Capt.

Ynse Janssens
Definitions
RORO or ro-ro: a ship which has one or more decks
either closed or open, not normally subdivided in any
way and generally running the entire length of the
ship, carrying goods which are loaded and unloaded
normally in a horizontal manner
Definitions
 Air cushion vehicle: a craft manufactered such that the whole or a
significant part of its weight can be supported, whether at rest or in
motion by a continuously generated cushion of air, dependent for its
effectiveness on the proximity of the surface over which the craft
operates
Definitions
 Ferry: a ship carrying passengers, possibly their vehicles and or goods
on a relatively short-distance, regularly-scheduled service
Definitions
 High speed craft: a craft capable of a maximum speed, in metres per
second (m/s), equal to or exceeding 3.7V0.1667 where V = volume of
displacement corresponding to the design waterline (m³)
Definitions
 Hydrofoil boat: a craft which is supported above the water surface in a
non-displacement mode by hydrodynamic forces generated on foils
Definitions
 Passenger car ferry: a passenger or ferry ship which has RORO-access
of sufficient dimensions to allow the carriage of RORO trailers and/or
passengers/cars
Definitions
 Passenger ship: a ship which carry more than 12 passengers
Definitions
 RORO passenger ship: a passenger ship with RORO spaces or special
category spaces as defined by Solas regulation II-2/3
Bow Visor's/Collision Bulkheads - The SOLAS
Regulations Chapter II, 1-10, require vessels built
with a bow visor to have a Collision Bulkhead
incorporated at a set distance from the visor. If the
ramp is not positioned at an adequate distance from
the bow as a collision bulkhead, then the vessel
must have an extra 'Collision Bulkhead' placed more
than 5% of the ships length from the forward
perpendicular. NB: 'The Estonia' had not been built
with this requirement and was one of the last ferries
built under the older classification rules without an
extended Collision Bulkhead. (SOLAS 1974 and the
1981 amendments require extended Collision
Bulkheads up to the bulkhead deck).
Ferry - Characteristics
Possible cargo Characteristics
Trucks Number of cars or
Passengers trucks
Cars Lane length
Trains Height between decks
Trailers Number of passengers
Carrying capacity
Different ro-ro Ferry Types
Short Sea ro-ro vessel RORO conventional
Deep Sea ro-ro vessel Driver Accompanied
RORO Container vessel Vessels
Passenger Car Ferry Drive Through Vehicle
Cruise Ferry Ferries
Ro-pax Catamaran
High Speed Conventional
Ferry (all weather, without Ro-pax Trimaran
wave height restriction) Inland water Ro-pax
Cruise Ferry Water Taxi
Rail Ferry RORO forest Product
Pure Car Ferry Carrier
Heavy Lift RORO
History of ro-ro vessels
Origin of ro-ro principle = military
Need to disembark troops and heavy equipment
without port facilities
Application
WWII Pacific & D-day
Falklands War
Military Landing Craft
Same scope (unit cargo)
Lash & Seabee vessels
Lash = Lighter Aboard Ship
Seabee = Sea-barge, a barge carrier design similar
to "LASH" but which uses rollers to move the
barges aboard the ship; the self-propelled loaded
barges are themselves loaded on board as cargo
and are considerably larger than those loaded on
LASH ships.
Lash
Seabee
 Military applications of the ro-ro
principle
1. Specialist military vessels of varying size with ro-ro
capability

2. Ordinary ro-ro vessels designed as merchant

trading vessels (logistic support)

3. RORO/LOLO vessels: Vessels with a bow

door/ramp providing Roll-On Roll-Off capacity and
an heavy lift deck crane providing Lift-On Lift-Off
capacity
LOLO
RORO/LOLO
Outsiders: Rail ferries
Used to be fairly popular, in the heydays approx. 120
ferries operational
Nowadays they diminished due to factors such as
bridge & tunnel links
Many technical constraints (alignment between ship-
shore)
Multi-deck train ferries were evolved - Garibaldi
Rail ferries
A few rail ferry operations have survived:

- New Zealand (Interislander)

- USA
- Black Sea
- Berlin Night Express
- Copenhagen – Berlin
- Italy - Sicily
Rail ferries
First Rail Ferry - The first Train/Railway Ferry
service in the world, was established~ in 1860 between
Granton and Burnt Island, on opposite banks of the
'Firth of Forth'. This service became obsolete with the
building of the 'Forth Road Bridge'
Garibaldi
Loading rail ferry in NZ
Berlin Night Express – Berlin - Malmö
Italy - Sicily
 Rail ferries
[Link]

