How These Disasters Have Changed Ship Design Features | Built From Disaster | Spark

for thousands of years ships have allowed man to travel the globe crossing the vast emptiness of the oceans the rewards for these journeys have been huge so is the cost when things go wrong but every disaster has radically changed the design of the ships that followed every single decade we learn more and more after every casualty designers strive to make their ships stronger and safer by learning from the tough lessons of the past from classic cruise ships to cutting edge designs modern vessels are literally built from disaster [Music] disaster at sea can be a terrifying and deadly experience often miles from assistance of any kind passengers and crew have only themselves and their ship to rely on the ocean is an unforgiving environment where there are no second chances in 1994 852 people died after the car ferry Estonia sank in the Baltic Sea in 1990 a fire onboard the Scandinavian star killed a hundred and fifty eight passengers and crew and most famously in 1912 over 1500 people perished in the icy wastes of the North Atlantic after the Titanic hit an iceberg these and other tragedies highlight three of the primary risks faced by passenger vessels collision capsized and Fire the designers of all modern passenger ships use every tool at their disposal to limit the risk of these dangers and this can be seen clearly an athlete where one of the most high-tech cruise ships ever built is nearing completion this is Ruby Princess 500 million dollars two hundred and ninety meters low and over a hundred and sixteen thousand gross tons built to cruise the Caribbean it's taken just 14 months to get the ship to this stage Giorgio Gomi a row is the man responsible for this cutting-edge project something like 45 meters 15 decks when we come at the top [Music] okay we are bored Rudra sir sir this is our latest ship that we are going to deliver in a few months we built the ship piece by piece this is a definitely an end made productive with cabins for 4800 passengers and crew over 19 decks this ship will be a complete floating city with every conceivable passenger facility built in there are five swimming pools seven restaurants and even a wedding chapel this is a bar and it is a covered area we have an abuti butter we have another bar over there of course this is a public public space is a passenger ships there is quite a lot of space to add the father to have a drink to take a rest to have a streamer incorporated into this vast vessel are the latest advances in ship construction and safety systems when you start with the project that you ever also to take in mind all the safety of the ship and you have to build the ship also taking all these constraints and you have to respect all this contrast in the beginning the process starts with nineteen thousand tons of high quality steel plate this is made into precise ships by a plasma cutter and then welded to form sections which piece together to make up the ship so we build a ship like a lego auctioning the ship is built in the drydock we have these big sections that are taking an drydock that put it together one big section is going on board all the sections should go on like this and the section is then welded and outfitted this huge structure is an incredible feat of maritime engineering built to withstand the awesome power of the sea modern passenger shipping is now one of the safest forms of transport on earth but it wasn't always that way April the 7th 1990 the passenger ferry Scandinavian star was travelling between Norway and Denmark with 482 people on board in the early hours of the morning a fire broke out in an unused accommodation area the fire again strength and rapidly spread throughout the ship producing clouds of thick toxic smoke in the corridors desperate for oxygen the passengers search for wise art I heard these noise from the fire I saw all the smoke coming out every day open door I remember that it was so much smoke and it was like a very huge waterfall or smoke then I understood that this is a great disaster this is terrible people are dying here now at 3:20 a.m. with the fire out of control the captain gave the order to abandon ship three and a half hours after the blaze broke out rescue helicopters reached the vessel firefighters were confronted with a horrifying scene 158 people were found dead trapped in cabins and corridors many of them hadn't even made it outside to the deck after evacuating the survivors the smoldering ship was towed to Sweden where it took firefighters a further two days to extinguish the blaze the fire was later thought to be caused by arson but however it started the results were catastrophic the ship had serious shortcomings that contributed to the disaster no smoke detectors or sprinklers in the passenger quarters malfunctioning fire doors inaudible fire alarms but these factors alone did not explain why so many died during the subsequent investigation too shocking discoveries were made the first was that many passengers simply could not find their way to the emergency exits the second was that the fire spread incredibly quickly development of the fire came as more or less as a surprise to our investigators the fire was much much more intense and rapidly intense than we expected the investigation found a number of causes for the rapid spread of the fire one was that large parts of the ship's interior had been coated with a highly flammable plastic laminate but this plastic didn't just intensify and spread the far it also gave off highly toxic fumes hydrogen cyanide is a very toxic gas very dangerous gas and this is I guess that with low concentrations also could kill people within a few minutes or even even a minute and it's actually the same gas as Hitler used during the war killing the Jews in the gas chambers the hydrogen cyanide given off by the plastic laminate was the direct cause of many of the deaths this could not be allowed to happen again all passenger ships built today