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SUB-COMMITTEE ON HUMAN ELEMENT, TRAINING AND WATCHKEEPING 5th session Agenda item 3

HTW 5/3/6/Add.1

5 April 2018 Original: ENGLISH

VALIDATED MODEL TRAINING COURSES

Draft new model course on Passenger safety,

cargo safety and hull integrity training

Note by the Secretariat

SUMMARY

Executive summary: This document provides the draft new model course on Passenger safety, cargo safety and hull integrity training

Strategic direction, if applicable:

1

Output: 1.3

Action to be taken: Paragraph 2

Related documents: HTW 5/3/6

General 1 The draft new model course on Passenger safety, cargo safety and hull integrity training referred to in document HTW 5/3/6 is set out in the annex. Action requested of the Sub-Committee 2 The Sub-Committee is invited to consider the draft new model course on Passenger safety, cargo safety and hull integrity, as set out in the annex, together with the report of the Review Group, as set out in document HTW 5/3/6, and take action, as appropriate.

***

HTW 5/3/6/Add.1 Annex, page 1


ANNEX

DRAFT NEW IMO MODEL COURSE ON PASSENGER SAFETY, CARGO SAFETY AND HULL INTEGRITY TRAINING

Model Course X.XX

COURSE ON PASSENGER SAFETY,CARGO SAFETY AND HULL INTEGRITY TRAINING

2018 Edition



ACKNOWLEDGEMENTS This course on Passenger safety, cargo safety and hull integrity training was developed by Maritime Industry Authority, Philippines. IMO wishes to express its sincere appreciation to the Maritime Industry Authority, Philippines for their provision of expert assistance and co-operation in the development of this model course.



Foreword

[To be inserted by the Secretariat] KITACK LIM Secretary-General



Table of Contents

Introduction 5

Part A: Course Framework

7

Part B: Course Outline and Timetable

12

Part C: Detailed Teaching Syllabus

15

Part D: Instructor Manual

21

Part E: Evaluation and Assessment

68

Appendices

Appendix I – Case Study

Appendix II - Exercises



Introduction

Purpose of the model courses The purpose of the IMO model courses is to assist maritime training institutes and their teaching staff in organizing and introducing new training courses or in enhancing, updating or supplementing existing training material where the quality and effectiveness of the training courses may thereby be improved. It is not the intention of the model course programme to present instructors with a rigid "teaching package" which they are expected to "follow blindly". Nor is it the intention to substitute the instructor’s presence with audio-visual or "programmed" material. As in all training endeavors, the knowledge, skills, competence and dedication of the instructors are the key components in the transfer of knowledge and skills to trainees. The educational systems and the cultural backgrounds of trainees in maritime subjects vary considerably from country to country. For this reason the model course material has been designed to identify the basic entry requirements and trainee target group for each course in universally applicable terms, and specify clearly the technical content and levels of knowledge and skill necessary to meet the intent of IMO conventions and related recommendations. This is the first manual written for this mode course. In order to keep the training programme up to date in future, it is essential that users provide feedback. New information will facilitate the provision of better training for persons involved in the assessment, examination and/or certification of seafarers. Information, comments and suggestions should be sent to the Head, Maritime Training and Human Element, IMO.

Use of the model course To use the model course effectively, instructor should review the course plan and detailed syllabus, taking into account the information on the entry standards specified in the course framework. The actual level of knowledge and skills and the prior technical education of the trainees should be kept in mind during this review, and any areas within the detailed syllabus which may cause difficulties, because of differences between the actual trainee entry level and the level assumed by the course designer, should be identified. To compensate for such differences, instructors may delete from the course, or reduce the emphasis on, items dealing with knowledge or skills already attained by the trainees. Instructors should also identify any academic knowledge, skills or technical training which the trainees may not have acquired prior to undertaking the course. By analyzing the detailed syllabus and the academic knowledge required to allow training in the technical area, instructors could develop an appropriate pre-entry course or, alternatively, insert the elements of academic knowledge required to support the technical training elements concerned at appropriate points within the technical course. Adjustment of the course objective, scope and content may also be necessary if within the respective maritime industry the trainees completing the course are to undertake duties which differ from the course objectives specified in the model course. Within the course plan, the course developers have indicated an assessment of the time that could be allotted to each learning area. However, it must be appreciated that these allocations assume that the trainees have fully met all the course entry requirements. Instructors should



therefore review these assessments carefully and may need to re-allocate, as necessary the time required to achieve each specific learning objective.

Lesson Plans Having adjusted the course content to suit the trainee intake and any revision of the course objectives, instructors should draw up lesson plans based on the detailed syllabus. The detailed syllabus contains specific references to the textbooks or teaching material proposed for use in the course. Where no adjustment to the learning objectives of the detailed syllabus has been found necessary in, the lesson plans may simply consist of the detailed syllabus with keywords or other reminders added to assist instructors in the presentation of the material.

Presentation The presentation of concepts and methodologies must be repeated in various ways until instructors are satisfied that the trainee has attained each specified learning objective. The syllabus is laid out in learning-objective format and each objective specifies what the trainee must be able to do as the learning outcome.

Implementation For the course to be effective, considerable attention must be paid to the availability and use of:

• properly qualified instructors

• relevant support staff

• teaching and other spaces

• appropriate equipment and teaching aids

• textbooks, technical papers, etc

• other relevant reference material Thorough preparation is the key to the effective and successful implementation of the course. IMO “Guidance on the Implementation of IMO Model Courses,” deals with this aspect in some detail. In certain cases, the requirements for some or all of the training in a subject area are covered by another IMO model course. In these cases, the specific part of the STCW Code which applies is given and the user is referred to the other model course.



Part A: Course Framework

Scope This model course aims to meet the mandatory minimum requirements for the training of personnel in Passenger safety, cargo safety and hull integrity training onboard RO-RO passenger ships., as specified in the STCW Code Section A-V/2, paragraph 5.

Objective The objective is to provide trainees with guidance and information to gain knowledge, understanding and proficiency (KUP) required to achieve the objectives of the learning outcomes to demonstrate their competence in Passenger safety, cargo safety and hull integrity training in accordance with Section A-V/2 paragraph 5 of the STCW Code. The trainee should be able to demonstrate the ability to:

manage loading and discharging cargo operations;

apply any special safeguards, procedures and requirements regarding the carriage of dangerous goods on board ro-ro passenger ships;

apply provisions of the Code of Safe Practice for Cargo Stowage in securing cargoes

analyze stability and trim prior and after damages occur;

monitor opening, closing and securing operations of doors and ramps; and

monitor RO-RO deck atmosphere.

Entry Standard Entry to the course is open to masters, chief engineer officers, chief mates, second engineer officers and every person assigned immediate responsibility for embarking and disembarking passengers, for loading, discharging or securing cargo, or for closing hull openings on board RO-RO passengers ships.

Course Certificate On successful completion of the requirements of the course, documentary evidence shall be issued certifying a holder's acquisition of the mandatory minimum requirements and competence as prescribed in Regulation V/2 paragraph 9 of the STCW Convention, as amended.

Course Intake Limitation The maximum number of trainees attending each session will depend on the availability of instructors, equipment and facilities available for conducting the training. The number should not, at any time, exceed that which will allow sufficient opportunity for each trainee to have adequate practical instruction in procedures for the proper use of systems and equipment.

Staff Requirements The following are the minimum qualifications recommended for instructors delivering this course, based on the STCW Code.



The instructor in charge should:

.1 have experience with the procedures established for the ships; and

.2 Instructor and assessors should be qualified in providing direct services to passengers in passenger spaces and have appropriate training in instructional techniques and assessment methods (STCW Code Section A-I/6).

Assessment In determining the achievement of required competence, the assigned assessor shall be guided by the Learning Outcomes stipulated in the Detailed Teaching Syllabus and the assessment tasks enumerated in the Assessment Plan.