[Link]
Stability features for ro-ro/Passenger
ferries
1. The vehicle deck in many designs extends over
virtually all the ships length and breadth.
2. Such decks currently have little in the way of sub-
division and are left unrestricted to permit vehicle
movement.
3. Such open spaces are sealed (or exposed, depending
on your point of view) by bow or stern doors.
4. Any water access to exposed vehicle decks renders
the vessel vulnerable to the effects of massive free
surface,
Loss of watertight integrity
Collision
Grounding
Excessive change of trim
Listing while loading or discharging
Doors being left open when proceeding to sea
(Herald Of Free Enterprise)
Damage to bow or stern doors (Estonia)
Shifting of cargo due to bad weather
Water curtains & sprinkler systems (fire fighting)
Ferries & loading computers
Load indicators are compulsory
Ideally system should be linked with the shore
database to enable fast data transmission on unit
weights & stowage requirements
Cargo details are not always very correct when it
comes to weight & KG => results of the loading
computer sometimes lack absolute accuracy
RORO vessels are high sided vessels => increased
windage factor when at sea
 Example stability RORO vessel
If a typical modem RORO ferry is used as an example,
constructed with three decks, the GM can be compared
with three different load plans.
1. With full cargo load on upper, main and lower hold
decks and with the tank/ballast system operational, an
average GM of 2.18m is achieved.
2. With the same cargo load without tanks filled to an
operational status, the vessel would generate a GM of
1.81m.
3. Where only the upper deck is loaded with cargo (the
two lower cargo compartments being left empty) and
no tanks filled, the ship fails the safe stability criteria
with a negative GM.
Conclusions
1 & 2 are OK
In case 3 GM becomes negative as a consequence
of unprofessional loading techniques and an
inadequate use of the ballast system.
GM should be positive throughout complete
loading cycle
Loading plan indicating the correct use of the
ballast arrangements & partial loading of 2 or
more decks at the same time
Ferry survivability
In the event of loss of water integrity the survival
period of a ferry is reduced compared to other types
of conventional cargo ships
A ferry vessel has the tendency to capsize sooner =
excessive free surface movements
SOLAS "90+50" criteria
SOLAS 90 + 50 criteria
SOLAS 90 – direct consequence of the Herald
of free enterprise. One of the most important
amendments concerns regulation 8 of Chapter
II-1 and is designed to improve the stability of
passenger ships in damaged condition
SOLAS 90+50 or the « Stockholm
Agreement ». More stringent standard than
SOLAS. "+50" refers to the need to meet the
basic criteria with an assumed accumulation of
50 cm of water on the deck.
SOLAS 90 + 50
The ship must retain
a positive stability
even with 50cm of
water on the vehicle
deck
An increased
longitudinal sub-
division will be
necessary (reduction
free surface)
SRTP – Safe Return To Port
IMO MSC: 82nd session at the end of 2006

Set of amendments to SOLAS

One part: SRTP Regulations

Dealing with design criteria for passenger ship systems

to remain operational after a fire or flooding casualty
SRTP – Safe Return To Port
Prevailing SOLAS regulations could not meet
challenges introduced with new passenger ship designs.

Two premises:
- more emphasis on prevention of a casualty from
occuring
- design of ships for improved survivability so
that people can stay safely on board as ship proceeds
to port after a casualty
SRTP – Safe Return To Port
SRTP Regulations II-1/8.1 (flooding), II-2/21 (fire – restricted)
and II-2/22 (fire – extensive)

Explanatory notes: MCS.1 / Circ. 1369

New regulations for defining redundancy criteria for essential

systems of passenger ships with:
- length > 120m
or - 3 or more vertical main fire zones

Regulation into force: 01 July 2010

SRTP – Safe Return To Port
Basic philosophy:

-The ship itself should be the safest place for all

passengers in all situations
-Avoid evacuation as long as possible
-In case of evacuation should time and technical
systems be available executing the evacuation in a good
order
SRTP – Safe Return To Port

Casualty treshold = criteria for maximum damage

(extents leading to safe return to port situation)
SRTP – Safe Return To Port
After a fire or flooding not exceeding the casualty
treshold:

(a)Ship shall be capable to return to port by own power

while
(b)Providing safe areas to accommodate all persons on
board in habitable conditions
and
(c)Having essential safety systems operational
SRTP – Safe Return To Port
SRTP – Safe Return To Port
SAFE AREA

Criteria for location: - not flooded

- outside of the affected MVZ
- access to LSA

MVZ: Main Vertical Zone

SRTP – Safe Return To Port
SAFE AREA

Required services or systems:

- sanitation
- water
- food
- alternate space for medical care
- shelter from the weather
- cooling and/or heating
- light
- ventilation
SRTP – Safe Return To Port
After a fire exceeding the casualty treshold:

(a)The systems shall remain operational for supporting

orderly evacuation and abandonment of the ship
based on the criteria that
(b)Any one main vertical zone is lost due to fire
and
(c)The systems referred to in (a) with LSA and other
arrangements shall be capable of operation for at least 3
hours
SRTP – Safe Return To Port
SRTP – Safe Return To Port
SRTP – Safe Return To Port
SRTP – Safe Return To Port
HSC – High Speed Craft
Many types of vessel fall under the umbrella of
the High Speed Craft Code
Most of these vessels are engaged in ferry
activities
Hydrofoils
Hovercraft
Catamaran
Trimaran
Mono-hull ferries
HSC - Legislation
With the development of many new types of
HSC in the 1980s and 1990s, IMO decided to
adopt new international regulations dealing
with the special needs of this type of vessel. In
1994, IMO adopted the International Code of
Safety for High Speed craft (HSC-code).
Also in 1994, IMO adopted a new SOLAS
chapter X - Safety measures for high-speed
craft
HSC - Legislation
The HSC Code applies to high-speed craft
engaged on international voyages, including
passenger craft which do not proceed for more
than four hours at operational speed from a
place of refuge when fully laden and cargo craft
of 500 gross tonnage and above which do not
go more than eight hours from a port of refuge.
The Code requires that all passengers are
provided with a seat and that no enclosed
sleeping berths are provided for passengers.
HSC - Legislation
A basic aim is to provide levels of safety which
are equivalent to those contained in SOLAS
and the International Convention on Load
Lines, 1966.
A high-speed craft deemed to be in
compliance with the Code is therefore deemed
to be in compliance with:
 SOLAS chapters I to IV and regulation V(12) (Ship
borne navigational equipment).
 ISM and other international conventions
HSC - Legislation
In December 2000, the MSC adopted
amendments to SOLAS chapter X to make
mandatory for new ships the High-Speed Craft
Code 2000.
The 2000 HSC Code updates the 1994 HSC Code
and will apply to all HSC built after the date of
entry into force, 1 July 2002. The original Code will
continue to apply to existing high-speed craft.
HSC - Legislation
Amendments
public address systems
helicopter pick-up areas
Buoyancy
Subdivision
Load line requirements
Dynamic stability
Review of the code every 4 years
HSC - categories
Category «A» craft
Category «B» Craft
Cargo craft class
Maximum speed formula
Category «A»
Defined as any high speed passenger craft,
carrying not more than 450 passengers, operating
on a route where it has been demonstrated to the
satisfaction of the flag or port state that there is a
high probability that in the event of an evacuation,
at any point of the route, all passengers and crew
can be rescued safely with the least:
 Time to prevent persons in survival craft from exposure
causing hypothermia in the worst intended conditions.
 Time appropriate with respect to environmental
conditions and geographical features of the route, or
 Four hours
Category «B»
Defined as any high speed passenger craft other than
a Category 'A' craft, with machinery and safety
systems arranged such that, in the event of damage,
disabling any essential machinery and safety systems
in one compartment, the craft retains the capability
to navigate safely.
Cargo Craft Class
Is defined as any high speed craft other than a
passenger craft and which is capable of maintaining
the main functions and safety systems of unaffected
spaces, after damage in any one compartment on
board.
Maximum Speed Formula
Speed must be equal to, or exceed 3.7 x the
displacement corresponding to the design waterline
in metres cubed, raised to the power of 0.1667 (metres
per sec)
Applicable to most types of craft, corresponds to a
volumetric Froude number greater than 0.45.
Maximum speed
Increasing speed and improving sea-keeping
behaviour of a conventional displacement ship is only
possible to a certain extend
Above this boundary the necessary power will
increase disproportional with the ship speed
How to Achieve Higher Speeds ?
By submerging displacement volume below
the free surface
How to Achieve Higher Speeds ?
By submerging displacement volume below
the free surface
By raising displacement volume above the
free surface
How to Achieve Higher Speeds ?
By submerging displacement volume below
the free surface
By raising displacement volume above the
free surface
By reducing water plane area
 HSC