must adhere to strict rules regarding the type of materials used in their construction virtually all the material must be non-flammable and non-toxic Antonio bartolini is in charge of fitting out the passenger areas on Ruby Princess this is the main theater of the ship which provides seating for over 800 people this wall looks like wood is actually not woods but is the thin veneer applied on a not flammable material also the carpet is not flammable and is made in a way that the smoke is not toxic flammable plastic laminates like those used on the Scandinavian star have been outlawed for use on passenger ships but another reason for the rapid spread of the fire was more complex and it concerned information knowledge is everything and information is critical in an emergency the accommodation areas weren't fitted with automatic smoke detectors connected to the bridge so the crew didn't know that the fire had started on deck 3 so not all of the fire doors in that area were closed and the fire quickly spread around the ship the tragedy on the Scandinavian star would become the catalyst for a new generation of high-tech safety monitoring systems these are now mandatory on passenger ships and the one being fitted on board Ruby Princess is state of the art all these cables are coming through from all the detection systems on border and they are passing into the safety management system this system makes the operator to be able to monitor the shipper for fire detection system water mist heads and fire doors or watertight doors so you can always monitor your ship the wiring matrix for the ship uses around 2,500 kilometers of cable so these cables are for fire safety systems and all the automation the cables are on a segregated cable trays in order not to interfere the signal cables are from the power cables the safety management system has sensors in every area of the ship so it can provide an instant snapshot of an unfolding emergency it's sort of remote eyes and ears of the operator so it's sort of like having a big brother looking over you this is one of the benefits of our age we have technology we know not just that one fire detector is going off that multiple fire detectors are going off why is that important it tells the officer on the bridge this smoke is progressing this is not a detector failure something's going on down there and you need to take action sensors are constantly vigilant checking for smoke temperature changes and flooding before Ruby Princess is handed over to the owners 6000 smoke detectors and heat sensors across the whole ship must be tested a six month job so now he will activate the smoke detector and we will verify the actual alarm a warning [Music] you see that this was the peak of the smoke detection if nothing was done about this alarm the safety management system would take over fire dampers would shut cutting off the air supply to the fire fans have begun from the right the color to green color so from running condition to the stopped condition we just stopped the air supply to that part of the ship the water mist system would then activate this is the latest in sprinklers pressurized to 150 bar the water is sprayed as tiny droplets matter of minutes as they whooshing fire conventional sprinklers are problematic on ships as they allow in large amounts of water to collect which could cause destabilization or even sinking [Music] the advantage of the water mist system is that it can extinguish a fire using very little water and it's now widely used on many types of ship the appalling events on the Scandinavian star had far-reaching effects on the regulations regarding materials and monitoring systems but the inquiry also revealed a much more fundamental problem with the ship the evacuation routes were poorly thought-out and managed many dead ends and twists and turns trapped disoriented people in the thick smoke we can see a lot of people dying just a side fire exit I think 12 people were found in a corridor with a dead end and if you go back to one and a half meter from the dead then there was a fire exit just to the outside to the open to the deck until people were found on the floor dead in response to disasters like the Scandinavian star evacuation planning is now considered at the earliest stages of a ship's design on Ruby Princess and other cruise ships one of the primary aims is to make sure there's always a way out you want to avoid the dead end and there is a fire here naturally you are psychological you try to avoid the fire so you escape in the opposite direction if you want to escape it the opposite direction there is no any other exit that is a dead-end corridor and can happen that the people are trapped inside nowadays all the corridor is designed in such a way that you can always find different means of escape bringing you in the same stay of the same primary group that is the the modern way to design the the escape route of during an evacuation time is critical to ensure that passengers can escape fast enough the evacuation routes are tested with computer modeling according to the rules we have 30 minutes for the assembly for the mastering time and 30 minutes for the invocation and abandon ship process all the lifeboats are simulated by these areas here and so we have from the deck of the ship where the assembly stations are you can see all people moving and moving from the public spaces into the assigned area that correspond to the lifeboats so it is possible to check physically with a sample of travel time and speed of the different occupants how long does it take for the whole population to reach safely the embarkation points on this ship using the specific tools and the software simulation we can demonstrate that all the occupants can safely be inside the lifeboats in approximately 20 minutes so having a large margin in comparison with the rules [Music] the journey towards safer shipping has been a long one and the disaster which advanced it more than any other is perhaps the most famous shipping tragedy