1. BLOQUE III. TRAFICO CONTENEDORES. Seguridad Buques

COMISMAR
Seguridad de buques portacontenedores
9 de Junio de 2016
[email protected]
MSC NAPOLI
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MSC NAPOLI
► Enero de 2007, Canal de La Mancha
► 4419 TEU, 26 tripulantes
► Avería estructural en cámara de máquinas. Olas de 9 metros, v=11 kn
► Falsedad en la declaración de pesos de los contenedores: una
auditoría del peso de contenedores secos, que habían permanecido en
cubierta reveló que 137 de los 660 contenedores pesaban al menos 3
toneladas más de las declaradas.
► IMO y la ICS emitieron recomendaciones para verificar el peso de los
contenedores, cuya entrada en vigor es, respectivamente, enero de
2016 y julio de 2015
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Informe del Marine Accident Investigation Branch (MAIB) UK
► El buque carecía de suficiente resistencia al pandeo en cámara de
máquinas.
► Las reglas de clasificación aplicables en el momento de la construcción
no exigían cálculos de pandeo fuera del cuerpo central del buque.
► No había suficiente margen de seguridad entre los esfuerzos de diseño
del buque y su resistencia límite.
► Los esfuerzos en el casco fueron posiblemente aumentados por el
whipping effect.
► La velocidad del buque no se redujo suficientemente durante el
temporal
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MOL COMFORT (informe de Bahamas)
► En ruta Singapur-Jedda (Arabia Saudi), navegando a la altura de
Omán el 11 de junio de 2013
► 4382 contenedores (7041 TEU), tripulación 26 personas
► el barco sufrió el impacto de dos grandes olas en proa.
► Los oficiales en el puente observaron que el buque había adoptado una
posición de quebranto “inusual”
► Las condiciones de carga informadas a la compañía fueron 99% del
momento flector máximo y 94% del esfuerzo cortante máximo
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MOL COMFORT (informe de NKK)
► Necesidad de considerar el efecto de las incertidumbres en la
evaluación de cargas y esfuerzos:
Carga de rotura del acero (4%)
Efecto del esfuerzo residual de soldadura y deformaciones locales (5%)
Cargas laterales de mar
Estado de la mar
momento flector vertical en aguas tranquilas causada por desviaciones entre
el peso de los contenedores declarado y el real (10%)
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MOL CONFORT (informe de NKK)
► La diferencia de peso de los contenedores puede causar una desviación de
momento flector en aguas tranquilas del 10%. Puede haberse superado el
límite de resistencia local
► Dada la superposición de ambos esfuerzos, las planchas de fondo de los
portacontenedores trabajan siempre a compresión, tanto longitudinal como
transversalmente en el centro de la estructura del doble fondo. (el peso de los
contenedores es poco en relación a su volumen)
► La investigación de la rotura del buque en dos mitades estudió:
Razones que justifiquen un comportamiento diferente de otros buques
similares, que no tuvieron este problema
Cómo el pandeo de las planchas de fondo lleva al colapso del buque-viga
Relación entre el esfuerzo transversal de la estructura del doble fondo contra
las cargas laterales y la resistencia límite del buque-viga
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Main outcome
A. Improve Hull Girder Strength standards
► Expert Group
The Expert Group provided various recommendations covering:
• Hull structural design
• Construction
• Operation
• Survey
► IACS PT56 – Update of UR S11
URS 11A dedicated to hull girder strength of containerships
New formula for wave bending moment
New formula for wave shear force
Update of yielding and buckling related criteria (CSRH)
Net scanting considered and influence of whipping
► UR S 34: modelo de elementos finitos de buque completo
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BV investigation: Ultimate Strength of CMA CGM LOIRE
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Strong Focus on Safety
Rule Based Review, Direct Strength Analysis, Hydro-Elastic
Calculations
Hydro-elastic frequency domain simulation
Spectral fatigue analysis (springing)
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Fatigue Analysis
Fatigue life decrease due to springing effect:
9,000 TEU
16,000 TEU
- 15 %
- 70 %
- 35 %
- 85 %
- 20 %
- 60 %
- 30 %
- 65 %
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Construction
Solutions to Fatigue Issues
Limitaciones
Espesores máximos limitados por las siderurgias
85mm EH47
95mm EH40
Radios de acuerdo
Calidad del acabado de bordes
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Learning from experience
► Equipo eléctrico en zonas peligrosas no adecuadamente
certificado
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Enfocando en la seguridad
Container Securing & Lashing
Estiba de contenedores
► Factores limitantes
Geometría del buque
Visibilidad (Solas Ch.V Reg.22)
Fuerzas sobre los contenedores y trincado
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Fuerzas en contenedores
► Movimientos y aceleraciones del buque
Carga sobre cada contenedor
,
=
en dirección x
,
=
en dirección z
6 grados de libertad
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Problemas en contenedores
Racking
Compression
Tipping
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Contenedores en cubierta
► Lashing equipment
► Fuerzas en las trincas
Obtenidas por cálculo
Comparadas con la SWL declarada
por el fabricante
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Veristar Lashing software
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Peso de los contenedores
IMO SOLAS – Weighing of Containers
Amendment of SOLAS Ch.VI/Reg.2
Applicable to all ships carrying containers
onboard
In force after 01/07/2016
Origin: MSC Res.380(94)
Cargo information requirements amended to
include mandatory verification of the gross
mass of containers, either by weighing the
packed container or weighing all packages and
cargo items
MSC.1 Circ.1475
Guidelines regarding the verified gross
mass of a container carrying cargo
THE CONTAINER WILL NOT BE ALLOWED TO
BE LOADED ONBOARD IF ITS GROSS
WEIGHT HAS NOT BEEN VERIFIED
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ERS Watch
Anytime (24/24 – 7/7), persons available for the “oncall” team
2 hours capacity to intervene
“on-call” team changes every week
ERS staff specializes in:
Stability
Hull structure
Mooring (especially for offshore units)
BV “Ships in service” surveyors and support
involved
60.00%
Oil tanker
50.00%
40.00%
% 30.00%
20.00%
10.00%
0.00%
Gas carrier
Bulk carrier
Offshore unit
Container ship
Cargo ship
Passenger ship
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IMO SOLAS – Weighing of Containers
Methods for obtaining the verified gross mass of a container
Method No.1: Upon the conclusion of packing and sealing a container, the
shipper may weigh, or have arranged that a third party weighs, the packed
container
Method No.2: The shipper (or, by arrangement of the shipper, a third party), may
weigh all packages and cargo items, including the mass of pallets, dunnage and
other packing and securing material to be packed in the container, and add the
tare mass of the container to the sum of the single masses using a certified
method.