Monohulls Hydrofoils Hovercraft Multihulls

Catamaran
Round Bilge Hard Chine Deeply Surface Effect Air cushion Small Waterplane
Surface
Semi-Displacement Planing Submerged Ship Vehicle Area Twin Hull
Piercing
Hull Hull Hydrofoil (SES) (ACV) Ship
Hydrofoil
SWATH
Fast Displacement Hulls and High
Speed Monohulls
At low speeds the weight of the ship is entirely
carried by the displaced water (force of
Archimedes)
When speed is increased the bow starts to lift and
the stern to sink => pronounced bow-up trim
If speed is increased further the ships starts to
plane => weight is carried < 50% by Archimedes
and > 50% by a dynamic lift (water is pushed
under the plane) => requires specially developed
hulls
At slow speeds the craft operates on displacement
mode
At high speeds it operates on foilbourne mode
2 types of foils
 Fully submerged
 Surface piercing
Surface Piercing Hydrofoil Fully Submerged Hydrofoil
Volcan De Tauro
« Foil » technology incorporated in the NSMS
system = Navigation and Seaworthiness
Management System
Combination of ;
2 stabilizer fins of 2.5 m2
1 T-foil foreward
1 -foil aft
Foils are fully active and can rotate at 20 rev./sec.
The NSMS controls the complete motion of the
vessel
Retractable foils
In calm water T-foil can be retracted =>
increased speed (1.5 knots)
Once deployed it acts from computer linked
motion sensors => smoother ride, reduced roll,
heave and pitch (tests show motion reduction
in 4, 3 & 2m seas)
Easier maintenance
Greater reliability
Minimised added resistance
Combined with trim tabs, stabilizing fins &
waterjets
Air Cushion Vehicles
An air cushion vehicle raises itself over the water
surface by supplying air pressure between water
surface and the craft
2 types
ACV or Air Cushion Vehicle – Air cushion is enclosed
by flexible skirts made up of many components called
« fingers » - Amphibious
SES or Surface Effect Ships – Air cushion is enclosed by
rigid sidewalls plus bow and stern seals. When the air-
cushion system is not active the ship sails as a
catamaran
Surface Effect Ship (SES) Hovercraft
Catamarans
Very fast
Limited number of crew required to make
them operational (f.i. 24 crew = 800 passengers
or 30 crew = 1.000 passengers)
New concepts for lifesaving appliances as a
direct consequence of the fact that many of the
routes remain in sight of land
No lifeboats
Sometimes no engineer on board
Filled with self-diagnostic systems
Incorporated redundancy
Catamarans
Specialised crew training to suit high speed
operation
Correct and fast operation of MES or MEC is
required
A level of passenger self-help is required to launch
and inflate liferafts seen the low number of crew
members
The HSC code is specific when limiting the range
and operation of the craft and specifies the vessel
must be at all times in a reasonable proximity to a
port of refuge (marine authority of the flag state).
WAT
Mooring alongside a jetty may prove difficult
When launching survival craft the liferaft could end
up between main and side hull
Can retain high speeds in rough seas compared to an
equivalent monohull
Reduced stern wash effects
SWATH
The primary benefit
of the SWATH design
is its stability. Other
benefits include an
increase in useable
space and the
isolation of drive
engine noise and
vibration from the
living spaces.
SWATH ‘Wandelaar’
SWATH ‘Westdiep’
Facts and figures on high speed
craft
The worlds first commercial sea-going
hydrofoil was the 'Freccia del Sole' (1956)
She was built by the Italian shipbuilder,
Rodriquez Cantieri.
Facts and figures on high speed
craft
The worlds 24 hour
endurance record of 1063
nautical miles is held by
'The Villum Clausen‘,
operated by Bornholms
Trafikken, at an average
speed of 44.29 knots on
its delivery from the
Austel yard in Australia
to the Baltic Sea.
Facts and figures on high speed
craft
HMAS 'Jervis Bay' a
converted High
Speed ferry used for
troop transport
Radisson Diamond
Introduction
Docking procedures are compatible with cargo
operations and hull forms.
Mooring operations frequently take place above or
below the main cargo/vehicle deck space in order
that payload capacity can be maximised.
Shaped docks and exact vessel positioning with
positive securing arrangements have made docking
an art.
Stern or bow ramps are required to make a positive
position with the quayside ramp or link span.
The ro-ro port facilities must be compatible to
receive the ferries, at various states of tide,
assuming tidal berths.
Many of the ports will have permanent
moorings and/or additional 'storm moorings'
ready for the vessels immediate use.
However, ropes and wires permit an undesirably
limited amount of movement. This situation has
been somewhat alleviated by the use of ship
borne brackets positioned at the stern to receive
securing clamps or bolts. Once locked in, the
stern is effectively held to prevent sideways
movement, and the bow area is held by tension
winches from the forward mooring deck.
 In the more developed ports, anchors are not
usually employed but they cannot be
excluded as a means of holding the bows of
the ship while a stem ramp is engaged to
load vehicles aft.
 Some of the ports have adapted the principle
of the 'Mediterranean Moor' where quarter
lines are tensioned clear of the ramp and
both anchors are set either side of the bow.
• Stabilizing fins
• Tank systems for stabilizing
Introduction
Stabilizing systems can be found especially in board
of ro-ro’s, ferries and cruise ships
Mainly 2 systems are used; stabilizing fins, internal
stabilizing tanks or a combination of both
A 90% reduction in roll motion can be achieved
Introduction
 Developments in methods of stabilization were
slow and early systems lacked the success of
improved technology.
 A major breakthrough was achieved through the
military research and development activities
from the surface-to-surface, and surface-to-air,
missile programmes. The Royal Navy required
stable platforms for the launch of their 'Sea
Wolf' missiles and other similar products.
Introduction
In the case of ro-ro vessels, with vehicle ramps
and stability tanks, if fitted, often provided an
additional side benefit. Not only could they be
operated at sea in keeping the vessel stable, but
could also be employed when alongside working
with cargo. Some tank systems having the dual
ability to act as an anti-heeling element which
retains the vehicle ramp when deployed, landed in
the required flush position, allowing continued
vehicle access to the ship
Stabilizing fins
2 systems
retractable and non-retractable types
box shaped ro-ro vessels, seem to favour the
retractable fins
Fins are generally quite compact with an area of
between 1.2m2 to as much a, 20m2, for the larger
vessel. They are usually deployed by hydraulic
operation with electric transmission from a bridge
control station
Stabilizing fins
 Roll motion on the vessel is detected by one or
more sensor detectors (gyro‘s) which feed an
output signal to an integrator unit which in turn
determines the energy of the ships roll. This
signal is then amplified and operates the
hydraulic system turning the 'fins'. Feedback
from each of the fins would indicate the amount
tilt being produced. Once the tilt signal equals
the ordered required tilt angle the the pumps
stop.
Retractable
units
 Gyro,
steering
the fins
Non-
retractable
fin
Tank systems for stabilization
 The principle of the operation depends upon the
movement of water lagging behind the movement of
the roll of the ship by approximately 90°. This lag is
achieved by adjusting the rate of water flow in the
second phase of the roll. The overall effect of this
delay is that the water is always flowing 'downhill'
and represents 'kinetic' energy (energy of
movement). The ships roll motion provides potential
energy by lifting the water volume to allow it to flow
downhill. The potential energy is converted in to
kinetic energy which is absorbed, and produces a
damping action on the ships motion.
Related Topics
 Ballast water treatment systems
 Marine pollution oil systems
 Management of ships waste/garbage
 Sewage on board of ferries