Teaching Facilities and Equipment For tutorial sessions an ordinary classroom or lounge, messroom or cinema aboard should be provided for instruction. An overhead projector and audio visual equipment for videos may be required. E-training may also be appropriate if acceptable to the Administration. Aspects of the practical training required by the regulations are considered ship specific. Therefore, whilst the theory could be conducted virtually or in a classroom or lecture room ashore, practical training may need to be held on board ship or at an appropriate shoreside facility to ensure that those being trained become proficient in handling situations onboard the ship on which they will perform their duties

Teaching Aids (A) A1 Instructor’s Manual

A2 Visual Presentation

A3 IMO-approved symbols and safety signs and symbols

A4 Ship Plans ( General Arrangement Plan, Damage Control Plan Cargo Hold Plan,

Capacity Plan, Off Set Plan )

A5 Manuals/Code:

IMDG Code

Code of Safe Practice for Cargo Stowage and Securing

Cargo Securing Manual for a RO-RO Passenger Ship

Sample of Damage Stability Booklet

A6 Exercise Sheets for all practical activities

A7 Hand-outs

Note: Multi-media training aids such as Videos, CD-ROMs, Computer Based Training (CBT) may be used as deemed fit by Instructors when presenting this course.

IMO References (R)

R1 International Convention on Standard and Training for Certification and Watchkeeping (STCW), 1978, as amended,

R2 International Maritime Dangerous Goods Code (IMDG Code), (latest edition)



R3 International Maritime Organization, Guidelines for damage Control Plans–

R4 International Maritime Organization Code of Safe Practice for Cargo Stowage and Securing, 1992.

R5 IMO Resolution A.489 (XII). Safe stowage and securing of cargo units and other entities in ships other than cellular contained ships

R6 IMO Resolution A.533 (13). Elements to be taken into account when considering the safe stowage and securing of cargo units and vehicles in ships

R7 International Maritime Organization, Guidelines for Damage Control Plans and Information to the Master , MSC1/Circ.1245, 29.October 2007

R8 IMO Resolution A.581 (14). Guidelines for securing arrangements for the transport of road vehicles on RO-RO ships

R9 International Maritime Organization, Revised Guidelines on Evacuation analysis for new and existing Passenger Ships - MSC.1/Circ.1533 - 6 June 2016

R10 International Maritime Organization, Passenger Safety Damage stability of cruise passenger ships: Enhanced damage control plans MSC 93/6/12 , 11 March 2014

R11 IMO Resolution MSC.12 (56) (Annex), “Amendments to the International Convention for the Safety of Life at Sea, 1974: Chapter II-1 – Regulation 8”, adopted on 28 October 1988.

R12 MSC/Circ. 574, “The Calculation Procedure to Assess the Survivability Characteristics of Existing RO-RO Passenger Ships when using a Simplified Method Based upon ResolutionA.265 (VIII), 3 June 1991.

R13 International Maritime Organisation (IMO), “Regulation on Subdivision and Stability of Passenger Ships (as an Equivalent to Part B of Chapter II of the 1974 SOLAS Convention)”,IMO, London, 1974. This publication contains IMO Resolutions A.265 (VIII), A.266 (VIII), and explanatory notes.

R14 IMO Resolution 14, “Regional Agreements on Specific Stability Requirements for RO-RO Passenger Ships” – (Annex: Stability Requirements Pertaining to the Agreement), adopted on29 November 1995.

R15 IMO Resolution 14, “Regional Agreements on Specific Stability Requirements for RO-RO Passenger Ships” – (Appendix: Model test method), adopted on 29 November 1995.

R16 Maritime Safety Committee - Design Guideline and operational recommendation for ventilation systems in RO-RO spaces – MSC/Circ.729

R17 International Maritime Organzation, MSC 267(85), adopted 4.December 2008 – Adaption of the international Code of intact stability 2006 (2008 IS Code), Part A - Ch.3 Special Criteria for certain ship types -3.1 Passenger Ships

Part B Ch.4, Stability calculation performed by stability instruments – 4.1 – Stability Instruments

Part B Ch.7,(7.1 - 7.9) Consideration of watertight and weathertight integrity

R18 International Maritime Organization – Annex 18, Resolution 362(92) adopted June 14 2013, Revised Recommendation on a standard method for evaluating Cross Flooding arrangements

Textbooks and other references (T)



Note: Textbooks may be used as deemed fit by Instructors.

Bibliography (B)

B1 Crises and the Media Seminar. (latest edition). Seminar Report on Crises and the Media No. 2.Easingwold: Emergency Planning College.

B2 Emergency Planning College. (latest edition). A Digest of Some Well Known Disasters No.8. Easingwold: Emergency Planning College.

B3 Emergency Planning College. (latest edition). Lessons Learned from Crowd-related Disasters No.4. Easingwold: Emergency Planning College.

B4 Emergency Planning College. (latest edition). Conference: Problems Associated with Large Scale Evacuations No. 5. Easingwold: Home Office Emergency Planning College.

B5 Emergency Planning College. (latest edition). Crisis in a Complex Society No.7.Easingwold: Home Office Emergency Planning College.

B6 Flin, R. H. (latest edition).Sitting in the Hot Seat: Leaders and Teams for Critical Incident Management. Chichester: Wiley.

B7 Scanlon, J. (latest edition). Disaster Preparedness: Some Myths and Misconceptions No. 6. Easingwold: Emergency Planning College.

B8 Rhodes, M.A Ship Stability for Mates/Master Seamanship International Ltd. Anvil Publishing, Inc.

B9 Guidelines for damage control plans InspectieLeefomgevingen Transport Ministerie van Infrastructururen Millieu, Netherlands, Version1, 16-05-2006

B10 Bureau Vertias, Safety of RO-RO Passenger and Cruise Ships,January2016 – NI 388, Revision 11

B11 Turan, O Crisis Management – University of Strathclyde, Engineering

B12 Carl T. F. Ross, Simon Stothard, and Andrew Slaney – Damage Stabiity Characteristics of Model RO/RO Ferries – Marine Technology, Vol 37 2000, page 57-63

B13 J Gullaksen, A Practical Guide to Damage Stability Assessment - Regulation of Damage Stability, Witherby Seamanship- Livingston UK

B14 Eric Vanem/Rolf Skjong Collision and Grounding of Passenger Ships – Risk Assessment and Emergency Evacuations DNV Research

B15 Georgios Vavourakis, Deterministic framework for damage stability, TrainMos II

B16 Eric Tupper, Introduction to Naval Architecture, Third edition1996 - reprinted 2002, Butterworth - Heinemann, imprint of Elsevier Science - Oxford

B17 InspectieLeefomgevingen Transport, 574 - The calculation procedure to assess the survivability characteristics to existing RO-RO passenger ships when using simplified method based upon Res.A.265(VIII), version 1, 06-01-2009, published date 7.03.2017, Netherlands

B18 MaciejPawlowski, Survival Criteria for Passenger Roll-On/Roll-Off Vessels and Survival Time, Marine Technology, Vol 44, No1, January2007, page 27-34

B19 Prof. Dracos Vassalos& Prof. Apostolos Papanikolaou, Stockholm Agreement – Past, Present & Future (Part I), he Ship Stability Research Centre, Department of Ship and Marine Technology, Glasgow, UK National Technical University of Athens, Ship



Design Laboratory, Greece

B20 Robert Bronsart - Ship Safety - Damage Stability Roll Motions in Waves - University of Rostock, No.2013, version 1.0

B21 Robert D.Tagg – Damage Survivability for Cargo Ships, SNAME Transaction, Vol 90 – 1982, pp 26-40

B22 UK P&I Clubs – Car Matters - Car Carriers, RO-RO and Ro-Pax Ship Safety – A Guide for Crew

B23 RoberTagg- Proceedings of the 14thInternational Ship Stability Workshop Comparison of survivability between SOLAS 90/95 and SOLAS 2009ships - A retrospective view 10 years on from project HARDER–

B24 Dr.C.Barrass – Ship design and performance for masters and mates , Elsevier . Butterworht Heineman ,2004, page 40 – 51

B25 Henrik Eichsen – Small Ro/Pax Vessel Stability Study

B26 MACGREOGOR – Technical Information RORO – Quarter Ramp/Doors



Part B Course Outline and Timetable

■ Course Outline

The course comprises lectures, demonstrations and simulator exercises. The outline below identifies the main areas of the course and the approximate time that should be allocated to each activity of teaching. Learning Objective format is used in the Detailed Teaching Syllabus given in Part C; the outline below is a summary of the course material. The numbering system used below reflects that of the Detailed Teaching Syllabus. In the following table all lesson times are given in hours for lectures, demonstrations and simulator exercises, for indicative purposes. Durations given in bold type are the totals for each section.

