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Fatigue is addressed by all recognised standards and codes which call for adequate safety against fatigue failure. Fatigue assessment methods based on SN curves typically use a fatigue safety factor of 10 times the service life. An optimal choice of fatigue safety factor is governed by the uncertainty in the stress response and this is dependent on the structural application damage contribution type and the prevailing environmental condition among others. Rather than assuming that the implicit uncertainty in the fatigue estimate can be handled solely from a characteristic SN-curve and a single fatigue factor the basic principle should be to select a rational safety factor from variability in fatigue estimate from prevailing uncertainty sources and bias related to the applied analyses model. By carrying out a set of dedicated analyses for the prevailing uncertain input parameters the resulting uncertainty in the fatigue damage (or equivalent fatigue life) can be estimated. An a-priori reliability-based fatigue safety factor calibrated corresponding to recognised safety levels can then be selected. The risk-based riser fatigue criterion was proposed by DNV in the DOT 2002 paper and now has been further refined verified and benchmarked. A fatigue analysis procedure and design criteria for deepwater risers is recommended which shall eventually result in a 'Design Guideline for Riser Fatigue'. The study on riser fatigue safety factors was carried out by DNV as part of the NDP (Norwegian Deepwater Program87598 A risk-based framework on ship design for safety

Between 1988 and 1997 Shell UK Exploration and Production estimates it has spent £778M on safety cases and the remedial work directly or indirectly identified by them. As a result Shell considers its installations to be intrinsically safer and believes that it now has a far better understanding of potential hazards. The role of the safety case as a technology driver a catalyst for an analytical approach to life cycle operations and as a driver for workforce competency is discussed. The development of an Electronic Document Management System (EDMS) to manage the paper mountain created by 28 offshore safety cases is also highlighted.

The management and control of a fire incident on board a large cruise vessel involves the analysis of data from various life safety subsystems. To enable the operator of these systems to assimilate information quickly and to improve decision making under pressure the concept of life safety management (LSM) was evolved. Some of the safety systems which may need to be interfaced are: fire detection systems fire doors sprinkler monitoring and control closed circuit television systems (CCTV) low location lighting ventilation and air conditioning systems (HVAC) and fire damper systems. Interconnections and networks are discussed. Considerations include the functionality of each control panel node the topology and fault tolerance capacity speed of communication communication technique and monitoring of communication. Information acquisition and presentation is also discussed: eg the use of colour and sound. Some of the facilities that can be provided by LSM systems include: peer to peer interfacing multitasking environments distributed control and monitoring no central computer

Conf held 16-17 November 1992 in London. Papers are - The safety case regime - theory and reality Practical problems faced by a small North Sea operating company in preparing and justifying safety cases Legal aspects of offshore safety Temporary safe refuge - fact or fiction Choosing an appropriate level of QRA for a concept safety case Using the IADC safety case template The safety case as an initiating event for culture change Facility safety evaluations in the Danish sector of the North Sea Selecting training and assessing offshore installation managers Experiences from risk management and risk analysis of the Brage Field Development Project Consultation and workforce involvement Worker representation in the Morecambe Field Human factors - some problems and some solutions

Conf held in London May 23 - 27 1977 Papers are Legislating for safety Analysis of world merchant ship losses 1967 - 1975 Structural design - safety and reliability considerations behind the classification society requirements IMCOs activities with particular reference to the impact on ship design Why unsafety at sea Safety art at sea - a problem of risk management New outlooks for guardians of safety - explicit versus implicit risk analysis on classification/ certification Automation and ship safety Stability of ships safety from capsizing and remarks on sub division and freeboard The prevention of cargo fires and explosions in oil tankers Lifeboats survival craft and launching methods Human factors in shiphandling Collision avoidance by manoeuvre The influence of navigational aids on traffic behaviour in converging areas in the entrance/exit of the English Channel Training for safety at sea On ship manoeuvrability and collision avoidance

A brief review of the current status of marine and offshore safety regulations in the UK is outlined. Several issues pertaining to the problems encountered in applying the existing reliability and safety analysis methods in quantitative safety appraisal studies especially in the early concept design stage of marine and offshore engineering products are discussed. In this paper four novel risk assessment and decision support frameworks are presented. These include a design trade-off approach using the Taguchi method a safety-based decision support system based on artificial neural network techniques a fuzzy-logic-based sythesis incorporating the Dempster-Shafer approach for multiple attribute decision making and an integration of approximate reasoning approach and evidential reasoning method for design evaluation. Four illustrative examples are used to demonstrate the novel tools together with the discussion on the conditions under which each approach may be applied effectively. Finally recommendations on further development in subjective safety modelling decision making techniques and their integration into a safety management sytem are suggested.

The subject is concerned with safety management of High Speed Craft (HSC) and how the safety can be assessed in place of the traditional prescriptive regulatory approach. The paper begins by highlighting the background to the development of high speed craft and the goal of the HSC operator. Importance of safety to HSC is then outlined following a brief discussion on the methods of treating the safety of HSC. A new methodology called the Generic Management System (GMS) approach is given and its application illustrated by examining the safety of an HSC. The main conclusion shows that it is essential to adopt an alternative to the prescriptive regulatory approach to assess safety and the Generic Management System approach has proved to be a powerful and flexible method for assessing safety of novel craft.

