船舶に係るリスクと利益 2
高価な商品を運搬する船から、大量の物質を運搬する船への変化
旅客船の発達（19世紀後半〜20世紀）
高リスク：ハイ・リターンの海運から、確実な輸送手段への変遷
大西洋横断旅客船の競争（20世紀初頭）
タイタニック号の事故(1912年4月14日 北大西洋）
防水区画、水密扉の遠隔閉鎖などの安全設備あり

1914年の海上における人命の安全のための条約が欧米13カ国により採択（1914 SOLAS International Convention for the safety of Life at Sea)

海上における人命の安全のための条約
SOLAS International Convention for the safety of Life at Sea
1914年、1929年、1948年、1960年、1974年に採択
1974年に採択されたSOLASが現在のもの（1974 SOLAS）で、その後、多くの改正を経て、今に至っている。
条約本体は13条から成る（義務、適用、批准、発効、改正手続き、など）
附属書（規則本体）
第I章
一般規定
第II-1章 構造（構造、区画及び復原性、 並びに機関及び電気設備）
第II-2章 構造（防火、火災探知及び消火）第III章 救命設備
第IV章 無線通信
第V章
航行安全
第VI章 貨物の運送
第VII章 危険物の運送
第VIII章 原子力船
第IX章 船舶の安全運航管理
第X章
高速船の安全
第XI-1章 海上の安全性を高めるための特別措置（検査強化）
第XI-2章 海上の安全性を高めるための特別措置（ セキュリティ）第XII章 ばら積み貨物船のための追加安全措置

新条約
未発効の条約
漁船条約
バラスト水管理条約
シップリサイクル条約

IMOでの協議
MSC/MEPC 条約会議
での承認
の開催と
採択
国の提案

受諾国数、受諾国の登録船舶トン数が決めた値に達しないと発効が決まらない：
発効時期が前もって決められない。

受諾通告

発効

発行準備
期間
６ヶ月

条約が決めた発効要件の成立（受諾国数）（受諾国の登録船舶トン数）

既存の条約の改正
by Tacit Acceptance （SOLASの例）
採択
IMOでの協議
MSCでの承認
締約国の
改正提案

加盟国へ
回章
６ヶ月

異議通告終了異議通告期間
最短 １年
異議通告数が規定の数に達しない限り、発効する

発行準備
６ヶ月

発効

国際規則の制定
従来は、海難事故が起こり、その再発防止のために、国際規則を作ってきた。
タイタニック号事故 1912年：
水密区画壁、救命設備、遭難通信
トニーキャニオン号座礁・油流出事故 1967年
海洋汚染防止条約(MARPOL)の制定
スカンジナビアン号火災事故 1990年
全居住区へのスプリンクラ設置
エクソン・バルディス号座礁・油流出事故 1989年
タンカーのカーゴタンク区域の二重化
事故を未然に防ぐべき、という議論が1990年代から高まってきた。
旅客船の大型化が進む中、IMOでは「大型旅客船の安全」をテーマに
綜合的に議論・検討した。

MSCファンタジア
2008-12-10
137,936GT
乗客3274名
乗員1313名

大型旅客船

ノルウェジアン・エピック
2008-04-24
乗客4228名
乗員1708名

オアシス・オブ・ザ・シーズ
2009-10-28
乗客5400名
乗員2160名

IMOにおける規則作成
事故後の手当て
規則作成・改正
Re-active

Goal Based Standard
and Approach

危険を前もって回避
Pro-active

FSAの活用受容できるリスクの設定

目標指向型基準
Goal-based Standard （GBS)• 達成する目標を定める• 目標を達成するために必要な、基本的性能要件を定める。
• 基本性能要件を実現するために必要な、具体的な規則を定める。
• 具体的な規則に合致する設計、設備、機器、材料のための標準を定める。

まず、安全の目標（ゴール）を Goal based approach in IMO Rule making process GBS(Goal Based Standard)
設定してから、規則を構築する(Detail will be
discussed at the next
session)TIER 1

安全・海洋環境保全のゴールの設定

TIER 2

ゴールを達成するための基本的機能要件

Goal

Functional Requirement
TIER 3

Verificationof rules to Compliance Criteria

TIER４の規則がTIER2の要件に合致している
ことの検証

TIER 4
Individual regulations in IMO mandatory
instruments, Technical Code, or Guidelines, orClassification Rules

基本的機能要件を具現するための個々の規則

TIER 5

Industry standards, ISO and IEC standards,
Codes of Practice and Safety and Quality Systems for Shipbuilding, Ship
Operation, Maintenance, Training, Manning, .

