This page contains a Flash digital edition of a book.
By using closed fire doors in the service corridor above the bulkhead deck flooding prevention is improved when the water coloumn is less than 2.5m.


addressing provisions


to allow certain


watertight doors to remain open during navigation, indicating a potential dramatic impact on ship survivability that a single door leſt open can have. A seven weeks field test onboard a cruise ship where the focus was directed at keeping watertight doors closed had resulted in a 45% reduction in median vulnerability of the vessel. Te ship designers


concluded that watertight doors must be kept closed at sea, and that the design of the ships must allow them to be kept closed. A number of real ship accidents resulting in


sinking or grounding were analysed in detail, through questionaires and also interviews of Masters and SAR-personnel. Work was also done on the modelling of the rescue process, looking at safety risks related to mustering,


abandonment, and the rescue process with lifeboats and conventional raſts. Raſts with chutes were not part of this investigation. An interesting conclusion arrived at


through the simulations was that you cannot help determine the outcome of a flooding only based on the heel of the vessel, at any point aſter it has been damaged. Te capsizing can take place, even quite a long time aſter an accident,


The Naval Architect March 2012


21


In-depth


Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25  |  Page 26  |  Page 27  |  Page 28  |  Page 29  |  Page 30  |  Page 31  |  Page 32  |  Page 33  |  Page 34  |  Page 35  |  Page 36  |  Page 37  |  Page 38  |  Page 39  |  Page 40  |  Page 41  |  Page 42  |  Page 43  |  Page 44  |  Page 45  |  Page 46  |  Page 47  |  Page 48  |  Page 49  |  Page 50  |  Page 51  |  Page 52