Feature 2 | LIFESAVING & SHIP SAFETY
performs a round trip from Patras to Venice, stopping at Corfu and Igoumenitsa on the way. One leg of the journey takes about 30 hours in total. Whilst passengers were given prior
notice to these trials before boarding the ship, they were unaware as to when exactly they would happen on the journey. In order to gather the data needed, three different data collection approaches were adopted by the SAFEGUARD team. Te first was to provide the passengers with a written questionnaire to be completed aſter the trial had taken place. Tis would help to collect their own thoughts on certain aspects of the evacuation including how long they took to get to the assembly point. Secondly,
to be able to analyse a
passenger’s response time, a number of cameras were installed onboard the ships. It is important to note that once an audible alarm is sounded, each passenger’s reaction will vary – some may start moving towards the assembly point straight away, whilst others may be asleep in their cabins. Tis behaviour during the early stage of an evacuation can have a major impact on how the evacuation progresses, therefore it is vital that this stage is properly understood and quantified. In order to acquire a robust set of
validation data for assembly times, SAFEGUARD introduced
a third
approach developed by the University of Greenwich and OSSC. Tis methodology utilises infra-red tags which were worn around the neck by each of the passengers. Infra-red beacons were placed in certain areas of the ship so that when a passenger passed a beacon, their tag would be detected and the data recorded. Tis meant that the passengers’ starting location, end location and the time they arrived at their end location (i.e. the assembly station) were recorded. Using this information it was possible to accurately identify the
exact length of time it took for passengers to finally get to the assembly points. Tis infra-red based tracking system
was particularly effective as it was able to accurately record the arrival time of large numbers of individuals as they entered the assembly stations. Furthermore, this system was considered more versatile as it required no external power supplies or cables, therefore transportation and set up was simple. Five full-scale trials (two on SS1, two on Olympia Palace and one on the Jewel
Safeguard partners
SAFEGUARD consists of nine project partners based in the UK, France, Canada, Norway and Greece and include:
• BMT Group Ltd – project management
• University of Greenwich, Fire Safety Engineering Group – academic lead/data analysis
• Bureau Veritas – development of enhanced certification scenarios
• Principia – software simulations • Safety @ Sea Ltd – creation of heel benchmark scenarios
• Marine Institute Offshore Safety and Survival Centre – data collection and analysis
• Color Line • Royal Caribbean International • Minoan Lines Shipping SA
Dr Philipp Lohrmann is a research scientist at BMT Group Ltd and the project manager for SAFEGUARD. Professor Ed Galea is director of the Fire Safety Engineering Group at the University of Greenwich and the technical leader of SAFEGUARD
of the Seas were performed with more than 4,300 passengers assembled. Over 100 Gigabytes of video data,
as well as
over 3,000 questionnaires were collected and evaluated by the SAFEGUARD consortium. It must be noted that response times were indeed collected for all five trials providing a robust set of validation data. However, due to a dysfunctional infra-red beacon in one of the SS1 trials, the collection of assembly time data was not possible in this particular trial. Furthermore, in each of the two Olympia Palace trials, more than 50% of the passengers were already inside the assembly stations and less than half the passengers onboard participated in the trials which meant that the resulting assembly time data sets were not suitable for use as validation data. Despite these challenges, SAFEGUARD has been able to produce two robust validation data sets - one from the second trial on SS1 and the other from the Jewel of the Seas. A comprehensive data analysis
performed by the University of Greenwich produced the following results from the trials. In total, response times from over 2,200 people were collected making it the largest response time data set ever collected on land or sea. In order to collect the response time for a passenger, one must observe the passenger’s behaviour following the alarm and record the time that has elapsed to the point when the passenger is deemed to have started purposeful movement to the assembly station. Utilising battery-powered video cameras which were mounted in strategic locations, as well as
the ship’s own
CCTV camera system, the team were able to analyse the resulting data and subsequently provide a Response Time Distribution (RTD) for each of the trials conducted. Interestingly, the RTD for each of the
trials that took place on SS1 are very similar, despite the fact that each of
SAFEGUARD Passenger Evacuation Seminar 30th November 2012, London
www.rina.org.uk/Passenger-Evacuation-seminar 46 The Naval Architect October 2012
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