9目標指向型新船構造基準 Goal based New Ship Construction standard• Aged Tankerの船体損傷事故−重大海洋汚が頻発
エリカ号（1999年）、プレステージ号(2002年）• 頑丈なTanker、Bulk Carrier への指向
• 北大西洋海象で２５年のLifeの船舶（Goal 指向）
SOLASには船体構造に関する具体的な規則がない−主管庁が船体構造の安全性について、判断する根拠がないのは、SOLASの欠陥
SOLAS II-1 以前のregulation 3-1
Ships shall be designed, constructed andmaintained in compliance with the structural,mechanical and electrical requirements of aclassification society which is recognized by
the Administration in accordance with theprovisions of regulation XI-1/1, or withapplicable national standards of the
Administration which provide an equivalentlevel of safety.
classification society : 船級協会

10

目標指向型新船構造基準
Goal based New Ship Construction standard

For oil tankers and bulk carriers• 油タンカー、ばら積み貨物船の船体構造基準を、船級協会に任せな
いで、IMOの場で国際規則として定めようという意見• 船体構造の基準と検査は、歴史的に船級協会が確保してきた• そこで、船級協会等の船体構造基準に関して、 IMOが基本的な要求事項を「goal-based standard」として決めようということになった。
船級協会
保険の対象となる船舶とその装備品を検査する独立機関。
船舶と設備の技術上の基準を定め、設計がこの基準に従っているように確認し、船舶と設備を建造から就役の過程で検査し、さらに就役後も繰り返し検査し続けて基準に沿っていることを保証する。
世界の主な船級協会は、IACS（International Association of Classification Societies）のメ
ンバーとなっている。
LLOYD’S, ABS, DNV, GL(DNVと合併する予定）, BV, RINA, NK, RS, KR, CCS

Basic Principles of GBS
Mission Statement: Tier 0…Quoted from working description developed at MSC 79

IMO goal-based standards are:• broad, over-arching safety, environmental and/or
security standards that ships are required to meet during
their lifecycle;• the required level to be achieved by the requirements
applied by class societies and other recognizedorganizations, Administrations and IMO;
• clear, demonstrable, verifiable, long standing,
implementable and achievable, irrespective of ship
design and technology; and• specific enough in order not to be open to differinginterpretations.

12

目標指向型新船構造基準
MSC79(Dec.2004): Tier I ：Goal合意

Ships shall be designed and constructed for a specified design life
to be safe and environmentally friendly, when properly operated
and maintained under the envisaged operating andenvironmental conditions, intact and foreseeable damage
conditions throughout their life.
北大西洋海域で耐用25年/最初にタンカーとばら積み貨物船（ギリシャの主張）
Risk-based approach で考えるべき（北欧、独、日本、等）

MSC80(May 2005)
Japan, Canada, Denmark, Germany, Netherlands, Norway, Sweden, UK:
GBSにおいてはRisk-based approachの検討も行うべきと主張
EU project: SAFEDOR: Design, Operation and Regulation for Safety
International Congress for Ship and Offshore Structure (ISSC):
Risk Assessment Committee1997-2000 chaired by K. Yoshida (Japan)
2000-2003 chaired by W. Moore (Norway-USA)
Set-up Risk-based (Safety Level based) Goal, Requirements, Criteria and Validation
method13

タンカー・バルクキャリアの 新造船構造基準に関するGBS
2010年5月 MSC87で採択
内容は、Tier I Goalを含め、定性的な規定であり、リスクコントロールを定量的に定めたものではない。
SOLAS条約II-1章 3-10規則
タンカー及びバルクキャリアに関する
GBSの指針 MSC決議 287(87)（SOLAS II-1により義務要件）
タンカー及びバルクキャリアに関する規則の評価方法 MSC決議 296（87) （勧告）
船級協会などの規則2013年12月31日までに 審査のため IMOへ提出