See course marine ecology

Introduction
Cargo handling and access equipment is vital to a
quick turn around of vessels sailing on tied schedules
Certain vessels are custom built and their operations
are limited to one terminal – one port
Other vessels are compatible with more facilities
Introduction
Considerations concerning ship-shore interface
Cargo handling (cargo deck must match the port
facilities)
Passenger handling (it must be possible to provide a
gangway)
Stores and provisions
Pilot access
Introduction
Considerations at sea;
Any opening in the hull must not expose the vessel to
water ingress
Cargo must be well stowed to avoid any movement
Overview
Bow visor arrangements
Inner doors
Vehicle ramps
Hull openings
Side access and loading facilities
Linkspans
Freight holding arrangements
Cargo spaces designed for vehicle stowage
Vehicle stowage and securing
Dangerous and hazardous cargo
Different ramps
Bow visor arrangements
2 parts – inner door acting as watertight door
Bow is folding outwards
Hydraulics are used to open and close the
cleatings, extend visor & ramp, operate the flaps
Watertight door is part of the collision bulkhead
Bow entrance => anchor equipment has to be
positioned clear of the access area (set back)
Sliding bow door
Inner Doors
SOLAS Chapter II, Compulsory if the
1-10 ramp is not positioned
at an adequate distance
from the bow as a
collision bulkhead
In this case an extra
collision bulkhead at >
5% from the ships
length from the
forward perpendicular
Vehicle ramps
Cargo flow, securing and handling equipment on
board of a ferry can amount 5% of the lightweight
tonnage
The ships are built to accommodate 6 standard types
of commercial rolling cargo ( military equipment)
(access widths, ramp slopes, clearing heights, lane
length, turning area’s and drive through facilities)
Vehicle ramps
Shore reception facility must be compatible with
the ships facilities
Ramp slopes and break angles will be approx. 1/8
or 1/10 to allow smooth traffic
Floating shorelinks or adjustable linkspans tend
to overcome excessive tidal movement
Some designs open up all the transom of the ship
Other designs use stern quarter ramps
Vehicle ramps
Ramps must meet the design criteria of the
classification society
Ramps are manufactured in steel with « Chevron
pattern » and anti-skid bars
Ramps are operated by twin hydraulic cylinders
Watertight integrity achieved with hydraulic
pressure cleating in conjunction with a rubber
seal and hinge arrangements above the waterline
 Hull openings
Since Herald Of Free Enterprise improved
safety measures (bow-, stern door & side shell
doors)
Open/shut sensors on all doors
Transmission of all the relevant information to the
bridge
CCTV (Closed Circuit Television)
Measures to improve safety procedures for
opening/closing hull access positions
Loading of cargo units
Units are driven in by a « tug »
The unit loadings are landed on a trestle (schraag,
chevalet)
Nearly all of the units are driven in forward and then
turned around inside the vehicle deck area
The last units are driven in backwards
Side loading facilities
Especially for specialized cargo such as pallets or
paper
Different side door types such as;
Sliding
Tilting
Top hinge upward folding type
Hoistable car deck
Hazardous cargo is normally carried on an
exposed upper deck
Normally units (with the exception of
hazardous cargo) do not have to be lashed on
short sea trips, when the weather conditions
are favourable (< 6 Beaufort)
Lashing or not is up to the discretion of the
master
Lashing must comply with the instructions in
the cargo securing manual
No lashing is only possible when the vessel has
a high deck stability in all weather conditions
(stabilizing systems)
 Linkspans and gangways
Connection between ferry and the shore terminal