Subject Area Time Allotment (Hours)

Theoretical Demonstration/ Practical work

Course Introduction

0.5 -

1. Loading and embarkation procedures

1.1 Design and operational limitation of RO-RO passenger ships

1.2 Procedures established for the ship regarding:

1.2.1 Loading and discharging vehicles, rail cars and other cargo transport units, including related communications

1.2.2 Lowering and hoisting ramps

1.2.3 Setting up and stowing retractable vehicle decks

1.2.4 Embarking and disembarking passengers, with special attention to disabled persons and persons needing assistance

0.5

1.0

-

1.0

2. Carriage of dangerous goods

2.1 Special safeguards, procedures and requirements regarding the carriage of dangerous goods on board RO-RO passenger ships

0.50 -

3. Securing cargoes

3.1 Apply correctly the provisions of the Code of the Safe Practice for Cargo Stowage and Securing to the vehicles, rail cars and other cargo transport units carried

0.5 -



3.2 Use properly cargo-securing equipment and materials provided, taking into account their limitations

4. Stability, trim and stress calculations

4.1 Stability and stress information

4.2 Stability and trim for different conditions of loading, using the stability calculators or computer programs

4.3 Load factors for decks

4.4 Effects of ballast and fuel transfers on stability, trim and hull stresses

0.5

0.5

0.5

0.5

0.5

3.0 - -

5. Opening, closing and securing operations of doors and ramps

5.1 Procedures established for the ship

5.1.1 Opening, closing and securing of bow door, stern door, side doors, ramps and watertight doors by correct operation of the associated control systems

5.1.2 Survey on proper door sealing

0.5 4.5

6. RO-RO deck atmosphere

6.1 Equipment used for monitoring atmosphere in RO-RO cargo spaces

6.2 Procedures established for the ship for ventilation of RO-RO cargo spaces during loading and discharging of vehicles while on voyage and in emergencies

0.5

0.5

0.5 -

Sub-total Hours 6.5 9.5

Total Training Hours 16.0

Note: The number of hours for assessment shall be determined by the training providers as maybe required by the Administration



■ Course timetable

Period Day 1 Day 2

1st (2Hrs.)

Course Introduction 1. Loading and embarkation

procedures

4. Stability, trim and stress calculations (Cont.)


2nd (2Hrs.)

1. Loading and embarkation procedures (Cont.)


3. Securing cargoes

5. Opening, closing and securing operations of doors and ramps (Cont.)

LUNCH BREAK

3rd (2Hrs.)



4th (2Hrs.)

4. Stability, trim and stress calculations (Cont.)



Note: Care should be taken when indicating the total hours for the model course and each subject presented in a model course. The approval of a detailed timetable is best left to Administrations based on their understanding of the trainees" knowledge and skills, the class size and the resources available to each training provider (MSC-MEPC.2/Circ.15).



Part C: Detailed Teaching Syllabus The detailed teaching syllabus indicates the contents of the course and appropriate references and teaching aids.

■ Learning objectives The detailed teaching syllabus has been written in learning objective format in which the objective describes what the trainee must do to demonstrate that knowledge has been transferred. This teaching and assessment format is a tool to express:

The depth of understanding of a subject and the degree of familiarization with a subject on the part of the trainee.

What capabilities the trainee should really have and be able to demonstrate. Instructors are encouraged to impart learning in an 'objective-related' manner instead of a 'material-related' manner. In this context, all objectives are understood to be prefixed by the words. 'The expected learning outcome is that the trainee is able to...' To indicate the degree of learning outcome of this course, the learning objectives for the Detailed Teaching Syllabus can be classified in three 'dimensions':

C (cognitive)

A (affective)

P (psycho-motor)

■ References and teaching aids In order to assist Instructors, references are shown against the learning objective to indicate IMO references and publications, bibliographies, textbooks and other references, as well as additional teaching aids which Instructors may wish to use when preparing course material listed in the course framework. The following notations and abbreviations are used:

R IMO reference T Textbook and other references B Bibliography A Teaching aid Ap. Appendix An. Annex Ch. Chapter p. Page Para. Paragraph Sc. Section

The following are examples of the use of references: "R1-Reg V/2 "refers to regulation V/2 of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, STCW Convention, 1978 as amended. "A1" refers to the instructor manual in Part D of this model course.



Knowledge, understanding and proficiency

IMO Reference

Textbooks Bibliography

Teaching Aid

Course Introduction



.1 describe the design and operation limitation of RO-RO passenger ships

1.2 Procedures established for the ship regarding:

1.2.1 Loading and discharging vehicles, rail cars and other cargo transport units, including related communications

.1 explain the procedures in loading and discharging vehicles, rail cars and other cargo transport units

.2 explain the importance of using closed-loop communication style during loading and discharging operations


.1 explain established procedures in lowering and hoisting a ramp

.2 lower and hoist ramp in a safe manner in accordance with established procedures

1.2.3 Setting up and stowing retractable vehicle decks

.1 explain the procedures in setting up and stowing retractable vehicle decks

.2 set up and stow retractable vehicles decks


.1 explain the procedures in providing safe access in embarking and disembarking the passengers, with special attention to persons with disability and persons needing assistance

.2 embark and disembark passengers with special attention to disabled persons and persons needing assistance

R4, R6, R9, R13,R14, R15

B8, B9, B12 vol. 37 200 p. 57-63, B13, B14, B18 vol. 44 no.1 p.27-34

A2, A4, A5, A7




IMO Reference


Teaching Aid


2.1 Special safeguards, procedures and requirements regarding the carriage of dangerous goods on board RO-RO passenger ships

.1 explain the special safeguards, procedures and requirements regarding the carriage of dangerous goods on board RO-RO passenger ships

.2 apply any special safeguards, procedures and requirements regarding the carriage of dangerous goods on board RO-RO passenger ships

R1,R2,R4,R5

A2, A4, A5, A6, A7

3. Securing cargoes

3.1 Apply correctly the provisions of the Code of the State Practice for Cargo Stowage and Securing to the vehicles, rail cars and other cargo transport units carried

.1 explain the provisions of the Code of the Safe Practice for Cargo Stowage and Securing to the vehicles, rail cars and other cargo transport units carried

.2 apply the correct provisions of the Code of the Safe Practice for Cargo Stowage and Securing to the vehicles, rail cars and other cargo transport units carried

3.2 Use properly cargo-securing equipment and materials provided, taking into account their limitations

.1 explain the use of cargo-securing equipment and materials provided to secure vehicles, rail cars and other transport units carried

.2 use cargo-securing equipment and materials to secure vehicles, rail cars and other transport units carried

R1,R4,R5,R6,R8

B8, B16,B22

A4, A5




IMO Reference


Teaching Aid


4.1 Stability and stress information

.1 explain the stability and stress information and proper use of the stability and stress information provided

.2 explain the use of subdivision factor F to establish the compartment standard of the ship

.3 work out correctly the relation between F –factor and one or multi compartment ship

.4 calculate the Criterion of Service Numerical (Cs)

.5 calculate correctly the attained index A

4.2 Stability and trim for different conditions of loading, using the stability calculators or computer programs

.1 explain the different parameters used if using the loss buoyancy method in the bilging condition

.2 calculate the loss of the following:

- buoyancy in the bilged condition

- initial GM

- final GM

- initial draught

- final draught

4.3 Load factors for decks

.1 calculate the load factors for decks

4.4 Effects of ballast and fuel transfers on stability, trim and hull stresses

.1 explain the effects of ballast and fuel transfer on stability, trim and hull stresses

.2 analyze the effects of ballast and fuel transfers on stability, trim and hull stresses