タンカー・バルクキャリアの 新造船構造基準に関するGBS
2010年5月 MSC87で採択

SOLAS II-1 Regulation 3-10
Goal-based ship construction standards for bulk carriers and oil tankers

1 This regulation shall apply to oil tankers of 150 m in length and above
and to bulk carriers of 150 m in length and above, constructed withsingle deck, top-side tanks and hopper side tanks in cargo spaces,
excluding ore carriers and combination carriers:.1 for which the building contract is placed on or after 1 July 2016;.2 in the absence of a building contract, the keels of which are laid or
which are at a similar stage of construction on or after 1 July 2017; or.3 the delivery of which is on or after 1 July 2020.
Review the progress towards the implementation of SOLAS regulation II-1/3-10 in2014 and, if proven necessary, to adjust the time periods set forth in paragraph 1 of
the regulation.
Classification societies are requested to submit their Tier IV rules by 31 December
2013.

タンカー・バルクキャリアの 新造船構造基準に関するGBSSOLAS II-1 Regulation 3-10
Goal-based ship construction standards for bulk carriers and oil tankers

採択： 2010年5月21日
発効： 2012年1月1日
2013年12月31日
適用開始日の見直し（必要なら）

船級協会：
油タンカーとばら積み貨物船のルールをIMOに提出

IMOによる
船級協会ルール評価と承認

適用開始： 2016年7月1日
2016年7月1日以降に建造契約する船建造契約がなければ 20176年7月1日以降に建造を開始する船2020年7月1日以降に建造を完了する船は、IMOのGBSに合致した船級協会の規則を満足すること

タンカー・バルクキャリアの 新造船構造基準に関するGBSSOLAS II-1 Regulation 3-10
Goal-based ship construction standards for bulk carriers and oil tankers

2

Ships shall be designed and constructed for a specified design life tobe safe and environmentally friendly, when properly operated andmaintained under the specified operating and environmental
conditions, in intact and specified damage conditions, throughout
their life.
2.1 Safe and environmentally friendly means the ship shall have adequate
strength, integrity and stability to minimize the risk of loss of the shipor pollution to the marine environment due to structural failure,including collapse, resulting in flooding or loss of watertight integrity.
2.2 Environmentally friendly also includes the ship being constructed ofmaterials for environmentally acceptable recycling.

タンカー・バルクキャリアの 新造船構造基準に関するGBSSOLAS II-1 Regulation 3-10
Goal-based ship construction standards for bulk carriers and oil tankers

2.3 Safety also includes the ship's structure, fittings and arrangements
providing for safe access, escape, inspection and proper maintenanceand facilitating safe operation.
2.4 Specified operating and environmental conditions are defined by theintended operating area for the ship throughout its life and cover theconditions, including intermediate conditions, arising from cargo andballast operations in port, waterways and at sea.
2.5 Specified design life is the nominal period that the ship is assumed to
be exposed to operating and/or environmental conditions and/or the
corrosive environment and is used for selecting appropriate ship
design parameters. However, the ship's actual service life may belonger or shorter depending on the actual operating conditions andmaintenance of the ship throughout its life cycle.

SOLAS II-1 Regulation 3-10
Goal-based ship construction standards for bulk carriers and oil tankers

3 The requirements of paragraphs 2 to 2.5 shall be achieved throughsatisfying applicable structural requirements of an organization whichis recognized by the Administration in accordance with the provisionsof regulation XI-1/1, or national standards of the Administration,
conforming to the functional requirements of the Goal-based Ship
Construction Standards for Bulk Carriers and Oil Tankers.
4 A Ship Construction File with specific information on how thefunctional requirements of the Goal-based Ship Construction
Standards for Bulk Carriers and Oil Tankers have been applied in theship design and construction shall be provided upon delivery of a newship, and kept on board the ship and/or ashore* and updated as
appropriate throughout the ship's service. The contents of the Ship
Construction File shall, at least, conform to the guidelines developedby the Organization.** Guidelines for the information to be included in a Ship Construction File

(MSC.1/Circ.1343)