For people:
 Passenger gangway

For rolling cargo:

 Passivefloating linkspan
 Adjustable linkspan
Adjustable linkspans – used for HS
ferries without a ramp
Passive floating linkspan
Passive floating linkspan
RORO vehicle types -
terminology
 
Drop trailer units Road tanker
Curtain sided trailers Framed container/tank
Semi-trailer without Freight container (20x8x8)
sideboards (drop sides) Freight container (40x8x8)
Semi-trailer with Draw-bar combination (2
sideboards and hood cover units)
Fully enclosed goods Draw-bar combination (3
vehicle units)
Open flat top truck Refrigerated vans
Flat top truck with canvas Low loaders for heavy
covered load machinery
Articulated trailer Adjustable low loader for
exceptional long loads
 Cargo-spaces designated for
vehicle stowage
SOLAS requirements regarding
Ventilation systems
Drainage
Fixed and portable fire extinguishing systems
Detection systems
 Ventilation requirements
If the number of passengers > 36
Powered ventilation system > 10 air changes per hour
If the number of passengers < 36
Powered ventilation system > 6 air changes per hour
Ventilation ducting must be constructed in steel
and should be separated from other ventilation
systems on board
It must be capable of being controlled from
outside the vehicle space
 Ventilation requirements
It must be operable at all times when vehicles are
occupying the specific area’s
The administration may require additional air-
changes when vehicles are being loaded or
discharged (special category spaces)
Ventilation systems must be fitted with rapid
means of shut-down (fire)
Means of monitoring loss or reduction in venting
capacity (data indicated on the navigation bridge)
 Drainage systems
Important => free surface and loss of stability
Fixed pressure system (sprinkler system) => water
accumulation
Scuppers should ensure direct discharge overboard
Special category spaces situated above bulkhead
deck & special category spaces in ro-ro passenger
vessels with positive means to closed the scuppers
by valve action should keep these scuppers open at
sea and this in accordance with the Load Line
Convention
 Drainage systems
The administration may require extra bilge
pumping and drainage facilities (> SOLAS II-1/21)
 Bilge pumping arrangements
All ships are required to have efficient bilge pumping
systems to evacuate water from watertight
compartments
Passenger vessels must have at least 3 pumps
connected to the bilge mains
 Vehicle stowage and securing
ro-ro’s should have a stable deck (stabilizing
systems)
In rough weather lashing is still necessary
Lashing should be supervised by a responsible
officer + at least one competent assistant
Vehicles should be aligned fore and aft
Parking breaks should be engaged and the unit
should be put in gear
 Vehicle stowage and securing
Drop loads should be landed on trestles prior to
being secured by chain or other suitable securing
constraint
All lashing should be completed before leaving
the berth
At sea lashings should be regularly inspected
Vehicles parked on slanting decks should have
the wheels « chocked » + in opposite gear + hand
break + suitable lashing against the incline
 Securing points on road vehicles
Securing point on road vehicles should be
designed for securing the road vehicles to the ship
and should have an aperture capable of accepting
only one lashing. The securing point and aperture
should permit varying directions of the lashing to
the ship’s deck.