As required by SOLAS VI/2 and paragraph 5, the shipper should ensure that
the verified gross mass of the container is provided sufficiently in advance
of vessel loading. How such information is to be communicated between the
shipper and any third party should be agreed between the commercial parties
involved
Equipment: The scale, weighbridge, lifting equipment or other devices used to
verify the gross mass of the container, in accordance with either Method No.1 or
Method No.2 discussed above, should meet the applicable accuracy
standards and requirements of the State in which the equipment is being
used
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IMO SOLAS – Weighing of Containers
Contingencies for containers received without a verified gross
mass .
The shipper is responsible for obtaining and documenting the verified
gross mass of a packed container, situations may occur where a packed
container is delivered to a port terminal facility without the shipper having
provided the required verified gross mass of the container. Such a container
should not be loaded onto the ship until its verified gross mass has been
obtained.
In order to allow the continued efficient onward movement of such containers,
the master or his representative and the terminal representative may obtain
the verified gross mass of the packed container on behalf of the shipper. This
may be done by weighing the packed container in the terminal or elsewhere.
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IMO SOLAS – Weighing of Containers
Contingencies for containers received without a verified gross
mass .
Ultimately, and in conformance with the Code of Safe Practice for Cargo
Stowage and Securing, the ship's master should accept the cargo on
board his ship only if he is satisfied that it can be safely transported
SOLAS regulation VI/5 requires that a container not be packed to more than
the maximum gross mass indicated on the Safety Approval Plate under the
International Convention for Safe Containers (CSC), as amended. A
container with a gross mass exceeding its maximum permitted gross
mass may not be loaded onto a ship
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IMO SOLAS – Weighing of Containers –
Documentation (1/2)
Required documentation
The SOLAS regulations require the shipper to verify the gross mass of the
packed container using Method No.1 or Method No.2 and to communicate the
verified gross mass in a shipping document. This document can be part of
the shipping instructions to the shipping company or a separate communication
(e.g. a declaration including a weight certificate produced by a weigh station
utilizing calibrated and certified equipment on the route between the shipper's
origin and the port terminal). In either case, the document should clearly
highlight that the gross mass provided is the "verified gross mass“
Irrespective of its form, the document declaring the verified gross mass of
the packed container should be signed by a person duly authorized by the
shipper. The signature may be an electronic signature or may be replaced by
the name in capitals of the person authorized to sign it
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IMO SOLAS – Weighing of Containers –
Documentation (2/2)
Required documentation
Because the contract of carriage is between the shipper and the shipping
company, not between the shipper and the port terminal facility, the shipper
may meet its obligation under the SOLAS regulations by submitting the
verified gross mass to the shipping company. It is then the responsibility
of the shipping company to provide information regarding the verified
gross mass of the packed container to the terminal representative in
advance of ship loading. Similarly, the shipper may also submit the verified
gross mass to the port terminal facility representative upon delivery of the
container to the port facility in advance of loading
There is no SOLAS prescribed time deadline for the shipper's submission of
the verified gross mass other than such information is to be received in time to
be used by the master and the terminal representative in the ship stowage plan.
It is the responsibility of the shipping company with whom the shipper
enters into a contract of carriage to inform the shipper, following prior
discussions with the port terminal, of any specific time deadline for submitting
the information
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IMO SOLAS – Weighing of Containers – Intermodal
Container Movements & Transshipments
Transshipments
If a packed container is transported by road, rail or a vessel to which the
SOLAS regulations do not apply and delivered to a port terminal facility
without its verified gross mass, it may not be loaded onto a ship to which
the SOLAS regulations apply unless the master or his representative and the
terminal representative have obtained the verified gross mass of the container
on behalf of the shipper
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Ships in Service
Emergency Response Service