of all time the sinking of the Titanic on the 14th of April 1912 with over 2200 people on board the Titanic was on its maiden voyage across the Atlantic to New York she was the biggest passenger steamship of the day in fact the largest moving object ever created by mankind incredible luxury combined with great speed Titanic incorporated two major safety factors in her design the first was a double bottom hull which protects a ship if it hits an underwater obstruction the second were her compartments which subdivide the interior of a ship to stop the spread of flooding these and other design features gave the ship a reputation for safety and inspired great confidence in their passengers and crew some even called her unsinkable but that night they were proven wrong just after 11:40 p.m. the gigantic ship struck an iceberg she was at least 560 kilometers from the nearest land as the iceburg script on the starboard side of the ship it caused massive damage this damage went for over 90 meters and it opened up a third of its length of the starboard side the ship could have been protected by her double bottom hull but the iceberg had damaged the sides of the ship above the level of the double bottom as a result vast amounts of icy water flooded into Titanic in this situation her other design feature compartments should have limited the amount of water that could enter the ship but there was a problem the damage had compromised not one but five of Titanic's compartments an impossible bridge which would sink any vessel what became critical know was whether she would stay afloat long enough for a rescue vessel to reach the scene one aspect of the ship's design proved disastrous as the damaged and flooding boys sank lower into the sea the rising water reached the top of the bulkheads that formed the compartments but these weren't completely sealed to the deck above the compartments themselves were not fully watertight they were open at the top so what happens is as water goes into one compartment it weighs down the ship and if the ship goes down far enough water will start to pour in to the next compartment because it breached five compartments this cascading effect of flooding could not be stopped on the Titanic and it went down in two and a half hours when the state ship Carpathia eventually arrived at the scene the Titanic had already gone down and the majority of her passengers were dead over 1500 people died in the disaster many factors are thoughts who have contributed the quality of the rivets used in her hull her high speed in a known iceberg area and shipbuilders have learned many lessons from this legendary shipping tragedy one of Titanic's design features the double bottom hull is still in use it's still one of the best ways of protecting a ship from damage caused by a collision with an underwater obstruction and has saved numerous ships from sinking the reserve inner hull prevents water flooding into the ship on Ruby Princess this double bottom is 1.8 metres deep to get a proper look at the hull the ship would have to be lifted out of the water and literally cut in half but just a few hundred meters away from Ruby Princess there's a new cruise ship at a much earlier stage of our construction you can see here actually a complete section of the ship and you can see how that the ship is built up this gives unprecedented access to view the double bottom the first level is the level of the double bottom the double bottom is 1.8 metres from the kill and is there in order to give a safety in case of a grounding of the shipper onboard the passenger ships a is actually specified to have a continuous double bottom from Ford or 12 underneath the scale and strength of this vast vessel becomes apparent the attention goes there laughter workin these is the shipyard the level of the double bottom is marked on the outside of the ship the P indicates the placement of the double border okay the double bottom in this case is more or less two meters like the double bottom hull Titanic's other design feature compartments are also still used on modern ships but with several important changes one of the biggest improvements was to make the compartments absolutely watertight this is the Fram right now this brand-new cruise ship is sailing near Greenland but this ship isn't trying to avoid icebergs like Titanic she's actively looking for them her passengers want to see these huge ice mountains close up [Applause] the from has been designed specifically for this type of cruising areas of the hull at risk of collision damage of extra thick plating and the stem at the front of the ship is made out of an immensely strong single piece of steel but it's her watertight compartments that are the biggest safety factor my head now is about two or two-and-a-half meters below the bulkheads forming the compartments are welded on all sides to the tax and other bulkheads around them making them completely watertight all the way up to deck three no water can penetrate through this anywhere that pipes or wires pass through the bulkheads there are rubber seals the pipes are sealed into these penetrations rubber and it's tightened together so it's impossible I guess it's kind of nice if you don't want to the sink another lesson learned about compartments after Titanic was that the more compartments a ship has the less likely it is to sink after a collision today passenger ships are very highly subdivided so simply having damaged along the side of the ship doesn't mean a whole compartment running the entire width of the ship is going to flood that flooding may not make it that far because the compartment is so subdivided here on Ruby Princess there are 19 compartments compared to Titanic's 16 most of the bulkheads that form them have doors to allow people to move around inside the ship these doors must be watertight and on Ruby Princess can be closed remotely or locally if a compartment is flooding this sensor will detect the flooding the ER level on the bilge and you will get an alarm in the