The same number of not less than two or not

more than six securing points should be provided
on each side of the road vehicle.
 Securing points on road vehicles
Each securing point on the vehicle should be
marked in a clearly visible colour
Securing points on vehicles should be so located
as to ensure effective restraint of the vehicle by
the lashings
Securing points should be capable of transferring
the forces from the lashings to the chassis of the
road vehicle and should never be fitted to
bumpers or axles unless these are specially
constructed and the forces are transmitted
directly to the chassis
 Securing points on road vehicles
Securing points should be so located that lashings can
be readily and safely attached, particularly where
side-guards are fitted to the vehicle
The internal free passage of each securing point’s
aperture should be not less than 80 mm but the
aperture need to be circular in shape
 Lashing material
Chains should be secured in such a way that in the
event of becoming slack, they are prevented from
becoming detached
They also should be of a type permitting tensioning in
the event of becoming slack
Lashings should only be released once the ship is
secured at the berth
 Lashing material
Lashings are considered to be the most effective at
between 30° and 60° to the deck line
If necessary additional lashing may be required
Crossed lashing should (if possible) not be used as
restraint against tipping
 Lashing material
Lashings should be so designed and attached that,
provided there’s safe access, it is possible to tighten
them if they become slack. Where practicable and
necessary, the lashings should be examined at regular
intervals during the voyage and tightened as
necessary
 Lashing material
Bearing in mind the characteristics of the ship and
the weather conditions expected on the intended
voyage, the master should decide on the number of
securing points and lashings to be used for each
voyage
Wheels should be chocked to provide additional
security in adverse conditions
 Lashing material
Cargo units must be loaded, stowed and secured in
accordance with the ships « cargo securing manual ».
 The cargo securing manual
Compulsory on board of all ships covered by the
SOLAS convention and engaged in the carriage of
all cargoes other than solid and liquid bulk
cargoes
This manual must be made according the
guidelines developed by the IMO
ro-ro’s have to comply the appropriate
requirements but especially with 3.4 of these
guidelines = « supplementary requirements for ro-
ro ships »
 The cargo securing manual
Information contained:
- details of fixed securing arrangements and their locations (padeye,
eyebolts, elephant-feet, …)
- locations and stowage of portable securing gear
- details of portable securing gear including an inventory of items
provided and their strengths
- examples of correct application of portable securing gear on various
cargo units, vehicles and other entities carried on the ship
- indication of the variation transverse, longitudinal and vertical
accelerations to be expected in various positions on board the ship
 The cargo securing manual
This article contains the provisions for securing
arrangements on the ship and on the vehicles, and
the securing methods to be used
Securing points on ship’s deck (arrangements of the
securing points, minimum strength, etc.)
Securing points on road vehicles (see next slide)
Lashings (MBL, attachment, number, etc)
Stowage (problems with suspension systems, releasing
the pressure on the tires, use of jacks, chocking of
wheels, use of gears & parking brakes etc.)
Loading and unloading of cars
Information to stevedores
Preparation of the ship
Parking routines
Lashing of cars
Information to stevedores
Clothes, gloves and
shoes must be clean
to avoid dirtying the
cars interior. All
buttons and zippers
must be covered. No
tools or similar in
pocket
Information to stevedores
Eating, drinking and smoking inside or next to
the cars is not allowed.
The cars may only be moved between parking
areas and the ship.
Passengers are not allowed inside the cars.
Do not open the sunroof and do not turn on
radio equipment.
It is not allowed to remove any protection from
the cars.
It is not allowed using cell phones during
loading/unloading operation.
Information to stevedores
Drawing/marking/dismounting writing on the
cars with any material is forbidden, as well as
attaching stickers to the cars painted surfaces.
Ramps
Ramps and decks must be constructed in such a
way that there is no risk of damaging the cars.
All ramps must have rounded and soft approach
and be at an angle of no more than 8 degrees.
All pillars and other obstacles located close to
cars must be covered with protective material or
marked with zebra tape.
Transverse open space, over which the wheels are
to pass, should never exceed 15 cm (6 inches)
respective 5 cm (2 inches) in height.
Parking routines on board
parking brake is in on-position
transmission is in P-position or first gear
all windows, doors etc. are closed
wiper blades are in rest position
door mirrors are folded inwards
ignition and all electric devices are switched off
key is taken out of ignition and placed on the
passenger seat
Between sides of stowed cars and between cars and a
fixed object 10 cm (4 inches).
Minimum distance between outer mirrors 5 cm (2
inches).
Lengthwise, between lashed cars 50 cm (20 inches) and
between unlashed cars 30 cm (12 inches).
Parking routines
No cars to be parked on the ship’s weather deck.
Stowing should be done according to shipping
lines procedure and be performed in a way that
makes unloading as easy as possible.
No cars should be reversed during unloading.
Cars always to be separated from other cargo.
No cars parked between trailers, machinery etc.
The driver must always be able to open the
drivers door into an open space.
Never park cars with their wheels upon floor
chains, fixed lashing eyelets or any other objects.
Preparation of the ship
All roadways, ramps and decks should be free
from lashings and other material that could cause
damage to the cars.
 All ramps and loading platforms must be
adjusted to fit the measurements of the cars.
Attachment of slings
1. Twistlock (for trailer chassis),
2. Chain lashing,
3. Chain hook-up unit, chain tensioner,
4. Lashing pot, lash weldment, flush star fitting (receives chain
terminated by elephant’s foot),
5. Trailer support jack, trailer spindle support (with ratchet), jack
stand,
6. Wheel chocks,
7. Lashing chain with pneumatic tensioner (operable by impact
wrench or drive pneumatic wrench),
8. Support trestle, trailer horse,
9. Star dome,
10. Turnbuckle, bottlescrew, straining screw,
Only specialised material may be
used
Lashing method
Lashing method
Lashing method
Lashing method
Loading in a standard container
Sometimes the car is to wide for the doors to be
opened in the container
Special equipment is used
Stowage
On deck: preferably in the fore-aft direction
Containers should not extend over the ship’s sides
Containers should be stowed and secured so as to
permit safe access for personnel in the necessary
operation of the ship
Containers should at no time overstress the deck or
hatches on which they are stowed
Stowage
Bottom-tier containers when not resting on
stacking devices, should be stowed on timber of
sufficient thickness, arranged in such way as to
transfer the stack load evenly on to the structure
of the stowage area
When stacking containers, use should be made of
locking devices, cones or similar stacking aids, as
appropriate between them
Securing
All containers should be effectively secured in
such a way as to protect them from sliding and
tipping.
Lashing should preferably consist of wire ropes or
chains or material with equivalent strength and
elongation caracteristics
Timber shoring should not exceed 2 m in length
Lashings should be kept, when possible, under
equal tension
Securing
Wire clips should be
adequately greased
and tightened so that
the dead end of the
wire is visibly
compressed
Securing
Containers should be secured using one of the three
methods recommended in following figures or
methods equivalent hereto:
Securing methods
Medium-weight containers: weight of top container not more
than 70% of that of bottom container
Securing methods
Medium-weight containers: weight of top container may
be more than 70% of that of bottom container
Securing methods
Heavyweight containers: weight of top container may be
more than 70% of that of bottom container
Unit loads
Placed or stacked, and secured by strapping, shrink-
wrapping or other suitable means, on a load board
such as a pallet; or
Placed in a protective outer packaging such as a pallet
box; or
Permanently secured together in a sling
Cargo information
Master should be provided with at least following
information:
- total number of unit loads and commodity to be
loaded
- type of strapping or wrapping used
- dimensions of a unit load in metres
- gross mass of a unit load in kgs
General
Cargo spaces of the ship in which unit loads will be
stowed should be clean, dry and free from oil and
grease
Decks, including tank top, should be flush all over
Cargo spaces should preferably be of a rectangular
shape, horizontally and vertically
Stowing of unit loads
Unit loads should be stowed in such a way that
securing, if needed, can be performed on all sides
of the stow
Unit loads should be stowed without any void
space between the loads and the ship’s sides to
prevent the unit loads from racking
Precautions should be taken when unit loads are
mechanically handled to avoid damaging unit
loads
Block stowage should be ensured and no void
space be left between the unit loads
Stowing of unit loads
When unit loads are stowed and the possibility of
shifting in two or three directions exist, gratings,
plywood sheets or other possibilities should be
positioned vertically to the stack faces of the unit
loads of the non-secured sides of the stow

 Be aware for damaging the corners!!