GBS for tanker/bulker 第二階層 MSC Resolution 287(87)INTERNATIONAL GOAL-BASED SHIP CONSTRUCTION STANDARDS F
OR BULK CARRIERS AND OIL TANKERSDESIGN
II.1 Design life The specified design life is not to be less than 25 years.
II.2 Environmental conditions
II.3 Structural strength
II.3.1 General design
II.3.2 Deformation and failure mode
II.3.3 Ultimate strength
II.3.4 safety margins
II.4 Fatigue life
II.5 Residual strength
II.6 Protection against corrosion
II.7 Structural redundancy
II.8 Watertight and weathertight integrity
II.9 Design transparency
II.10 Construction quality procedures
CONSTRUCTION
II.11 Survey
II.12 Maintenance
IN-SERVICE CONSIDERATION
II.13 Survey and maintenanceII.14 Structural accessibility
RECYCLING CONSIDERATION
II.15 Recycling

GBS for tanker/bulker 第二階層 MSC Resolution 287(87)(Applicable to bulk carriers and oil tankers in unrestricted navigation)
DesignII.1 Design life The specified design life is not to be less than 25 years.
II.2 Environmental conditions
Ships shall be designed in accordance with North Atlantic environmental
conditions and relevant long-term sea state scatter diagrams.
II.3 Structural strength
II.3.1 General design
The ship's structural members shall be of a design that is compatible with the
purpose of the space and ensures a degree of structural continuity. The structuralmembers of ships shall be designed to facilitate load/discharge for all contemplated
cargoes to avoid damage by loading/discharging equipment, which may compromise
the safety of the structure.
II.3.2 Deformation and failure mode
The structural strength shall be assessed against excessive deflection and failuremodes, including but not limited to buckling, yielding and fatigue.
II.3.3 Ultimate strength
Ships shall be designed to have adequate ultimate strength. Ultimate strength
calculations shall include ultimate hull girder capacity and related ultimate strengthof plates and stiffeners, and be verified for a longitudinal bending moment based on
the environmental conditions in functional requirement II.2.

GBS for tanker/bulker 第二階層MSC Resolution 287(87)II.3.4 safety margins
Ships shall be designed with suitable safety margins:
1. to withstand, at net scantlings*, in the intact condition, the environmental
conditions anticipated for the ship's design life and the loading conditions
appropriate for them, which shall include full homogeneous and alternate loads,
partial loads, multi-port and ballast voyage, and ballast management condition loads
and occasional overruns/overloads during loading/unloading operations, asapplicable to the class designation; and2. appropriate for all design parameters whose calculation involves a degree of
uncertainty, including loads, structural modelling, fatigue, corrosion, material
imperfections, construction workmanship errors, buckling, residual and ultimate
strength.
* The net scantlings should provide the structural strength required to sustain thedesign loads, assuming the structure is in intact condition and without any corrosion
margin. However, when assessing fatigue and global strength of hull girder andprimary supporting structures, a portion of the total corrosion margin may be added
to the net scantlings to reflect the material thickness that can reasonably be expected
to exist over the design life.

GBS for tanker/bulker 第二階層 MSC Resolution 287(87)II.4 Fatigue life
The design fatigue life shall not be less than the ship's design life andshall be based on the environmental conditions in functional requirement
II.2.
II.5 Residual strength
Ships shall be designed to have sufficient strength to withstand the wave andinternal loads in specified damaged conditions such as collision, grounding or
flooding. Residual strength calculations shall take into account the ultimate
reserve capacity of the hull girder, including permanent deformation and postbuckling behaviour. Actual foreseeable scenarios shall be investigated in thisregard as far as is reasonably practicable.
II.6 Protection against corrosion
Measures shall be applied to ensure that net scantlings required to meet structural
strength provisions are maintained throughout the specified design life. Measures
include, but are not limited to, coatings, corrosion additions, cathodic protection,
impressed current systems, etc.

GBS for tanker/bulker 第二階層 MSC Resolution 287(87)II.6.1 Coating life
Coatings shall be applied and maintained in accordance with manufacturers'
specifications concerning surface preparation, coating selection, application andmaintenance. Where coating is required to be applied, the design coating life shallbe specified. The actual coating life may be longer or shorter than the design coating
life, depending on the actual conditions and maintenance of the ship. Coatings shallbe selected as a function of the intended use of the compartment, materials andapplication of other corrosion prevention systems, e.g., cathodic protection or otheralternatives.
II.6.2 Corrosion addition
The corrosion addition shall be added to the net scantling and shall be adequate forthe specified design life. The corrosion addition shall be determined on the basis of
exposure to corrosive agents such as water, cargo or corrosive atmosphere, ormechanical wear, and whether the structure is protected by corrosion prevention
systems, e.g., coating, cathodic protection or by alternative means. The design
corrosion rates (mm/year) shall be evaluated in accordance with statisticalinformation established from service experience and/or accelerated model tests. The
actual corrosion rate may be greater or smaller than the design corrosion rate,depending on the actual conditions and maintenance of the ship.