R1,R10, R11,R12, R13,R14,R15, R17

R1,R10, R11,

R12,R13, R14

R11, R15

B1,B2, B7, B10, B12, B13, B20, B24, B25

A2, A4, A5, A6,

A7

A2,A4,A5,A7

A2, A5, A7




IMO Reference


Teaching Aid



5. Opening, closing and securing operations of doors and ramps 5.1 Procedures established for the ship regarding the:

5.1.1 Opening, closing and securing of bow, stern and side doors and ramps

.1 explain the established procedures on

opening, closing and securing of bow, stern and side doors and ramps

.2 open, close and secure bow door, stern door,

side doors, ramps and watertight doors in accordance with the established procedures

.3 monitor opening, closing and securing of bow

door, stern door, side doors, ramps and watertight doors by correct operation of the associated control systems


.1 explain the procedures on surveying door

sealing .2 check the condition of the sealing of doors

and ramps .3 test the functionality of the door‘s limit switch

and corresponding light

R4,R5,R6, R11 R4, R5, R6, R11,

B2,B3,B10, B18,B19,

A2, A7 A1, A7




IMO Reference


Teaching Aid


6.1 Equipment used for monitoring atmosphere in RO-RO spaces

.1 explain the use of the most common equipment used to monitor atmosphere in RO-RO spaces ventilation systems on board RO-RO ships

.2 use gas detector equipment to monitor the atmosphere in a RO-RO cargo space or a simulated cargo space

6.2 Procedures established for the ship for ventilation of RO-RO spaces during loading and discharging of vehicles, while on voyage and in emergencies

.1 explain ship’s procedure for ventilation of RO-RO cargo spaces during loading and discharging of vehicles while on voyage and in emergencies

.2 apply established procedures for ventilation of RO-RO spaces during loading and discharging of vehicles while on voyage and in emergencies

R4,R5,R6,R16 R4,R5,R16

A2 A2, A6



Part D: Instructor Manual

■ Introduction

The Instructor Manual and its Guidance Notes provide highlights and summary of the topics that are to be presented. A corresponding Instructor’s Guide (I.G.) or lesson plan has to be prepared by the instructor to show the details of the delivery of each topic of the course specifying the teaching strategy and method to be used and describing the learning activities of the trainees. In preparing the Instructor Guide, the instructor has to study carefully the Training Outcomes in the Course Framework and the Learning Outcomes in the Course Syllabus in order to ensure that the teaching-learning activities as well the formative assessment are consistent and aligned with each other. The Timetable provides guidance on the time allocation for each main topic of a specific training day. The Guidance Notes is presented in accordance with Course Outline wherein the subject area is divided into six (6) major headings. However, a brief description on Course Introduction is also included. The Guidance Notes is presented in accordance with Course Outline wherein the subject area is divided into five (6) major headings:

1. Loading and embarkation procedures; 2. Carriage of dangerous goods; 3. Securing cargoes; 4. Stability, trim and stress calculations; 5. Opening, closing and securing operations of doors and ramps; and 6. RO-RO deck atmosphere.

■ Guidance notes for lectures and practical activities COURSE INTRODUCTION 0.5 HOUR

General Introduction and background information why the course is mandatory for Masters and Officers, in charge for loading, unloading of RO-RO Passenger Ships and Managing of these ships in critical situations which will lead to a loss of stability due to damages to ship hull and cargo decks by for example flooding. Since the MS Herald of Free Enterprise and the MS Estonia accidents in 1987 and 1994, the so called water on deck problem for RO-RO passenger ships has been subject to many investigations especially after the Estonia accident. Being the central part of the Stockholm- Agreement (MSC Circ.1891 and EU directive), the water on deck problem was included in the damage stability calculations in addition to SOLAS 74/90 II-1/8. Although some of the assumptions are not physically sound, it is obvious



that the safety level of RO-RO passenger ships has significantly been improved by including the water on deck problem in the safety regime. Unfortunately, the SOLAS 2009 does not explicitly address this problem, and there have been indications that the present safety level of the SOLAS 2009 seems not to cover the Stockholm Agreement for most of the smaller RO-RO passenger ships/ferries. The standards set by the IMO are mandatory requirements which must be fulfilled. The course Passenger Safety, Cargo Safety and Hull Integrity aims to introduce the implementation of the requirements with regards to damage control and hull integrity of RO-RO passenger ships.

1. LOADING AND EMBARKATION PROCEDURES 1.5 HOURS


The design is based on the SOLAS ’90, as amended, Chapter II-1B. Further on the Intact Stability code – Resolution 749 (18) “RO-RO cargo space” means a space not normally subdivided in any way and extending for either a substantial length or for the entire length of the vessel in which goods (packaged or in bulk, in or on rail or road cars, vehicles (including road or rail tankers), trailers, containers, pallets, demountable tanks, or in or on similar stowage units or other receptacles) can be loaded and unloaded normally in a horizontal direction; Every ship shall be subdivided by bulkheads, which shall be watertight up to the bulkhead deck, into watertight compartments the maximum length of which shall be calculated according to the specific requirements given. Every other portion of the internal structure which affects the efficiency of the subdivision of the ship shall be watertight. Where two adjacent main compartments are separated by a bulkhead the intact stability shall be adequate to withstand the flooding of those two adjacent compartments. The primary function of watertight bulkheads is to divide a ship into a number of watertight compartments. Though most watertight bulkheads are transverse in orientation, some ships also have longitudinal watertight bulkheads within a compartment for longitudinal compartmentalization within a compartment. Other than water tightness, the transverse bulkheads also add to the transverse strength of the ship Unsymmetrical flooding is to be kept to a minimum consistent with efficient arrangements. Where it is necessary to correct large angles of heel, the means adopted shall, where practicable, be self-acting, but in any case where controls to cross-flooding fittings are provided they shall be operable from above the bulkhead deck. Each watertight subdivision bulkhead, whether transverse or longitudinal, shall be constructed in such a manner that it shall be capable of supporting, with a proper margin of resistance,the pressure due to the maximum head of water which it might have to sustain in the event of damage to the ship but at least the pressure due to a head of water up to the margin line. The construction of these bulkheads shall be in accordance with the standards of a recognized organization



Table 1 The number of openings in watertight bulkheads shall be reduced to the minimum compatible with the design and proper working of the ship; satisfactory means shall be provided for closing these openings. No doors, manholes, or access openings are permitted:

1. in the collision bulkhead below the margin line; and 2. in watertight transverse bulkheads dividing a cargo space from an adjoining cargo

space. Use the illustration below, as an example, for better understanding.



Figure 1 - Cross flooding device or valves Reference: Resolution MSC 362 (92) –Revised Recoomendation on a standard method for evaluating cross –flooding arrangements Asymmetric flooding in a damaged ship is a dangerous situation. Cross-flooding ducts are used to provide the necessary equalization across the ship in order to decrease the heeling angle. The elapsed time for this passive counteraction depends on the arrangement of the ducts and the tanks. In addition the air pipes have a significant effect since air must be vented from the flooded tanks. The lack of transverse bulkheads on board RO-RO ships means that a relatively minor incident such as a trailer toppling over as a result of a defective lashing - can rapidly escalate into something more serious. Nearby units can be dislodged with the result that a series of units eventually fall like dominoes. Such shifts of cargo can cause severe stability problems for the ship. It is important to know and to understand the rules, regulations and standards for watertight doors. Existing class b ships and new class b, c and d ships of less than 24 metres in length Definition of Class A, B, C and D ships:

Class A - passenger ships engaged on domestic voyages other than voyages covered by Classes B, C and D

Class B - a passenger ship engaged on domestic voyages in the course of which it is at no time more than 20 miles from the line of the coast

Class C - a passenger ship engaged on domestic voyages in sea areas where the probability of exceeding 2.5 metres significant wave height is less than 10% over a one-year period for all-year round operation; or operating over a specific restricted period (eg summer) in the course of which it is at no time more than 15 miles from a place of refuge, nor more than 5 miles from the line of the coast

Class D - a passenger ship engaged on domestic voyages in sea areas where the probability of exceeding 1.5 metres significant wave height is less than 10% over a one-year period for all-year round operation; or operating over a specific restricted period (eg summer) in the course of which it is at no time more than 15 miles from a place of refuge, nor more than 5 miles from the line of the coast

