreed in order to prevent lubricating oils from escaping or the engine from sucking up seawater in the event of a vessel striking the ground.
The latter inevitably results in the main engine failing. Without engine power, a vessel is rendered disabled in the case of average, thus leaving it abandoned to the wind and waves. If an accident happens near to the coast, total loss can quickly occur along with serious consequences for the marine environment.
The decisive factor in implementing the new stricter SOLAS regulations that come into effect on 1 January 2009 is the date of laying down the keel. All vessels lay down after this date must comply with these requirements. For cargo and passenger vessels now in planning, an extensive recalculation of the damage stability is now necessary. In addition, special "on-board" information for damage control is being called for, which will be documented in a damage-control plan for the crew. A new aspect in the IMO requirements is that this on-board documentation is also to be introduced for tankers.
The IMO committees have been working since 2005 on improving the technical protective measures with regard to damage stability. In particular on the recommendation of the flag states, the decision came about to ensure better protection.
The rules of SOLAS 2009 are being augmented with "Explanatory Notes"
containing technical explanations. IMO finalised the content in July; a formal decision on the "Explanatory Notes" will be taken at the meeting of the Maritime Safety Committee in November. The technical explanations of the new SOLAS regulations are available for inspection by design offices, shipyards, ship owners and the supplier industry on the Germanischer Lloyd website. The leaflet for damage stability calculations SOLAS 2009 is available at www.gl-group.com.
The International Convention for the Safety of Life at Sea (SOLAS) is a UN convention governing ship safety. The convention creates international minimum standards on merchant vessels and stipulates binding rules governing all conceivable preventive measures. SOLAS contains technical regulations that prescribe safety-enhancing structural measures and equipment for assuring damage stability and the general improvement of ship safety.
The stability of a ship corresponds to the residual safety in the case of average. Stability is not only calculated on the basis of the hull construction, but also applies to varying loads. The stability assessment is more difficult in complex vessel designs and variable service conditions.
No exceptions apply to lubricating oil circulation tanks arranged under the main engine. With regard to their arrangement, it is important that a minimum distance of 500mm to the keel line of the vessel is always ensured. The specification in the new SOLAS 2009 regulations has been agreed in order to prevent lubricating oils from escaping or the engine from sucking up seawater in the event of a vessel striking the ground.
The latter inevitably results in the main engine failing. Without engine power, a vessel is rendered disabled in the case of average, thus leaving it abandoned to the wind and waves. If an accident happens near to the coast, total loss can quickly occur along with serious consequences for the marine environment.
The decisive factor in implementing the new stricter SOLAS regulations that come into effect on 1 January 2009 is the date of laying down the keel. All vessels lay down after this date must comply with these requirements. For cargo and passenger vessels now in planning, an extensive recalculation of the damage stability is now necessary. In addition, special "on-board" information for damage control is being called for, which will be documented in a damage-control plan for the crew. A new aspect in the IMO requirements is that this on-board documentation is also to be introduced for tankers.
The IMO committees have been working since 2005 on improving the technical protective measures with regard to damage stability. In particular on the recommendation of the flag states, the decision came about to ensure better protection.
The rules of SOLAS 2009 are being augmented with "Explanatory Notes"
containing technical explanations. IMO finalised the content in July; a formal decision on the "Explanatory Notes" will be taken at the meeting of the Maritime Safety Committee in November. The technical explanations of the new SOLAS regulations are available for inspection by design offices, shipyards, ship owners and the supplier industry on the Germanischer Lloyd website. The leaflet for damage stability calculations SOLAS 2009 is available at www.gl-group.com.
The International Convention for the Safety of Life at Sea (SOLAS) is a UN convention governing ship safety. The convention creates international minimum standards on merchant vessels and stipulates binding rules governing all conceivable preventive measures. SOLAS contains technical regulations that prescribe safety-enhancing structural measures and equipment for assuring damage stability and the general improvement of ship safety.
The stability of a ship corresponds to the residual safety in the case of average. Stability is not only calculated on the basis of the hull construction, but also applies to varying loads. The stability assessment is more difficult in complex vessel designs and variable service conditions.