This formal safety assessment (FSA) framework is a proposal for renewal of Marine Safety Legislation in co-operation between the Swedish Maritime Administration and SSPA Maritime Consulting. The objective with this framework is to provide conditions for safety assessment based on risk analysis safety measures and acceptance criteria.

Written to mark the 25th Anniversary of the Health and Safety at Work Act 1974. Aims to inject new impetus into the health and safety agenda; identify new approaches to reduce further rates of accidents and ill-health cause by work, and ensure that the health and safety agenda remains relevant to changes in the world of work.

The code gives guidance on the application of the Management of Health and Safety at Work Regulations 1992.

The Danish Maritime Authority has argued in favour of the inclusion of OHS (occupational health and safety) through the GBS SLA (goal-based standards' safety level approach) - an approach when fully developed will embrace all aspects of ship design and systems on board a vessel i.e. safety of the ship safety of the cargo safety of passengers protection of the environment safety of third parties and safety of the seafarer. OHS should be considered and included at an early stage in the goal-based standards because it concerns all systems and functions on board the vessel.

In this paper following a brief review of the current status of offshore safety regulation in the UK some offshore safety assessment frameworks are presented. These include top-down bottom-up probabilistic and fuzzy logic based approaches. The conditions under which each approach may be applied effectively and efficiently are discussed. Probabilistic safety based decision making and fuzzy safety based decision making are then studied. Two examples are used to demonstrate two possible safety based decision making approaches. Finally recommendations on further development in offshore safety analysis are suggested.

The major achievements of the Safety First project are outlined. The aim of Safety First - within the EC framework of 1998-2002 Growth Programme - is to ensure that a tried and tested fire ship engineering analysis toolkit could be available to exploit the possibilities offered by the IMO MSC/Circ.1002 "Guidelines on Alternative Design and Arrangements for Fire Safety". After some introductory information the fire safety project is described and some case studies are looked at. Next attention is given to methodology for the fire engineering analysis. Fire tests are outlined. Lastly the alternative design and the guidelines are considered.

A review of building and civil engineering matters affecting the safety of structures. This report gives particular attention to the influences of pervasive trends and changes on structural safety. Contents include: Introduction (complacency, pervasive trends and changes, the widening perspectives of SCOSS, the Twelfth report); Topics of greatest concern (codes, standards, assessment of risk, bridge assessment); Other topics of concern (multi-storey car parks including edge barriers; safety of sports stadia structure, use of computers, lighting columns);

Key principles methods and techniques used in the pro-active and reactive management of safety are discussed (hazard identification risk assessment control monitoring reporting and investigation) and the structure and construction of the Safety Case outlined.

Int symp held in London Papers are A shipowners point of view A model on board safety control organisation Effective training techniques justified The advantages to shipping of modern communications Safety and economy through optimum ship routing An underwriters view of safety Safe steering with fuel economy Optimising a ships performance for a given speed Using an external consultant A practical approach to risk management

The sea transport of LC (liquefied chemicals) and LG (liquefied gas) has grown considerably in recent times. Since this cargo presents a great hazard to the ship and its crew and the environment so it has become a matter of great concern to all. Safety assessment is an important part of the ship design process and poses a challenge to designers. In recent years there has been much attention paid to the safety analysis in the overall ship design process. The safety analysis of a ship based upon integrated safety assessment approach is discussed. The methodology used is based upon Stochastic Petri Net application in the appropriate safety process tasks. The role of human parameters in safety is also briefly addressed. The human parameters are incorporated in the safety assessment process and hence make it a unified safety assessment incorporating different safety parameters.

The objectives of the Transportation Safety Board (TSB) of Canada and its role in advancing transportation safety are outlined. Safety is defined and a systematic evaluation of an occurrence to determine root causes and safety deficiencies is presented. The accident investigation methodology was developed - the integrated safety investigation methodology (ISIM) is described.

An approach to safety requirements which involves relating safety considerations to the risk involved during the sea voyage is advocated. Firstly the present situation with safety standards is reviewed. Next a system approach to safety and safety assessment is looked at. After this quantitative risk assessment is considered. Lastly the development of stability requirements on the basis of risk evaluation is discussed.

HMS Scott an ocean survey vessel is the first ship to be delivered to the Royal Navy with a risk based safety assessment as is now required by the Ministry of Defence (MOD) Ship Safety Management System. The safety case as utilised by the MOD consists of two principal approaches: safety through standards and safety through hazard analysis and control. As a result of the number of actions taken to address the identified hazards and their associated risks the OSV is significantly safer than would have been the case without the risk based assessment. The prime contractor and the Ministry have a document auditable trail of safety decisions and can demonstrate if required in a court of law that they did everything reasonable and practicable to ensure the safety of the design. The through life safety management system is discussed in terms of in service safety management design issues and costs.