Watertight doors shall be sliding doors or hinged doors or doors of an equivalent type. Plate doors secured only by bolts and doors required to be closed by dropping or by the action of a dropping weight are not permitted. New class b, c and d ships of 24 metres in length and over Watertight doors, except as provided in paragraph .10.1 or regulation 14, of the SOLAS Chapter II-1 B, shall be power-operated sliding doors complying with the requirements of paragraph 7 capable of being closed simultaneously from the central operating console at the navigating bridge in not more than 60 seconds with the ship in upright position. A watertight door may be opened during navigation to permit the passage of passengers or crew, or when work in the immediate vicinity of the door necessitates it being opened. A vessel is subdivided by watertight bulkheads so it can survive ingress of water following a grounding or collision. The more watertight bulkheads there are, the lower the risk of the vessel capsizing and sinking if the underwater hull is punctured. A high number of bulkheads may,



however, limit the commercial use of space on board and make it cumbersome for the crew to move around between the subdivided spaces. So, watertight doors are fitted in subdivision bulkheads. These doors can be closed from the bridge for the purpose of saving the ship, and opened and closed on location, allowing personnel to pass through them during their work, as well as to escape in an emergency. Saving the ship is a priority, so the bridge can take control of all doors and close them. The door must be immediately closed when transit through the door is complete or when the task which necessitated it being open is finished. Doors shall be closed before the voyage commences and shall be kept closed during navigation; the time of opening such doors in port and of closing them before the ship leaves port shall be entered in the logbook. Should any of the doors be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening. Draught Marks Each ship shall have scales of draughts marked clearly at the bow and stern. In the case where the draught marks are not located where they are easily readable, or operational constraints for a particular trade make it difficult to read the draught marks, then the ship shall also be fitted with a reliable draught indicating system by which the bow and stern draughts can be determined. In order that the required degree of subdivision shall be maintained, a load line corresponding to the approved subdivision draught shall be assigned and marked on the ship’s sides amidships. A ship having spaces which are specially adapted for the accommodation of passengers and the carriage of cargo alternatively may, if owners desire, have one or more additional load lines assigned and marked to correspond with the subdivision draughts. The subdivision load lines assigned and marked shall be recorded in the Passenger Ship Safety Certificate, and shall be identified by the notation C.1 if there is only one subdivision load line. If there is more than one subdivision load line, the alternative conditions shall be identified by the notations C.2, C.3, C.4 etc.

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Figure 2 The different designs of the RO-RO – Passenger ships Hinged deck design (flexible design) For the hinged deck design, an elastic hinge arrangement between the vertical web and the deck girders increases the ability of the ordinary side web frames to sustain transverse racking deformations of the upper hull. ln consequence, the side webs are then normally more slender than for a conventional design. However, the main transverse racking constraining members have to be increased in strength to carry the racking moment. The total capacity of the racking constraining structures has, however, to be the same for a conventional (rigid deck) design as for a hinged deck design. Rigid conventional deck design A conventional car carrier design means that the vertical side webs are in line with the deck transverses. This means that transverse forces on the decks will induce bending of the deck transverses. Consequently, the frame section (vertical side and transverse deck girder) is rigid when exposed to transverse forces, compared to the hinged deck design. A considerable fraction of the racking moment created above the bulkhead deck (freeboard deck) is then mainly to be carried by the frame section itself. The operational limits, knowing the constructional requirements as a basis for the operational limits:

1. operational limits with regard to construction – national short sea trade or international long sea trade;

2. weight limitation – ship should not be overloaded; 3. weather limitation and sea state limitation – the Stockholm Agreement is based on the

weather and sea state condition. The Stockholm Agreement considers also water on deck, as it is an additional weight which will reduce the stability of the ship;

4. stability with regards to construction

higher freeboard affects GM (metacentric height) and KG (centre of gravity);

absence of subdivision bulkheads - (transverse division provides strength and maintain damaged stability);

high chances of subsequent flooding - (danger of loss of watertight integrity);

damaged stability (always at higher risk);

stiff - (low centre of gravity, less rolling period, rapid motion, cargo may damage);

doors for cargo (stern door or bow door) - (stern door is closer to waterline, that’s proper sealing door arrangement is required to prevent water entry. Bow door have to encounter with waves, so it should be more strong);

cargo shifting due to rolling motion may cause instability; and

location of life saving appliances - (deck is higher, so position of life saving appliances should be at convenient for escaping).



1.2 Procedures established for ship

1.2.1 Loading, securing and discharging vehicles, rail cars and other cargo transport units, including related communications

Arrangement for Loading or Unloading of Vessels:

loading or unloading is done horizontally;

it is done by various cargo handling equipment like Ramp, Doors, Lifts, Movable deck etc.;

cargo (vehicle) is arranged properly by securing and lashing process;

vehicle is loaded by a Ramp, it is generally attached with ship;

earlier it is done by crane (Lo-Lo process); and

vehicles are arranged at different platforms (decks) with maintain stability of vessel. Loading of passenger ships

On completion of loading of the ship and prior to its departure, the master shall determine the ship's trim and stability and also ascertain and record that the ship is in compliance with stability criteria in relevant regulations. The determination of the ship's stability shall always be made by calculation. The Administration may accept the use of an electronic loading and stability computer or equivalent means for this purpose.

Water ballast should not in general be carried in tanks intended for oil fuel. In ships in which it is not practicable to avoid putting water in oil fuel tanks, oily-water separating equipment to the satisfaction of the Administration shall be fitted, or other alternative means, such as discharge to shore facilities, acceptable to the Administration shall be provided for disposing of the oily-water ballast.

A flooding detection system for watertight spaces below the bulkhead deck shall be provided based on the guidelines developed by the Organization.


Most of the ramps will be lowered and hoisted by means of a hydraulic device. Always follow the instruction given in the Manufacturers’ Manual. The determining factors in dimensioning the capacity of the hydraulic system are the size of the door, number of sections and the required speed of opening and closing. A typical time for opening or closing a 5 x 5 m door is about a minute, excluding opening and closing of the securing devices (according to MACGREGOR Operational Manual). The corresponding time for a pilot door is about 30 seconds. The shorter the time, the more costly the required hydraulics is. An indication should be given of the maximum and minimum ambient temperatures in which the hydraulic system is to operate.



Figure 3: Configuration of stern ramps – Manuel Ventura – RO/RO Ships

1.2.3 Setting up and stowing retractable vehicle decks The setting and operation should be part of the companies SMS to ensure that everybody is able to operate these type of decks if necessary. The SMS provides methods of risk identification and mitigation. The Company’s SMS also addresses the operation of the hoistable decks and requires that:

the area beneath the hoistable ramp is to be checked clear of vehicles or other obstructions;

before any lowering and hoisting operations, the operator shall always have a clear view of the operation; if this is not possible, a nominated person who has an uninterrupted view shall give the operator clear signal and shall maintain constant contact until the hoisting / lowering operation is safely completed;

all ramps and decks must be well lit and free of water, oil or other substances liable to cause slipping;

no gear e.g. stores, securing equipment, refuse to be left loose;

whilst lowering and hoisting ramps or when setting up and stowing retractable vehicle decks it must be checked that no crew member or passengers are on or underneath the ramp and / or deck being lowered or hoisted until secured; the operator shall always ensure that the control boxes are locked and power switched off, after being used in order to prevent unauthorized or accidental operation.

