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    WISEM Safety Management
    WISEM Safety Management
    WISEM Safety Management
    Ebook83 pages1 hour

    WISEM Safety Management

    By Patapios Tranakas

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    About this ebook

    As an adjunct to relevant courses, valuable insight for students and professionals already working in the field is provided and students are equipped with a detailed analysis of important issues. The subject is 'brought to life' through analysis which highlight the working of issues within a given setting.

    LanguageEnglish
    PublisherPatapios Tranakas
    Release dateMar 27, 2014
    ISBN9786185122089
    Author

    Patapios Tranakas

    Tranakas Patapios, ed., Author, Writer, Scribe. Publications are available worldwide in a plethora of formats for the contentment of the reader.

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      Book preview

      WISEM Safety Management - Patapios Tranakas

      As an adjunct to relevant courses, valuable insight for students and professionals already working in the field is provided and students are equipped with a detailed analysis of important issues. The subject is 'brought to life' through analysis which highlight the working of issues within a given setting.

      Table of Contents

      Title Page

      WISEM Safety Management

      CHAPTER (1) / PROJECT PROPOSAL

      CHAPTER (2) / METHODOLOGY

      CHAPTER (3) / WISEM SAFE – OPERATIONAL DESIGN ASPECTS & LIMITATIONS

      CHAPTER (4) / WISEM VEHICLE & IMO

      CHAPTER (5) / INTERNATIONAL RULES – REGULATIONS & SHIP DESIGN ANALYSIS OF WISEM SAFETY FROM A CLASSIFICATIONS SOCIETY POINT OF VIEW

      CHAPTER (6) / AN INSIGHT INTO THE DRAFT NEW INTERNATIONAL CODE OF SAFETY FOR DYNAMICALLY SUPPORTED CRAFT [DSC] / THE PROBLEM OF WISEM CERTIFICATION

      WISEM Safety Management

      Patapios Tranakas

      Greece

      Copyright Notice: by Patapios Tranakas. All rights reserved.

      Copyright Year: 2014

      ISBN[1]: 9786185122089 (27.03.2014) Copyright Owner: Patapios Tranakas,

      Greece No part of this book may be reproduced, stored in a retrieval system, or

      transmitted by any means without the written permission of the author.

      The above information forms this copyright notice: © 2014 Patapios Tranakas

      ADDA:Advanced Design Analysis

      AMSA: Australian Maritime Safety Authority

      BHSR:British High Speed Regulations

      COLREG:Collision Regulations DE:Design and Equipment

      DNV:Det Norske Veritas

      DSC:Dynamically Supported Craft DSS:Decision Support

      System FMECA:Failure Mode Effect and Criticality Analysis

      FSA:Formal Safety Assessment ft:feet

      HSC:High Speed Craft

      IACS:International Association of Classification Societies

      ICAO:International Civil Aviation Organization

      IMPA:International Maritime Pilots Organization

      IMO:International Maritime Organization ISM:International

      Safety Management LCG:Low Center of Gravity LSR:Lloyds

      Register of Shipping MARPOL:Marine Pollution

      MES:Marine Escape Systems MSC:Maritime Safety Committee

      OPA:Oil Pollution Act

      PAR:Power Assistance Ram PEP:Project Execution Plan

      RINA:Royal Institute of Naval Architects SOLAS:Safety Of Life

      At Sea SRI:Ship Research Institute STCW:Standards of

      Training Certification and Watchkeeping

      VHF:Very High Frequency

      WA:Whale Away

      WIG:Wing In Ground

      WIGE:Wing In Ground Effect WISE:Wing In Surface Effect

      WISEM:Wing In Surface Effect Marine

      CHAPTER (1) / PROJECT PROPOSAL

      It all seemed a good idea at the time. LASH ships and nuclear powered cargo ships were among the more sensible ones, which had full size working versions that you could see and touch; but for a myriad of reasons, many not quite sensible, these ships disappeared.

      Not all marine ideas work; such as for example the prototype airship for containers. A huge balloon with a cargo net container spreader slung underneath was thought to have capability of discharging ships at anchor, thus eliminating the need for simple elementary port facilities such as wharves.

      The fast ferry lobby carved a niche not only in the traditional ferry market, but also created market where the combination advantages of time and money occurred.

      Nevertheless, the growth of the fast ferry market warned due to the saturation or over tonnage of some routes, the realization by operators that the R&M figures were grossly underestimated and the fact that there is no longer the certainty of making high levels of profit.

      Many fast ferry operators have withdrawn from rough water services and others have weather constraints; those who stayed are indeed separated from the players in the fast ferry scene.

      For ship owners to compete with the speed of a jumbo jet freighter and the commercial flexibility that the airline industry has mastered to endure efficient and cost effective door to door deliveries; takes much more than fast ships.

      It takes an industry with enough unity and focus to overcome traditional bottlenecks and blinker thinking. It requires shore operators and ship operators to think alike.

      Space planes may one day lift off the back of huge seaplanes that skim the ocean’s surface at a half the speed of sound, say space scientists in Russia and Japan.

      The developers believe that the technology could be highly competitive with traditional vertical take off systems such as the space shuttle. The plan is to mount a space plane on the back of 1500 ton, rocket propelled seaplane known in Russia as ‘Ekranoplan’.

      Flying just a few meters above the water, the Ekranoplan rides along on the cushion of air that forms under large flat objects near the surface, the ‘WIG’ effect. Powered by jet engines, the Ekranoplan reaches speed of over 600Km/h (Mach 0.5) at which point the space plane’s rockets fire and the two vehicles separate. The space plane continues to climb until it reaches its escape velocity of around 966 Km/h.

      The chief advantage of the system, says Alexander Nebylov, director of the international institute for advanced aerospace technology in St. Petersburg, is behind the high initial launch speed. With vertical take off, most of the fuel in the space shuttle’s boosters is spent lifting more fuel. However, with a horizontal launch, the seaplane gains low cost aerodynamic lift from the forward velocity of the Ekranoplan. The space plane has to carry slightly more fuel than it was taking off vertically, but the Ekranoplan will use less fuel than a rocket engine.

      Because the launch will effectively be a single stage affair, no massive external fuel tank or pair of solid boosters, as used on NASA’s space shuttle, is required. Furthermore; WISEM has high fuel efficiencies due to low drag.

      Nebylov, together with Nobuyuki Nomita of the Musashi institute of technology in Tokyo, planed to undertake initial sea trials with a scaled down Ekranoplan, weighting a mere 400t.

      It might that the industry, while these words are written is not

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