GBS for tanker/bulker 第二階層 MSC Resolution 287(87)II.7 Structural redundancy
Ships shall be of redundant design and construction so that localized damage (suchas local permanent deformation, cracking or weld failure) of any stiffening structuralmember will not lead to immediate consequential collapse of the complete stiffened
panel.
II.8 Watertight and weathertight integrity
Ships shall be designed to have adequate watertight and weathertight integrity forthe intended service of the ship and adequate strength and redundancy of theassociated securing devices of hull openings.
II.9 Design transparency
Ship's structures and fittings shall be designed and arranged using ergonomic
principles to ensure safety during operations, inspection and maintenance. These
considerations shall include, but not be limited to, stairs, vertical ladders, ramps,
walkways and standing platforms used for means of access, the work environment,
inspection and maintenance and the facilitation of operation.

GBS for tanker/bulker 第二階層 MSC Resolution 287(87)II.10 Construction quality procedures
Ships shall be designed under a reliable, controlled and transparent process madeaccessible to the extent necessary to confirm the safety of the new as-built ship, withdue consideration to intellectual property rights. Readily available documentation
shall include the main goal-based parameters and all relevant design parameters that
may limit the operation of the ship.
CONSTRUCTION
II.11 Survey
Ships shall be built in accordance with controlled and transparent quality production
standards with due regard to intellectual property rights. The ship construction
quality procedures shall include, but not be limited to, specifications for material,
manufacturing alignment, assembling, joining and welding procedures, surface
preparation and coating.
II.12 Maintenance
A survey plan shall be developed for the construction phase of the ship, taking into
account the ship type and design. The survey plan shall contain a set of requirements,
including specifying the extent and scope of the construction survey(s) andidentifying areas that need special attention during the survey(s), to ensurecompliance of construction with mandatory ship construction standards.

GBS for tanker/bulker 第二階層 MSC Resolution 287(87)IN-SERVICE CONSIDERATION
II.13 Survey and maintenanceShips shall be designed and constructed to facilitate ease of survey and maintenance,in particular avoiding the creation of spaces too confined to allow for adequate
survey and maintenance activities. Areas shall be identified that need special
attention during surveys throughout the ship's life. In particular, this shall include allnecessary in-service survey and maintenance that was assumed when selecting ship
design parameters.
II.14 Structural accessibility
The ship shall be designed, constructed and equipped to provide adequate means ofaccess to all internal structures to facilitate overall and close-up inspections andthickness measurements.
RECYCLING CONSIDERATION
II.15 Recycling
Ships shall be designed and constructed of materials for environmentally acceptable
recycling without compromising the safety and operational efficiency of the ship.

GBSの利用の拡大• タンカーとばら積み貨物船に関するGBSは、定性的な解析と検討に依って作成した。
• 安全のレベルを定量的に把握し、目標とする
ことが、引き続き求められている。
• GBSの適用は、船体構造だけではなく、また、
タンカーやばら積み貨物船だけではないはず。

Generic framework of IMO Goal-based Standard for rule making
MSC Circular 1394, 14 June 2011
GENERIC GUIDELINES FOR DEVELOPING IMO GOAL-BASED STANDARDSGeneric framework of Goal-based
Ship Construction Standard
Goal-based Ship
Construction Standard
for oil tankers andbulk carriers

Goal-based
Ship
Construction
Standard

Set-up Generic andProbabilistic GOAL
For Safety andEnvironmental protection

Goal-based Standard by
Safety Level Approach

Goal-based Ship
Construction Standard
for other types of shipor
construction in general

Goal-based Standard
for Subject
Other than structure
Fire Protection
Life Saving
Etc.