alarm log and if they cannot stop the flooding they will communicate to shut down the compartment close the watertight doors and permit the compartment to flood the lessons learned from Titanic are incorporated into virtually every modern ship afloat but there was one aspect of the disaster that had a bigger effect on safety at sea than any other it seems unbelievable but on Titanic there were only enough lifeboats for just over half lose on board because of the Titanic today the safety of life at sea Convention specifies that 100% of the people on board must be provided with a lifeboat seat therefore you have a 100% capacity and that requirement has been there since 1914 for ships like the from that operate in remote areas access to lifeboats is of paramount importance in position so we make it ready for the passenger to bow and then we will keep on washing it down to sea level but we are a long way from the coast line and also a long way from other ships it's of course important to have the equipment that will ensure us to survive as a long time as possible so to have covered blackboard with their food equipment that you need to survive for a long time that is that is absolutely important for us 150 people can fit in this lapis seems incredible but is it very very close to each other and that can also be a plus because of the temperature okay then you can enter the boat [Music] today is just a drill and how we will do it in a decision of course we hope that we never have to do this they left with this and I'm more than good enough to spend time in but we like it better when we can spend it for the passengers of Titanic that did make it to the lifeboats the ordeal was far from over they had few provisions and minimal shelter many of them died of exposure because the boats were open to the freezing weather many lifeboats today are enclosed to keep the occupants out of the wind and spray and have advanced features to aid survival in this locker we have a fresh water for everyone who's in there in the case of an emergency and there's a half a liter for every person every day three days inside this locker is maintenance sheet for the engine we have drift anchors we have also food in these boxes and we have thermal protecting soot keeps absorb this boat is basically a life support system in case of emergency lifeboat provision on modern passenger vessels means abandoning ship is a far more survivable operation and this is directly because of Titanic but collision is still one of the primary causes of disaster at sea and although modern Mariners have many tools of their disposal to reduce the risks sometimes they need a little extra help particularly when entering or leaving port [Music] this is the Solent one of the busiest sea areas in the world every day thousands of vessels pass through come rain shine or thick fog white sea beaches it's at Kendall register one three four five pilot launch ability because there are so many vessels in close proximity the chances of collision are high so the five staff in this room monitor the area making sure the vessels stay clear of each other this is the operations room in the VTS center for the port of Southampton it's not exactly the same as air traffic control in that they give much more discrete or distinct orders to two aircraft to follow particular distinct flight paths and flight levels we're providing advice but it's very much time to the master with the advice of the embarked pilot to to get the ship safely into the port to monitor an area this big requires a number of different systems the systems that we have available to us our radar obviously a is to use maritime VHF CCTV visual of us Lee so basically as many methods as you can think of we use to get information on traffic and to talk to the ships themselves in general the the difficulty we have in conditions terms is with the visibility we reduced the traffic to to single flow to make sure we don't have a conflict between two large ships in one of our channels nowadays it's common in large ports to have such a system the VTS Center provides a safety net for ships at risk of collision but sometimes it's the sea itself which is the enemy September 1994 the roll-on/roll-off car ferry Estonia was on passage in the Baltic Sea there were nine hundred and eighty-nine people on board in the early hours of the morning halfway between Tallinn and Stockholm the ship encountered extremely heavy weather huge breaking waves relentlessly parted the vessel the continual slamming of these vast walls of water weakened the Assembly of the boy Weiser used to load and unload cars just after 1:00 a.m. the hinges filled completely and a visor was torn off this exposed the open car deck behind and allied water to enter the vessel the effects were catastrophic my immediate reaction was to try and find it the way out I'll find a life raft to find the lifejacket I could see the water coming onto the ship I couldn't see a way of getting off and I could see my life ending at that point trapped inside the ship the ship capsized soon after and at 150 the Estonia disappeared from radar screens the ship had sunk to the bottom of the Baltic Sea helicopters and nearby ships arrived to help those that admitted to the life rafts [Music] only 137 people were saved 852 died [Music] the investigation into the disaster had a profound effect on the design and operation of car ferries and concentrated on two areas by Visor arrangements and stability in the past stability had always been a problem on car ferries [Music] this is because they have large open card acts effectively one huge compartment stretching the length and breadth of the vessel if water somehow I got onto this deck and moved around freely the ship could be destabilized the phenomenon is called free surface effect and it works like this as the ship naturally rolls to one side the surface of the water will stay level this means that the water gathers on the low side of the vessel the result is that the ship's centre of gravity