When setting the retractable vehicle decks and using them, the ship command must consider that the GM of the retractable vehicle decks is different than from the car decks. This must be taken into account if preparing the stability calculation for the intended voyage. Many ships with RO-RO capability incorporate access by the bow as well as by the stern. The bow doors and bow ramp facilitate for an efficient cargo flow and quick turnaround in port. Most RoPax ferries need an efficient drive through facility. Bow access is also invaluable on train



ferries, naval support ships and heavy lift ships. Bow access requires, by regulation, the highest degree of integrity. Some ships have three successive barriers to water ingress. In most door access designs two watertight closures will be considered adequate. Bow doors or a bow visor are the two options for the opening. Bow doors can be of parallel stow type (or swing-arm type), clam-type, directly-hinged type, side-hinged or wing-type. The door is detached from the ramp due to safety reasons. In the closed position the bow ramp functions as a weathertight door. When the bow ramp is in its stowed position, it is utilised to double as the inner door and thus seals the aperture in the collision bulkhead. It is divided in two or more sections, for example two main sections and an additional folding section with tapered end flaps. When deployed, the bow ramp provides access from main deck to the shore. When closed and secured, it forms a weathertight door at the collision bulkhead. In order to establish the length of the ramp, a certain important dimensions is required, as well as information on the maximum angles at the knuckles (point of interchange between straight lines), also the maximum gradient. Essential measurements are the height of the threshold deck above the water level under ballast or full load, together with the quay edge height above water level at both high and low tide. Further the types of vehicles, clear height, ground clearance and wheelbase are important factors. Where there is a need for high vehicle speeds during loading or unloading, a shallower gradient of the ramp will be needed. The ramp will then be longer than if consideration is given only to the geometrical clearance at the knuckles. Based on this input we calculate the requisite length of the ramp to suit the various operating conditions. Ramp width Describe the internal cargo flow adjacent to the bow ramp. Indicate the required number of driving lanes and any pedestrian gangways. To arrive at correct dimensioning of the steel structure and achieve an acceptable strength to weight the following must be known: - What kind of vehicles will drive over the ramp? - How much is the axle loading and the print area of the wheels? - How many axles are there and how far apart are they? - What will be the required total load carrying capacity of the ramp, based on the maximum

number of vehicles expected to be on the ramp at the same time? Operating system The main operating system for a bow door and bow ramp is hydraulic power pack. The governing factors in dimensioning the operating system capacity are the size of the ramp, time requirements for raising and lowering of the ramp and for a hydraulic system the outside temperatures to be encountered during operation. For opening and closing, 4 to 6 minutes are required, excluding opening and closing of the securing devices, for an average size door and ramp. The shorter the time, the greater will be the size and cost of the operating system. Clearly, there is also a limit to the technical feasibility. Control options



Two different systems are available:

Automated control system Press one button to initiate and complete the whole opening or closing sequence.

Manual control system Each step in the operation is controlled by hand-operated hydraulic valves. The greater the degree of automation of the system, the easier and faster the operation would be. A fully automated system will be particularly cost effective on shorter runs where There is a need for fast loading and unloading. The manual control system is in practice restricted to simple ramps, non-tight, in locations on the ship which are not critical for the safety of the ship.


Figure 4 – Accommodation Ladder and Gangway Gangway & accommodation ladder access requirements:

Safe means of access between ship and quay

Handrails properly rigged & secured

Safety net in place

Angle of slope is ≤55° for accommodation ladder

Angle of slope is ≤30° for gangway

Adequate illumination

Lifebuoy with self-activating light & safety line

Fire Plan at the entrance



Watches on duty at all times Required for the access:

Details of persons who have declared a need for special care or assistance in emergency situations shall be recorded and communicated to the Master prior to departure

All passengers to be counted prior to departure

Names and gender of all persons on board shall be recorded

All above information must be kept ashore if SAR are needed

Figure 5 – Embarkation and Disembarkation of Persons Needing Assistance Access for persons needing special attention Wheelchair users:

• Trained personnel to provide assistance (ship’s crew or shore personnel) • No stairs or steps at gangway • Access point to be clearly marked • Barrier-free passage for wheelchair users from parking spaces to the elevator and

passenger facilities Wheelchair users:

• Mobility of a motorized wheelchair might be restricted • onboard due to its size and weight



Figure 6 – Wheelchair Users Hearing impaired: All visual instructions and safety information shall be displayed in as large and clear form as possible.

Figure 7– Hearing Impaired Visually impaired:

• Details of persons who are visually impaired and thus in need of special care or assistance in emergency situations shall be recorded and communicated to the Master prior to departure.



• Trained ship’s personnel are designated to assist the visually impaired passenger during emergency situation.

Figure 8 – Visually Impaired

Figure 9 – Ship at Anchor and in Tendering Operations



Disembarkation procedures during an emergency in port

Figure 10 – Ship Docked Disembarkation procedures during an emergency at sea General emergency alarm signal: responses Upon hearing the general alarm signal which consist of seven short blasts plus one long blast on the ship’s whistle and/or alarm systems, the following actions shall be taken:

1. Crew shall proceed to their designated emergency station and perform their assigned tasks and emergency duties.

2. The passengers shall proceed to their designated assembly/muster station or lifeboat stations as directed.

Lifeboat embarkation alarm signal: responses Should it become necessary to evacuate the ship the following actions shall be taken:

1. The passengers will be guided and assisted by designated ship’s personnel in an organized and safest way from the assembly station en-route to their assigned lifeboat stations.

2. Crew shall proceed to their assigned survival crafts after all the passengers are cleared from the assembly stations.



Figure 11 – Why shouldperson/s in wheelchairs and/or in stretchers be assigned at the tail end of the queue? Disembarkation procedures during an emergency

• It follows the principle of “from fastest to slowest”, in order to speed up the movement of people.

• It is also to avoid the possible blockage of evacuation routes that could hinder the fast movement of people in case of difficulty in moving the stretcher or wheelchairs along the route.

Abandonship signal: responses by crew and passengers Should a decision be made by the Central Command to abandon ship, the following actions shall be taken

1. The designated survival craft crew shall supervise the orderly distribution, embarkation and allocation of seating arrangements of persons in the survival craft.

2. Crew will embark into their assigned survival crafts giving priority to passengers first.

3. The survival crafts will remain loaded at the embarkation deck until lowered to the water in the sequence ordered by the Central Command (Bridge).



Figure 12 – Lifeboat Embarkation Station

Figure 13 – Life Raft Boarding Procedures and Seating Arrangement



Life-saving appliances What are the other types of life-saving appliances found on board a passenger ship?

• Lifeboats • Rescue boats • Life rafts

- throw overboard - davit-launched - free fall

• Marine evacuation systems (slide/chute)

Figure 14 – Lifeboats

Figure 15 – Rescue Boat



How does a fully laden lifeboat look like?

Figure 16 – Open Lifeboat and Lifeboat Laden with Crew Only

Figure 17 –Throw Overboard Liferaft, Davit-Launchable L/RFree Fall L/R on the Ramp How does a fully laden life raft look like?



Figure 18 – Laden Life Raft

2. CARRIAGE OF DANGEROUS GOODS 0.5 HOURS

Special safeguards, procedures and requirements regarding the carriage of dangerous on board of RO-RO Passenger ship The Stowage provisions Loading and unloading operations on each RO-RO cargo space shall take place under the supervision of either a working party consisting of officers and other crew members or responsible persons appointed by the master. During the voyage, access to such spaces by passengers and other unauthorized persons shall only be permitted when such persons are accompanied by an authorized crew member. All doors leading directly to these spaces shall be securely closed during the voyage and notices or signs prohibiting entrance to such spaces shall be conspicuously displayed. The transport of dangerous goods shall be prohibited in any RO-RO cargo space in which the foregoing provisions cannot be met.



Closing arrangements for the openings between RO-RO cargo spaces and machinery and accommodation spaces shall be such as to avoid the possibility of dangerous vapours and liquids entering such spaces. Such openings shall normally be kept securely closed when dangerous cargo is on board, except to permit access by authorized persons or for emergency use. Dangerous goods required to be carried on deck only shall not be carried in closed RO-RO cargo spaces, but may be carried in open RO-RO cargo spaces when authorized by the Administration. If continuous ventilation is impracticable in a closed RO-RO cargo space other than a special category space on a passenger ship, ventilation fans shall be operated daily for a limited period, as weather permits. In any case, prior to discharge, the fans shall be operated for a reasonable period. The RO-RO cargo space shall be proved gas-free at the end of the period. When the ventilation is not continuous, electrical systems which are not certified safe shall be isolated. The master of a ship carrying dangerous goods in RO-RO cargo spaces shall ensure that, during loading and unloading operations and during the voyage, regular inspections of these spaces are made by an authorized crew member or responsible person in order to achieve early detection of any hazard. Segregation of Dangerous Goods on RO-RO Passenger Ships The requirements for segregating of dangerous goods are described in the IMDG Code. The Master, Officers and crew should strictly follow this segregation requirement. The table below represents the stowage requirements for containerized cargo loaded on RO-RO- Ships. For non-containerized cargo the general stowage and segregation table should be used.