GBS structure for Safety Level Approach(Risk-based approach)
Tier 0

IMO mission statement

Tier 1

Over-all Goals

Tier 2Functional requirements

Tier 3

Validation and verification

安全のレベルを定義する
受け入れ可能なリスクを設定する
定量化した安全レベルを達成するための基本的機能要件

Tier 4

International rules and regulations

Tier 2の基本的機能要件を実現するための具体的な規則Tier 5Non-mandatory standards

Tier4の規則を補足する
基準（IMO、ISO, IECなど)

IMO

IMO / Flag / Class

Industrysafety level based goal•

いくつかの国では、産業における目標安全レベルあるいは受け入れ可能なリス
クレベルの設定がすでに存在している (ISSSC2000, MSC 81/6/3)•

定量的なリスクアセスメント及びその方法は、原子力、化学プラント、石油精製施設、海洋構造物（海洋油田）で、すでに存在する (MSC81/6/3, MSC 81/INF.7) (1117の講義で示した）– Norway: Risk Analysis regulations NPD and regulations for management of
Health, Environment and Safety (HES)– UK: Safety Case Regulations (UK HSE)•

船舶に関しても、定量的なリスクアセスメント方法及び受け入れ可能なリスクレ
ベルは確立可能•現状のリスクレベルを調べて、それを向上させることで目標を設定することも可能。いくつかの船舶では、事故記録・データベースが統計的に意味ある量として
存在する。

•

新しい設計の船、船種、海洋構造物では、事故データ（過去の事故例）によって、安全目標を」さだめることは困難である。（過去の事故データがないか、データ量は少ないために統計的に意義のある事故率とならない）

Existing safety level goals
TABLE 1: Individual Risk Criteria in Use (Annual Fatality Risk) MSC 81/6/10

Authority

Description

Criterion (per
year)

U.K.
HSE (1999)

Maximum tolerable risk to workers

10-3

Maximum tolerable risk to the public

10-4

Negligible risk

10-6

Netherlands
Bottelberghs(1995)

Maximum tolerable for existing situations

10-5

Maximum tolerable risk for new situations

10-6

New South Wales,
Australia
DUAP (1997)

Sensitive developments (hospitals, schoolsetc.)

5×10-7

Residential, hotels, motels, tourist resorts etc.

1×10-6

Commercial, retail, offices etc

1×10-5

Sporting complexes, active open space

1×10-5

Industrial

5×10-5

Sensitive developments (hospitals, schoolsetc.)

5×10-7

Residential zones

1×10-6

Non-industrial (commercial, sporting etc.)

1×10-5Western Australia
EPA (1998)

Today’s safety level
1.0E- 02

Passenger

Passenge r

TankerTankerGe ne ralCargo

Ge ne ralCargo

BulkCarri er

BulkCarri er

1.0E-03

1.0E-04

1.0E-05

1.0E-06

Frequency , f o f N or mo re fatali ties (per ship-yea r)

Frequency, f of N or mo re fa talities (per shi p-yea r)

1.0E-02

Workshop on GBSSafety Level Approach

AllBC&ALL Cas.+ES P+S olasMi ni
1.0E- 03

AllBC&Al l Cas.+ESP+SolasMax

1.0E- 04

1.0E- 05

1.0E- 06
1

10

100

Number of fatal iti es , N

Extracted from MSC 75/5/2

1000

1

10

100

Numbe r o f fatalitie s, N

1000

The Maritime Regulator‘s
Safety Knob
100
90

110

to control individual risk
levels, ALARP boundaries
and cost
effectiveness criteria
ALARP: As low As
reasonably
Practicable

1

0,1

intolerable

0,01

F

0,001

ALARP
0,00010,00001

negligible
0,000001
1

10

100
N

1000

Safety Level• Individual risk
• Social risk

• for Crew
• for Passengers• for Properties• for Environment

RISK ASSESSMENT BASICS
Definition of RISK
Risk = Frequency x Severity (IMO FSA)
Risk = Probability x Severity (ISO/IEC Guide 51)
Risk is never acceptable, but the activity implying risk may be
acceptable because of its benefit.
Risk acceptance criteria may be related to:• Safety, typically divided into individual risk and social risk
• Environment• Economy

