Formal Safety Assessement For Minimization Of Consequences Of Shipping Influence On Environment
FORMAL SAFETY ASSESSEMENT FOR MINIMIZATION of CONSEQUENCES of SHIPPING INFLUENCE ON environment
G.V. Egorov
Marine engineering Bureau, Odessa, Ukraine
Increasing of immensity consequences of accidents and catastrophes observed in the past decade, in the opinion of the author, is subject to the qualitative new stage of informatization, ensuring quick information of publics with highly concrete details (internet, SNN and others).
It has become closely to live on the earth. More powerful technical facilities, whose mortality more dangerous, than earlier are used. Increasing of ecological organisations, their influence on policy and social life became significant. Human life in the developed society became cherish (in direct, and in figurative sense).
International Maritime Organization (IMO) inform that total losses from catastrophes on the sea form annually (disregarding life losses) 7.3 milliard dollars.
Moreover, Advisory Committee on Pollution of the Sea informs that 66% from 182 events of the oil and petroleum products spill in coast water of the Great Britain have occurred because of the human factor.
Guiding to the commercial shipping insurance society P&I Club in 1990 paid insurance in 750 thousand dollars at the average on each event of pollution that practically two times greater than average payments on other reasons.
For tankers - ships, carrying cargoes dangerous for pollution, average paimants has formed 1 mln. dollars (for the comparison, for dry cargo ships - 300 thousand dollars).
As an effect, appear a decisive understanding that human community must exclude disastrous techno- influence on the environment and minimize negative consequence of such influences with more low priority.
The task of increasing efficiency of systems and the whole project taking into account criterions of ecological safety and risk became in many ways define criterion and principles of modern designing, including shipping.
Development and improvement of international requirements and Rules of Classification societies to hulls of transport ships in a great measure is connected with the test of reasons and consequences of accidents.
For example, damage of the tanker "Torry Canyon" with large pollution of England coast in 1967 has caused to life US Federal Water Pollution Control Act in 1972 and international Convention (IC) MARPOL in 1973.
Up to the recent time this test based on the intuitive evaluation of probability and consequences of accidents, and qualification of the economically motivated risk, define implicitly in requirements of rules.
Under the Formal Safety Assessment (FSA) method understand a system integrated approach to ensuring safety on the sea, which comprises of itself protection human life, environment and equipment on the base of methods of risk assessment and technical-economical analysis.
FSA was recommended by IMO as a method of the reception of new safety rates on the sea for the reason of achievements the optimum balance different technical and operation factors, including human, findings "golden" mean between safety and expenses on its provision.
In the sea sphere FSA was for the first time used for the test of accidents with drilling platforms (1988, catastrophe of the platform Piper Alpha in the Northern sea).
Using FSA includes the following stages: data acceptance and identification of hazards; risk assessment; variants of risk control; evaluation of expenses and recommendations for the making decision [4].
Hazard - a potential danger, threatening human life, health, property or environment or possibility of objects, systems, situations or conditions lead to undesirable consequences.
Under the consequence understood the result of the hazard influences on the object under investigation. Under probability - number of events per unit time (for example, per year).
Risk is defined as product probability of hazards arising and degrees of the consequence of its influence on the object.
Hereinafter produced for the existing condition of the society evaluation of minimum practically possible level of the risk, which indicate as "ALARP". Specified area separates from each other the area of unallowable risk and negligible risk.
Accepted that probability of hazards, finding in the area of unallowable risk, must be reduced outside of dependencies from the level of expenses, which necessary for this.
At the determination of the risk in the money calculation, is produced cost evaluation of actions on the reduction of the risk level.
If determined variants of the risk control expenses on the realization which ever is lesser than value of the risk in the area "ALARP" in cost expression, such measures are download in standards of IMO and Classification societies, after that are binding for the fulfilment.
Such approach allows clearly to motivate acceptance of one or another rates of designing and operation of ships, at the term of sufficiency and validity of data on accidents and their consequences.
Recent epidemic of hull\’s split of bulk and oil-bulk carrier ships, as well as damages of tankers and passenger ferries promote all increasing using a theory of the risk and control of safety of ships making managerial system for safety and prevention pollution in the process of operation.
In 1994 IMO has taken code on control, safety and prevention pollution specially oriented on ensuring of the safe operation of ships and shipping companies taking into account the human factor.
In 1996 US Coast Guard released special Manual a decision making on the basis of the risk theory.
On the initiative of the Great Britain IMO in 1997. approbated FSA using in creation International requirements [4].
FSA directions in part of protections of environment from shipping are different.
