Based on the reference vessel, some SRtP system concepts could be updated. Further-more, the concepts require modularity as each ship is different with different require-ments and build. Yet, each system should fulfill requirerequire-ments set by the regulations. The analysis showed that propulsion-, fuel oil-, fire main-, sprinkler-, bilge- and flooding systems could be improved with new design concepts. These concepts could lower the costs and/or improve the usability of the system from operator’s point-of-view. Some
designs require the approval of Class, some the clearing up of future regulations. As the whole SRtP process evolves, the shipyard should try to stay one step ahead to be able to provide secure and cost-effective SRtP system designs.
7.4 Testing and support
Testing of SRtP related features is arranged well in Rauma shipyard. Most of the SRtP situations are managed with different cable and pipe routing which is proven without separate testing (during sale inspections). Each system and SRtP feature is tested during either quay or sea trial. However, testing should be improved by focusing more on why the feature is used instead of testing the feature itself. That is to say, the test should in-clude the actual testing of the action/feature but it should also prove that it enables wanted system/feature operability. This could include interconnected systems beyond SRtP scope.
Technical support is sufficiently provided during building phase and with warranty after delivery. However, support and training for systems and situations is not sufficient – both for the operators and for system designers. The system designers should be trained to fully understand the SRtP concept and the current interpretations. Main focus should be shifted from system oriented approach to system of systems based thinking.
For this, internal training is needed. Also, training for the operators should be provided:
First, by distributing the theoretical information through a contact person. Second, pro-viding system and scenario based training for the operators. This would secure the safe use of each system, as well as the personnel being part of the ship’s larger emergency capability. Also, this would add the shipyards knowhow on how personnel want and must use certain systems/features in different emergency scenarios.
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APPENDICES:
APPENDIX 1: Figure 1.1. IAS basic design diagram APPENDIX 2: Figure 2.2. SRtP process flowchart APPENDIX 3: Figure 3.2. Fuel oil system
APPENDIX 4: Figure 3.3. Fire main system
APPENDIX 5: Figure 3.4. Principle of sprinkler system
APPENDIX 6: Figure 3.5. Principle of gravity WC sea water flushing system APPENDIX 7: Figure 3.6. Electric power distribution network
APPENDIX 8: Figure 6.3. Pneumatic control for main engine room fire damper
I/O CAB 231I/O CAB 2411 I/O CAB 1411I/O CAB 141I/O CAB 142
I/O CAB
FACE CAB 2SYSTEM / INTER- SYSTEM / INTERFACE CAB 1
Figure 2.2. Assessment of passenger ship systems’ capabilities process flowchart [9].