Table 2- Segregation of Dangerous Goods on RO-RO Passenger Ship Use the above table for explaining the stowage and segregation of DG Cargo Further distribute the segregation code table.

Table 3 – Segregation Table Reference: Cargo Segregation - IMDG Code Segregation of Dangerous Goods - 7.5.3.2

3. SECURING CARGOES 1.0 HOURS Cargo-securing equipment and materials provided to secure vehicles, rail cars and

other transport units carried

Vehicle securing Securing should be done as per IMO criteria Decks shall be provided with securing points with: longitudinal spacing < 2.5 m and

transverse spacing within 2.8 m to 3 m. Minimum strength without permanent deformation should be of 20 KN

DNV gives the following pattern – Instructor uses the white board for presenting the DNV rules for securing of vehicles



Securing of trailer

Trailer should be fitted with an equal number of lash points to each side

Gross vehicle mass Lash point

Gross vehicle mass 3.5 - 20 tonnes 2 lash points

Gross vehicle mass 20 - 30 tonnes 3 lash points

Gross vehicle mass 30 - 40 tonnes 4 lash points

Table 4

Each lashing point should have a strength without permanent deformation of 120 kN = 12 tonnes.

The lashing point should be fittes at suitable places on the vehicle,to ensure efficient restraint of vehicle lashing such as capable of transferring the forces from the lashing to the chassis of the vehicle. Semi trailer without tractor unit, its front end will be supported on the trestle placed below the chassis close to the rear of the draw plate.

If jacking - up chassis it should be done in the wayof the axes.

Important: A list can cause cargo to break loose if it is not correctly stowed and secured. The problem is made worse because the crew of the ship cannot normally see how the cargo is stowed inside or on the trailer in which it is transported. A heavy load which breaks loose can cause other



units to follow suit. The result can be an increased list, the spillage of dangerous substances and, in extreme cases, damage to the hull and ship's structure.

The general requirements for Lashings It consists of chain or any other device made of steel or other material of equivalent strength

Strength should be of 120 KN

One Lashing should only be attached to the secure points

Angle between the lashing and horizontal and vertical planes should be 30° to 60° The axial load and weight of vehicles and trailers The variety of vehicles carried: RO-RO ships have to be able to carry many different types of wheeled cargo from small cars to 45-ton trailers. It is almost impossible to devise a lashing system which is ideal for all of these cases. The design of trailers and containers: Trailers which are carried on RO-RO ships are not normally designed primarily for this use. The fact that they occasionally have to be carried by sea is often of secondary importance to the land operator who is not always aware of the forces which act upon the ship and its cargo. Securing the cargo within the unit: Containers and other units carried on RO-RO trailers are frequently sealed when they leave the place where they are loaded and they are not opened again until they arrive at their final destination. This is done for reasons of security and also to satisfy customs regulations. But it means that the crew of the ship and the port staff responsible for loading it are unable to examine the cargo to make sure that it is properly secured. They are dependent on the skill and diligence of people who very often have no knowledge of the forces which may be encountered on board a ship in rough seas. One of the most important recommendations made is that ships should carry a Cargo Securing Manual 'appropriate to the characteristics of the ship and its intended service, in particular the ship's main dimensions, its hydrostatic properties, the weather and sea conditions which may be expected in the ship's trading area and also the cargo composition'. Dimension and Loads of Trailer and Cars

For US cars in the average 2,5 tons.



4. STABILITY, TRIM AND STRESS CALCULATIONS 5.5 HOURS 4.1 Stability and stress information Discusses first the possible damage what might occur and their reason to have a clear understanding why the stability information are needed with regards to the proper use Ro - Ro passenger ship’ means a ship carrying more than 12 passengers, having Ro - Ro cargo spaces or special category spaces

Figure 19 Reference: Capt. Peter Grunau of UMTC All of the above damages to the ship will always lead to a loss of stability, overstreesing of structural part which causes a reduction in stability as well. The Master should be provided with proper information regarding:

- VCG and LCG for the ship for the different displacements – draughts (For the instructor: the draught is a function of the dispalcement and therefore also a

function of the water plane area. The water plane ara is a evidence for the stableness of the ship.

- Damage stability information for the three draughts in concern: Light ship draught Partial draught Full loaded draught - Maps showing significant wave heights (The significant wave heights (hs) shall be used for determining the height of water on

the car deck when applying the specific stability requirements. The figures of significant wave heights shall be those which are not exceeded by a probability of more than 10 % on a yearly basis.)

- The amount of assumed accumulated sea water shall be calculated on the basis of a

water surface having a fixed height above



a. the lowest point of the deck edge of the damaged compartment of the RO-RO deck; or

b. when the deck edge of the damaged compartment is submerged then the calculation is based on a fixed height above the still water surface at all heel and trim angles as follows: 0,5 m if the residual freeboard (fr) is 0,3 m or less, 0,0 m if the residual freeboard (fr ) is 2,0 m or more, and intermediate values to be determined by linear interpolation, if the residual freeboard (fr) is 0,3 m or more but less than 2,0 m,

- The survivability of RO-RO passenger ships following collision damage, as determined by their damage stability standard, is an essential factor for the safety of passengers and crew and is particularly relevant for search and rescue operations; the most dangerous problem for the stability of a RO-RO passenger ship with an enclosed RO-RO deck, following collision damage, is the one posed by the effect of a buildup of significant amounts of water on that deck

- Every RO-RO passenger ship engaged in voyages within the scope of this Directive should fulfill the stability requirements in relation to the significant wave heights determined for its area of operation.

- Floodable Length Curve Diagram

- Stability cases for flooding condition

- Permeability factors for each compartment and tank

- Damage control plan and damage control book In general: The master of the ship shall be supplied with the data necessary to maintain sufficient intact stability under service conditions to enable the ship to withstand critical damage. In the case of ships requiring cross-flooding the master of the ship shall be informed of the conditions of stability on which the calculations of heel are based and be warned that excessive heeling might result should the ship sustain damage when in a less favourable condition. The data required to enable the master to maintain sufficient intact stability shall include information which indicates the maximum permissible height of the ship's centre of gravity above keel (KG), or alternatively the minimum permissible metacentric height (GM) for a range of draughts or displacements sufficient to include all service conditions. The information shall show the influence of various trims taking into account the operational limits. On completion of loading of the ship and prior to its departure, the master shall determine the ship's trim and stability and also ascertain and record that the ship is in compliance with stability criteria in relevant regulations. The Board may accept the use of an electronic loading and stability computer or equivalent means for this purpose, but it is not mandatory required. Mandatory required is the approved stability booklet. Each ship shall have scales of draughts marked clearly at the bow and stern. In the case where the draught marks are not located where they are easily readable, or operational constraints for a particular trade make it difficult to read the draught marks, then the ship shall also be fitted with a reliable draught indicating system by which the bow and stern draughts can be determined.



Subdivision factor F The subdivision factor F is the compartment standard of a RO-RO Passenger Ship and Passenger ship. The subdivision factor F is determined from the value of the Criterion of Service Numerical – Cs The subdivision factor f will be calculated and used by the yard to establish the compartment standard of the ship. The reciprocal of the factor is called the compartment standard. Example: If the F factor = 0,65 the reciprocal = 1/0,65 = 1,53 = one compartment ship. If the f factor is 0,4, the reciprocal is 1/0,4 =2,5 = two compartment ship and if the Factor is 0,33 the standard is 3, = three compartment ship. The F factor is the basis for the compartment standard and defines what flooding the ship will withstand. Following Rule can be worked out with regards to the F- factor:

Factor Compartment standard

Where F > 0,5 One compartment standard ship. The ship is able to withstand the flooding of any one main compartment

Where F = 0,5 or > 0,33 Two compartment standard ship. The ship is able to withstand the flooding of any two adjacent flooding

Where F = 0,33 Three compartment standard ship. The ship is able to withstand the flooding of any three adjacent compartments