Amongst them study of safe transportation radioactive cargoes by ships [6]. Studied also constructive protection of nuclear ships against the fall of aircraft, from the emergency external explosion in air, undersea sabotage explosion, explosive damages of cylinders in the engine room [1].
Motivated requirements to existing nuclear ships at the collision with the greatest ships in the world and etc.
Particular role occupies FSA of tankers [7]. On some data\’s, cost of the damage from pollution one tons of oil, can reach (under the significant spread) up to 40 thousand dollars.
So rapid growth of tanker\’s dimensions - from 28 thousand DWT in 1950 up to 565 thousand DWT as the ship "Seawise Giant" in 1979, held first by energy crisis, was completely stopped on ecological considerations.
design works for the ship 1 mln. DWT, had been stopped after the largest spread of oil when grounded MV "Exxon Valdez" because of the navigational error.
US Oil Pollution Act was accepted in 1990 which required presence of double hulls. As result metal consumption of the hull increase on 20% [5]. The next hull\’s split of ships "Nakhodka" and "Erika" with the significant damage for sea and coast of the Japan and France accordingly, have required further studies of problems of tanker\’s safety in FSA frames.
Preliminary results indicate of advisability increasing the requirements to the total strength of tankers with according increasing of metal consumption and cost of hulls.
Similar output for inland sail ships was received in work [2], where shown that standard of total strength for ships, carrying dangerous cargoes, it is recommended to increase in 1,9 times in comparison with ordinary ships.
In 1997 IMO has taken an updated resolution А.868(20) "Manual for control and supervision ballast operation on ships in purposes of minimising the spread of the bad water organisms and pathogens", which greatly complicates ballast passages of existing ships and which can require an essential changes in constructions that requires from shipowners greater investments.
necessity of such hard measures of supervision ballast water can illustrate on the example of the Black and Azov Seas.
In 1982 near the South coast of Crimea was for the first time met pecten mnemiopis - a raptorial pelagic jelly-body animal, endemic of waters Atlantic coasts of North America [3].
In 1987 it broadly spread in northwest part of Black Sea and bays of Caucasian coasts, after that in the open of part Black sea and in azov sea.
Its biomass reach values 1.5-4.6 kg/sq. m. At the 1.5 kg/sq. m pecten consumes 40% biomass and 80% product zooplankton, as well as maggots of fish, shellfishes, younger medusas.
As a result biomass of the medusa dropped from 400 mln. t (1982) to 60 mln. t (1989). At the beginning of 1990 catch of anchovy dropped from 190 to 70 thousand tons, and scads – from 69 to 3 thousand tons.
Thereby, using FSA allows validly correction existing and create new normative basis for building and operation of ships, directly considering economic effects of the influence of the shipping on the environment.
For the domestic merchant marine and ecology of Black and azov Seas represents particular interest to study problems of the transportation oils and petroleum products, other dangerous cargoes by ships for environment, as well as control of ballast waters within the FSA framework and risk theories.
References
1. agafonov А.v., Dulnev А.i., Khokhryakov v.V., Kalinin А.P. Influence hull structures on provision constructive protection of compartments of nuclear energy plant from high-intensity emergency dynamic loads // Transactions of the second international research conferences on shipbuilding - ISC\’98. Section C – St. Petersburg, 1998. - pp. 222- 229.
2. Egorov G.V. and others. Development of methods for calculation the total strength of the inland sail ships hulls. Interim report on the subject No РС-12/2000. Marine Engineering Bureau, Odessa, 2000. issue МИБ.787. 178p.
3. Fashchuk D.Y., Sapozhnikov V.V. anthropogenic load on the geosystem "sea - drainage-area" and its consequence for fishing economy (methods of the diagnosis and forecast for Black Sea - М.: publisher ВНИРО, 1999. - 124 p.
4. Interim Guidelines for the Application of Formal Safety Assessment (FSA) to the IMO Rule-Making Process. November 1997.
5. Magelssen W. Cost effective design and safety of Double Hull Tankers. What has DNV done to solve possible problems // IX Congress of the International Maritime Association of Mediterranean. Proceeding. - April 2000 Ischia (Italy). - Vol. II, Session G, pp. 15-22.
6. Matsuoka Takeshi, Obara Isonori, Akutsu Yukio, Aritomi Masanori. Safety during Sea Transport of Radioactive Materials - Probabilistic Safety Analysis of Package for Sea Surface Fire Accident // Proceedings of International Workshop on Utilisation of Nuclear Power in Oceans - N\’ocean 2000. - Toranomon Pastoral, Tokyo, JAPAN. - February 21-21, 2000 - pp. 223 -230.
7. Rauta D. An FSA model for tanker industry // Surveyor, ABS. - December 1999. - p. 16-17.
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