Protection ofEnvironment

Safety of
Cargo

Safety of
Ship

Safety ofpassengers

Safety of
Third parties
Safety of
The crew

Tier I

Manoeuverability

Seakeeping
performanceFire
protection

Watertightintegrity

SOLAS II-2 hasbeen developed
Goal andFunctional
requirement
In the regulation 2

Stability &floatability

Emergency
protection

Lifesaving Communication
appliances
capability

IMO DE
startedHabitability

Powergeneration

Safety ofnavigation

Ship
structureCargo
handling

Propulsion

Structural strength
Fatigue life
Residual strength
Protection against corrosion
Coating life
--

Other
systems

Tier II

Container ship

新しいタイプの船舶には、過去の事故例、データがない。
リスクを予測し、安全対策を構築するしかない。

• LNG燃料船• 大型客船、Ro-roフェリー• プラスチック等の軽量材料の利用（構造、パイプ）New Passenger Ferry (RoPax)

Alternative Design and Arrangement for Fire Safety
Primary analysis
Fire scenario information
Quantify required performance
Quantify proposed system performance
Evaluate system performance
NO
NO

Performance ofproposed system
acceptable

YES

All scenario
evaluated

YES

Select final designリスク管理：リスクを負う仕組み
実業者

保険会社

リスクを管理する
リスクを下げる努力を実行する

リスク検査機関
リスク管理の状態を検査する
リスクが一定値以下であることを確保する

リスクを査定する

IMOの規則作成ツールとしてのGBS••••

総合目標を定める(Tier I)
目標を達成するための性能要件を定める(Tier II)
規則の体系を構築する (Tier II and IV)
個々の規則を作成する。規則毎の目標を明示する(Tier IV)

進行中の作業対象
 救命設備規則（SOLAS 第III章）
 堪航性(maneouveability)
 復原性(Probabilistic approachはすでにSOLAS第II-1章に取り込んだが、目標が不明確）
 極海域航行船舶のコード（基準）4: Performance

5: Management/
Maintenance

6: Environmental
conditions

A: Communication
B: Personal life-saving
C: Mass-evacuation
D: Search and rescue

3: Reliability

Functions

2: Usability

Assessment
factors

1: Accessibility

IMOの規則作成ツールとしてのGBS
例：救命設備規則の基本要件の見直し
IMO 船舶設計設備章委員会DE52(2008)へ提案

A1
B1
C1
D1

A2
B2
C2
D2

A3
B3
C3
D3

A4
B4
C4
D4

A5
B5
C5
D5

A6
B6
C6
D6

IMOの規則作成ツールとしてのGBS
例：救命設備規則案 SOLAS chapter III (IMO 文書DE54/10として提出した)

Goal and Objective
The objectives of this chapter are to enable persons on board to evacuate in case of
emergency and to survive at water for the specified period, and to provide means of
rescue for survivors in water, under the specified operating and environmental
conditions, when the appliances required by this chapter are properly operated andmaintained.
Functional requirements
The functional requirements are embodied in the regulations of this chapter in orderto achieve the objectives set out in paragraph 1. The functional requirements are to:F1 support appropriate decisions of masters of ships;
F2 ensure necessary means of communication in an emergency;
F3 enable passengers and crew to escape on board ships;
F4 enable passengers and crew to escape from ships;
F5 enable passengers and crew to survive in water in case of person overboard;F6 enable passengers and crew to survive in survival craft;
F7 enable survivors to be recognized by others; andF8 enable ships to rescue persons in water.

GBS based structure of each regulation
1. Objectives and functional requirements
2. Requirement in general, applicable to all types of ship
3. If necessary, requirements for particular type of ships(passenger ships, cargo ships and/or tankers)
Alternative Design and Arrangement for Fire Safety• Each regulation contains prescriptive requirements.
• Alternative design and arrangement, deviating from thoseprescribed, can be used, if- that fulfills functional requirements,- that realizes the same level of fire safety, and- the designer provides those proofs.
• Regulation 17 specifies the method of proof.

IMOにおける今後の規則作成
確率論的
目標設定も
考える

目標指向型規則
Goal Based Standard

安全あるいは海洋環境保護の目標の設定受容できるリスクの設定

Pubic Demand

目標を達成する
Designに自由度がある

２０００
SOLAS II-2章で一部実現したDesignの目標適合を検証・
判定する手法