Stowing of unit loads
Check regularly during the voyage the lashings,
slack lashing should always be retightened
Basic acceleration data
Length of ship = 100 m
Service speed = 15 kn
B/GM  13
Correction factors for length & speed

Length other than 100 m and service speed other

than 15 knots
Correction factors for B/GM  13
Ships with B/GM < 13, correction factor for
transverse acceleration
Introduction
International Maritime Dangerous Goods Code is
applicable
Additionally chemical data sheets as contained in
the tanker safety guides should be consulted
Labelling is important
Trailers or vehicles containing dangerous goods
should be given special consideration when being
loaded (leakage)
Adequate stowage that provides sufficient
ventilation in the event of leakage when in transit
Introduction
The upper deck, exposed to atmosphere, is
recommended as a general rule
Particular attention should be given to the
securing of such transports
Particular attention should be given to the
securing of adjacent units (to avoid snowball
effect)
Not all cargo carried on board of road tankers is
necessarily dangerous but in case of spillage the
content could act as a lubricant and generate
major cargo shifts in bad weather conditions
Introduction
A leaking unit should be refused for shipment
When at sea a hazardous unit is a threat to the
ship’s personnel full information should be sought
(additional information from manufacturer)
Any action must be in accordance with;
Nature of the substance
Emergency actions stipulated in the carriage
instructions
SOLAS regulation 54
A separation shall be provided between a closed
ro-ro cargo space and the weather deck. The
separation shall be such as to minimise the
passage of vapours and liquids between such
spaces
Alternatively, separation need not be provided if
the arrangements of the closed ro-ro space are in
accordance with those required for the carriage of
dangerous goods on the adjacent weather deck
Documentation for shipping of
dangerous goods
Correct technical name to be used (no trade
names)
Signed certificate or declaration that the
shipment is correctly packed, marked, labelled
and in proper condition for shipment
The person responsible for stuffing a container
with dangerous goods must provide a signed
container packing certificate
In case of not complying with the above the unit
should be refused for shipment
Documentation for shipping of
dangerous goods
Dangerous goods manifest
Detailed stowage plan (class and location of the
dangerous goods on board)
In case of marine pollutant, the signed shipping
documents must state that the parcel offered is a
marine pollutant and is in proper condition for
carriage by sea
Marine Pollutant
Definition: Means a substance which presents a
hazard to the marine environment and is identified in
the IMDG Code as a marine pollutant
Transport of harmful substances in packaged form is
regulated by Marpol Annex III
Marine pollutant
The regulations were developed in order to identify
marine pollutants so that they could be packed and
stowed on board ship in such a way as to minimise
accidental pollution as well as to aid recovery by using
clear marks to distinguish them from other (less
harmful) cargoes.
IMDG code
The IMDG Code was first adopted by IMO in 1965
and lists hundreds of specific dangerous goods
together with detailed advice on storage,
packaging and transportation.
The amendments extending the Code to cover
marine pollutants, which entered into force in
1991, added the identifier "marine pollutant" to all
substances classed as such.
Marine Pollutant
All packages containing marine
pollutants must be marked with a
standard marine pollutant mark.
Marine
pollutant
 Hazard to
Hazard
human
to
Damage health by Reduction
Bioaccumulation human
to living skin & eye of
and tainting health
resources contact amenities
by oral
and
intake
inhalation