is raised which has a destabilizing effect sometimes to the point of capsize the sinking of the Estonia wasn't the only time a car ferry had capsized just seven years earlier in 1987 the herald of free enterprise suffered a similar fate the ship had just left the port of Zeebrugge a-- in belgium carrying four hundred and fifty nine passengers and 80 crew we went down in the ship and it's incredible to see what happened people are drowning in the ice-cold water we tried to get them out it's a terrible thing The Herald's was less than 1,300 meters from the harbour entrance with despite being so close to land many of those on board didn't stand a chance 193 people died in this case the bio doors have been left open but the results were the same as for the Estonia once water was on the car deck free surface effect took over causing the ship to capsize various solutions to the problem of free surface effect were tried one of the first were removable bulkheads these partitions reduce the size of the open spaces on the car deck limiting how far water can move but for short journeys they increase loading time another solution sponsons are like huge life belts for boats Boy and boxes that fit around the ship to increased stability but they also increase fuel consumption and they can make the motion of the ship uncomfortable for passengers the eventual solution was far more radical and could only be implemented on brand-new ships it required a substantially different basic hull ship wider and more box like under the water modern car ferries are inherently more stable the adventurer was built in 2003 it's one of the most advanced car ferries operating today and employs a wide and box shipped hull the whole shape does make a ship more stable we are streamlined at the front but as you come towards the middle we're very boxy and just imagine a box in the water you know either end of the box okay the more is gonna rock okay the wider the box are less it will be in the Seaway as well as having an inherently more stable hull the adventurer has been designed with another feature to deal with free surface effect drains or in nautical terms scuppers these drains deal with the problem of water and the car deck in the most effective way possible by getting rid of it the important thing is to keep water off that car deck at all costs what we have essentially is big drain holes the water would go down these drain holes into a big holding tank okay and the pumps would then be started to pump this water out of this tank as the water came in it would be pumped out but in the Harald and Estonia disasters stability was only part of the problem by doors and visors were the other factor the Estonia used a vertically opening by Weiser these are popular at the time but had two weaknesses firstly in heavy weather there's an upward force in the boy visor from the impact of waves and this imposes a huge strain on the hinges the second problem was that the boy visor was directly attached to the car loading ramp behind when the hinges failed on the visor and had fell off the ramp was pulled on and this allowed water to immediately enter the car deck there were no fail-safes it was such a shock to everybody and it was clear that something had to be done that had to be done very quickly indeed part of the solution to these basic problems was to move away from using boy visors most modern car ferries are now constructed using horizontally opening doors the advantage is that waves hitting the doors push them inward rather than upward actually making the structure more solid the second level of protection is to provide a secure watertight bulkhead behind the bar doors on the adventurer this is formed by the car loading ramp it's entirely separate from the doors and once raised is locked in position this ramp went in the fully closed position as it is forms an integral part of the ship's collision bulkhead if the outer hull is breached for example if we were hit by an order ship in the bow area as long as the bow ramp here integrity is not breached it should allow no water ingress onto the cardigan should anything go wrong with the Boyd or arrangement it's vital of the crew knew about it like the Scandinavian star both the Harald and Estonia disasters were made worse by a lack of information the Herald and the Estonia didn't even know what was coming into the deck the adventurer and virtually all modern car ferries are fitted with advanced monitoring systems CCTV and flooding alarms to alert the crew immediately if water is entering the car deck here we have the war detector alarm if any war comes onto the car deck war will flow up into the pipe there's a sensor inside that it takes to war and sets the alarm off both visually and audibly on the whole integrity panel of the bridge so we can immediately if there's war on the cartax back that up with their fish will check on the CCTV CCTV system on the ship comes the whole ship the whole engine room and the whole of the car decks and outside decks it's very very beneficial to us in emergencies if for example the bulk is breached you can see straight away down there if there is water systems like this were introduced after the capsize of the herald they drastically reduced the chance of a vessel leaving port with its doors open and also allow the captain to constantly view the status of the bow doors and car deck whilst at sea virtually all modern car ferries are built with these improvements and it's because of what happened to the herald of free enterprise and the Estonia thanks to these advances in design car ferries are now safer than ever before but ship designers haven't stopped there there's a radical new type of ship that addresses all of the problems faced by car ferries the high-speed catamaran at the moment was traveling from Tulare so Holly had only I received for traveling at 40 knots and the stellar Explorer which is world's largest high-speed catamaran the ferry just 126 metres long powered by forecast sail bands which are equivalents