+ -> 0 0 -> 5 0 -> 4 0, I or II 0 -> XXX

Shipping documents for each
article must include
The proper shipping name
The class when assigned and the division of the
goods
The UN number
The packaging group for the substance carried
under a 'Not Otherwise Specified' (N.O.S.)
notation or other generic entry which may include
the possibility of the assignment of more an one
packaging group
For 'Class 7', radio active materials only, the
Class 7 schedule number
Any empty or packages containing residual
dangerous goods must be marked by the words
'EMPTY UNCLEANED' or 'RESIDUE-LAST
CONTAINED', before or after the proper
shipping name of the substance.
Where dangerous goods waste (except radio
active waste) is being transported for disposal,
the proper shipping name should be preceded
by the word 'WASTE'
The number and type of packages together
with the total quantity of dangerous goods
covered by the description.
The minimum flashpoint if 61° or below (°C
closed cup test), or other additional hazard
which is not communicated in the description
of the dangerous goods.
The identification that the goods are 'MARINE
POLLUTANTS' and when declared under an
N.O.S., or generic entry, the recognised
chemical name of the marine pollutant in
parentheses.
For class 4.1 self-reacting substance or a class
5.2 organic peroxide, the control and
emergency temperatures, if applicable
 Additional information is required where
special classes of dangerous goods are
carried and this information is applicable for:
 All 'Class 1' goods, gases, Infectious substances,
Radio-active materials, certain substances in
Class 4.1 which may be exempt from display of an
explosive subsidiary label and certain organic
substances which are also exempt from displaying
the explosive subsidiary label.
Package requirements for
dangerous goods
All dangerous goods intended for carriage by sea
must conform to the specifications and performance
tests as recommended by the IMDG code.
Packaging must be:
Well made and in good condition
Sealed to prevent leakage
Packaging material should not be adversely effected
by the substance contained within it. If necessary, it
should be provided by an inner coating capable of
withstanding ordinary risks of handling and carriage
by sea
Where the use of absorbent material or cushioning
material is employed, that material shall be:
 Capable of minimizing the dangers to
which the liquid may give rise.
 So disposed as to prevent movement and ensure that the
receptacle remains surrounded.
 Where reasonably possible, of sufficient quantity to
absorb the liquid in the event that breakage of the
receptacle occurs.
When filling packages / receptacles with
liquids, sufficient ullage should be left to allow
for expansion which may be caused by rises in
temperature.
Gas Cylinders for gases under pressure must be
adequately constructed and tested, maintained
and correctly filled. When pressure may
develop in a package by the emission of gas
from the contents due to a rise in temperature,
such a package may be fitted with a vent,
provided that the gas emitted will not cause
danger in any form to the surrounding
Intro
Ferry’s and cruise ships are continuously
increasing in size
When the number of passengers increases so does
the number of crew
Crew consists mainly out of hotel staff with very
little or no experience in emergency matters
=> relatively the number of suitable well trained
crew members decreases
Intro
The actual evacuation systems are adequate but
« time » is the limiting factor
A MES-system (MES = Marine Escape System) can
evacuate 600 persons per hour which is a lot but in
certain conditions far from sufficient
Intro
MES system are tested in
Sheltered conditions
Daylight
Motivated crew  shocked passengers
Solution: keep the ship longer afloat – How, is
another problem.
[Link]
senger-ship-operator-onboards-viking-lifecraft/
Introduction
The risk of fire on board of a ferry must be considered
to be greater than when compared with other types of
vessels.
High throughput of passengers (not trained)
Passengers traveling with their own car (increased risk
of fire in the garages)
 Crew must be vigilant, well trained.
 Crisis management is critical
Introduction
Sometimes dangers are not always so visible
f.i. The Scandinavian Star – Toxic fumes given
off from burning material
Principles of fire fighting are off course also
applicable on board of ferries and passenger
ships.
Different with other ships is that the
passengers have to be convinced that:
The crew is well trained, prepared, organised and
disciplined
That the ship is well equipped
That the management is able to cope with every
possible situation
Introduction
If the passengers are impressed and confident about
their own safety and that they are in good hands
despite the fire => this will avoid panic
It must be considered virtually impossible to regain
crowd control once that crowd has lost confidence in
the crew and are in a state of panic
Fire fighting difficulties aboard ro-
ro vessels
ro-ro’s are fitted with very large garage vehicle/decks
Huge quantities of suffocating gas + area’s that are
difficult to seal off
Water drenching systems => free surface problems
Accessibility of the garages for the fire fighters
 Fouling the fire hoses
 Fouling the life lines
Fire fighting difficulties aboard ro-
ro vessels
The atmosphere is often harmful due to burning
synthetic materials (not classified as dangerous
material)
Impossible mix all different kind of dangerous goods as
cargo on board of the trailers
Every car or truck is had a certain quantity of gasoil or
gasoline on board
Once the fire has taken hold => tires deflate and
lashings slack => units come adrift and create a possible
domino effect
Fire fighting difficulties aboard ro-
ro vessels
When fire fighting with water the decks become
slippery especially when they are greasy and dirty
In case of open decks the possibility of hazardous goods
(IMDG-cargo) must be considered
 Attack the fire from an upwind position, this position is
sometimes difficult to attain
 The possibility to jettison cargo (extreme actions)
Fire protection regulations
Backbone is of course SOLAS, see course safety - fire
fighting.
We will have a look at:
Sprinkler systems
CO2 total flooding systems
Automatic sprinkler fire protection
systems
Every passenger ship carrying > 36 persons shall be
equipped with:
Automatic sprinkler
Fire detection
Fire alarm system
An automatic sprinkler system must be capable of
of immediate operation at all times without
action by the crew
Automatic sprinkler fire protection
systems
The system must be capable of providing an
automatic visual and audible alarm and one or
more indications when any sprinkler comes into
action.
Any fault in the system must be monitored
On board of a passenger ship the system must
indicate the location of any fire outbreak and the
monitoring equipment must be centralised on the
bridge or a main fire control station.
CO2 total flooding systems
Requirements for machinery spaces, cargo spaces
containing motor vehicles with fuel in tanks and
closed RORO spaces.
All protected spaces must be provided with
means of closing all openings
Automatic audible alarm before release of gas
Provisions must be made to prevent inadvertent
activation of the system
CO2 total flooding systems
When CO2 is used in closed ro-ro spaces the
quantity of gas available must be 45% of the
largest cargo space capable of being sealed
At least 2/3 of the required gas must be
introduced within 10 minutes (cargo spaces with
cars with fuel in their tanks)
In case of an engine room, 85% of the gas must be
delivered within 2 minutes
Symptoms after breathing CO2
Watertight doors
Virtually all ships have 1 watertight door situated
between the shaft tunnel and the engine room.
Ferries have many such doors, positioned at
strategic deck levels to reduce the flooding risks
A watertight door  weather tight door
A weather tight door varies in design and is
usually manually operated.
Watertight doors must be tested weekly
Test must be noted in the logbook
Watertight doors
Every watertight door of the sliding type must be
capable of being manually opened from both sides
of the door and from an accessible position above
the door.
The operating gear for a W/T door into the ER
should be fitted outside the ER.
The local operation of W/T doors should be
capable of being operated from both sides of the
door.
Watertight doors
W/T doors should operate with up to a 15° list
Means must be provided at the remote position to
indicate when the sliding door is closed
Automatic water-based local
extinguishing system
Compulsory on board of passenger and ro-ro
vessel > 500GT with category «A» machinery
spaces
High risk area’s to be protected by spray nozzles
include boiler fronts, above bilges and tank tops
where oil fuel is likely to spread, oil fuel units like
purifiers and clarifiers, hot fuel pipes near exhaust
systems or similar heated surfaces
Additionally the machinery space should be
provided with at least 2 suitable water-fog
applicators
Emergency Control Rooms
Positioned in open deck areas and contain remote
operations for the control of W/T doors, drenching
systems for vehicle decks, CO operation controls,
fireman’s outfits, waterfog systems, together with
bulkhead mounted plans for critical operational needs
of the vessel