of aircraft engines these four engines produce a staggering 100 thousand horse Park they drive four of the world's largest water jets which between them pump out a hundred tons of water every second this gives the Explorer a top speed of 40 knots it's also hugely stable thanks to the two hulls being set 40 metres apart because it's so wide cars can perform a u-turn inside the ship and enter an accent using stern doors this means it has no buy doors the Explorer is cutting-edge and as every imaginable safety system designed in from the start but this ship has one safety feature that overrides all the rest in case of a collision that damages the hulls it'll stay afloat even when inundated with water and rock the ship which means are taking the bottoms out of both holes and the ship will still float so close to the car dock level which was very safely positioned to be the Explorer can do this because she's very light a result of being designed to operate at high speed [Music] while the Explorer seems to be an ideal solution to the challenges faced by car ferries there's one problem it faces that's extremely difficult to overcome fuel consumption the price with such high speed is reduced fuel economy as a result the high-speed catamaran sometimes only operates at reduced speed [Music] there will always be a demand for the unique service that ferries offer so naval architects keep working to develop the ultimate design in Norway there's a radical new ship that one day may provide a solution the x-bow this is a brand new concept that does not exist in comparison anywhere in the world this futuristic looking design is already in use on commercial ships but may soon be implemented on passenger ships the most important aspect is better heavy weather performance you can actually pass through heavier seas at higher speeds there are two reasons why the design can do this firstly this type of boy has volume much lower dying than a conventional body this means as the ship encounters a with the increase in buoyancy is gradual and constant rather than sudden and rapid as on a traditional ship this makes the vessels motion smoother the second reason is that the axe boy is not flared conventional boys curved eyed at the top the exponent this means energy isn't wasted trying to push webs out of the way so a higher speed can be maintained now also here as the traditional Oscar ball moving in north sea heavy conditions at 12 knots and this is the is the next bow moving in much larger sea states and even higher speeds than compared to this one and you can clearly see the difference in how they encounter the waves now the normal traditional bow always tries to push the water up and away from itself whereas the ills that x-bar tries to go through it in a more smooth way just deflecting water along its side in this footage shot in heavy weather in the North Sea the difference between the two types of ship is apparent the traditional boy is lost in a plume of spray as the acts by almost glides forward the testing models of the new design wasn't all plain sailing so when we first approached the mold test facility they were kind of skeptical to the concept because they believed that this ship would probably go under as soon as a hit away so we found that we wanted to test the boat in a developed high sea state where you encountered a big wave in high speeds so this boat is now moving along at 40 knots hitting a wave at approximately 14 meters and even in this wave and the boat suit survived well and that was a very good day actually one of the primary advantages of the design is that it reduces the slamming effect of waves on the by if you see the grey spot here and here on this vessel those are pressure cells that mr. Bao impact loads and we've seen that the Houston Expo never have any bow impact loads of significance since you don't have that continuous slamming impact you're not exposed to structural damage as compared to a traditional type bow [Music] this is a potential benefit for ferries we have a separate design that we are now developing for ourselves and we know for a fact that load is going to be significantly less than for a conventional fluid bow vessel the design has several other assets for passenger shipping because it's able to operate regularly and heavier whether there should be fewer counselled or delayed ceilings and as the ship is subject to less stress the manufacturers claim that minons costs should be lower and fuel costs will also be reduced because the design moves more efficiently through waves maybe one day all ships will look like this back in Italy the finishing touches are being added to the much more traditional looking ruby princess when all the onboard systems have been successfully tested and the ship is handed over the owners will have a vessel that has been built with knowledge that's been gained over hundreds of years from safety monitoring systems to watertight compartments even the most sophisticated aspects of her design can have their heritage trace back to ships that have sailed before this process of continual improvement will never stop nor should it that's what that's what it's all about although accidents will sometimes still happen naval architects hope that by learning from the tough lessons of the past modern ships will sail safely into the future [Music]

Channel: Spark

Views: 1,859,226

Rating: 4.754137 out of 5

Keywords: boat construction, ship building documentary, ship building construction, cruise ship vacation, built from disaster, cruise ship building documentary, superliner, boat crash, queen elizabeth cruise ship, queen elizabeth, cunard line, sinking ship, cruise ship building, how do they build cruise ships, cruise ship documentary, Engineering, Technology, Science, Spark, science experiment, science documentary, science photography, science explained, built from disaster ships

Id: kr3OAIvgbk8

Length: 47min 45sec (2865 seconds)

Published: Fri May 31 2019

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