Reference: Capt. Peter Grunau The value of F can never be greater than 1,0 For example: F = 0,45 = 1/0,45 = 2,2 = 2 compartment standard F= 0,72 = 1/0,72 = 1,39 = 1 compartment standard F = 0,30 = 1/0,30 = 3,33 = 3 compartment standard Criterion of Service Numerical (Cs)



How to calculate the Criterion of Service Numerical It is a measure of ship’s passenger service. There are alternative formulas to get this value. Parameter required for the calculation are: - Total number of passenger - Volume of machinery space below the margin line (m³) = M - Volume of passenger space below the margin line (m³) = P - The whole volume of the ship below the margin line (m³) The margin line is an imaginary line, 76 mm below the watertight bulkhead deck Figure 20 One of the formulae which may be used to determine the Cs is

𝐶𝑠 = 72 ∗𝑀 + 2𝑃

𝑉

The value of Cs obtained by the formula lies generally between 23 ( cargo ship) and 123 in a predominantly passenger ship. This two values are deemed to be extreme values for later stage of the subdivision calculation. Subdivision Index R The degree of subdivision required for each ship is determined by a formula known as required Subdivision Index R. This is so calculated that the degree of safety required increases with the number of passengers carried and the length of the ship. Further regulations contain formulae for calculating the probable effect on stability if certain damage occurs. These formulae can be used to calculate the attained Subdivision Index A. The ship's degree of subdivision is considered sufficient if the stability of the ship in a damaged condition meets the requirements of the regulations and the attained Subdivision Index A is not less than Subdivision Index R. For the calculation following parameters will be used: Subdivision length Ls Number of persons N1 Number of persons N2

𝑅 = 1 −5000

𝐿𝑠 + 2.5𝑁 + 15225

N = N1 + 2N2 N1 = number of persons for whom lifeboats are provided N2 = number of persons (including officers and crew) the ship is permitted to carry in excess of N1. Subdivision index R

Bulkhead Deck

Margin Line



Where the conditions of service are such that compliance with paragraph 2.3 of this regulation on the basis of N = N1 + 2N2 is impracticable and where the Administration considers that a suitably reduced degree of hazard exists, a lesser value of N may be taken but in no case less than N = N1 + N2. The value are calculated by the yard and are in accordance to the international requirements. Instructor explains the calculation by using an example – Use the white board

Ship Particular Unit

L.O.A 112.50 m

L.B.P 103.0 m

Subdivision Length 112.50 m

Breadth 19.30 m

Subdivision Draught 5.30 m

Design Draught 5.10 m

Height of Bulk Head Deck 7.30 m

Number of Passenger 200

Number of Crew 80

Tonnage 8900.0 GT

Deadweight 1050 t

No of Cabins 97

Table 5 For our example: Total Passenger capacity including crew = 200 passenger+80 crew = 280 Total lifeboat capacity: 210 person. = N1 Remaining = 280 - 210 = 70 = N2 N1 = 210 and N2 = 70, therefore N = 210+(2*70) = 350 Substituting the value into the formula:

𝑅 = 1 −5000

112,50 + 2.5 ∗ 350 + 15225= 0,69

Index A The survivability of passenger ships conditioned on flooding of one or more compartments is obtained from studying the attained subdivision index A. The parameter of Ap, As and Ai are part of the stability booklet – Damage control calculation. They are also called: di, dp and ds See example below



Table 6 The calculation is based on damages caused on port and stb.side – initial cases. The average of port and stb. Sidefor each initial case is the total Example:

As = 𝑑𝑠+𝑑𝑝

2 ; same of Ap and Ai

To get the attained index A following formula will be used, according to SOLAS Regulation 7. Attained subdivision index A The attained subdivision index A is obtained by the summation of the partial indices As, Ap and Al, (weighted as shown) calculated for the draughts ds, dp and dl defined in regulation 2 in accordance with the following formula: A = 0.4As + 0.4Ap + 0.2Al

Example:

As = 𝑑𝑠+𝑑𝑝

2=

0,7646+0,7556

2= 0,7601

Ap = 𝑑𝑠+𝑑𝑝

2=

0,7120+0,6850

2= 0,6985

Ai = 𝑑𝑠+𝑑𝑝

2=

0,7795+0,7429

2= 0,7612

A = 0.4As + 0.4Ap + 0.2Al= 0.4*0.7601+0.4*0.6985+0.2*0.7612 = 0.30404+0.2794+0.15224 = 0.73568 Calculated attained subdivision index according to yard calculation A = 0.7356 The subdivision of a ship is considered sufficient if the attained subdivision index A, determined in accordance with regulation 7, is not less than the required subdivision index R calculated in accordance with this regulation and if, in addition, the partial indices As, Ap and Al are not less than 0.9R for passenger ships



Therefore: 0.9*0.6916 = 0.6224 < 0.7356. the attained subdivision factor index is larger than 0.9*R therefore the requirement is fulfilled Further the attained subdivision index is larger than the calculated index R - A>R. 4.2 Stability and trim for different conditions of loading, using the stability calculators or computer programs Loss of Buoyancy The loss of buoyancy method is also called the constant weight method. It is one method to calculate the loss of buoyancy if in the flooded, bilging condition. The other method is the added weight method The difference is: In the loss of buoyancy method it is assumed that if a compartment becomes flooded there is no change of displacement and therefore also no change of the KG. The approach is to consider that a certain amount of volume of buoyancy is lost, whereby the ship must sink to regain that amount of buoyancy elsewhere in the remaining intact part of the vessel, since the vessel is afloat. Therefore the total weight force acting downwards through the center of gravity must be equal to the total buoyancy forces acting upwards through the center of buoyancy. Therefore the conclusion is: The volume of buoyancy lost = The volume of buoyancy gained. In the added weight method we assume that the floodwater entering the compartment increases the displacement of the ship affecting the ship’s KG – because mass is now added by the floodwater. Further it introduces the effect of free surfaces. The loss of buoyancy method step by step.

1. Displacement and KG are constant 2. We have to consider the change in stability – means the change in the effective water

plane area. The water plane area of the damages compartment has been lost.

𝐵𝑀 =𝐼

𝑉

For a box shaped vessel :𝐵𝑀𝑏𝑜𝑥 =𝑙∗𝐵³

12𝑉

In the damage condition BM will be reduced, because of the reduced water plane area. The volume of the displacement has not changed, because in this method the displacement remains constant and therefore the volume of displacement.

3. Due to the sinkage of the vessel the draught has increased, therefore also KB will increase.



𝐾𝐵 =𝐷𝑟𝑎𝑢𝑔ℎ𝑡

2

This is valid for the bilged condition because KB of each end of the compartment will be the same. Since KM= KB+BM we can assume that it is most probable that KM will change as a result of an increasing KB and decreasing BM. If KM will change but KG will remain constant, any changes in KM will be the same as the change in GM, either increasing or decreasing. Example: A RO-RO Passenger ship, box shaped, has a length of 112,5 m and a breadth of 18,5 m. her even keel draught = 6,00 m. In the present condition the KG = 6,50 m. Compartment No C is flooded over the full breadth and depth of 25 m in length bilged.

a. Calculate the draught in the bilged condition b. Calculate the initial GM c. Calculate the GM in the bilged condition

Solution: VOLUMEOF BUOYANCY LOST = VOLUME OF BUOYANCY GAINED

1. Calculate the sinkage: Let x = sinkage, then: 25*18,9 * 6= (112,5-25)*18,9*x 2835 = 1653,75 *x X= 2835/1653,75 = 1,714

2. Calculate the draught in the bilged condition The draught in the bilged condition is: 6.00 m+1,714 m = 7.714 m

3. Calculate the initial GM

a. calculate first KM: KMbox=KB+BM


2=

6,00

2= 3,00 𝑚 ( where the draught is the initial draught)

𝐵𝑀𝑏𝑜𝑥 =𝑙 ∗ 𝐵³

12𝑉=

112,5 ∗ 18,9³

12 ∗ (112,5 ∗ 18,9 ∗ 6)=

759517,76

153090= 4,96

Therefore KM = 3,00 m+4,96m = 7,96 m Initial GM: GM=KM-KG = 7,96 m – 6.50 m = 1,46 m

4. Calculate the GM in the bilged Condition



KG is constant Same procedure than before but using the final parameter


2=

7,714

2= 3,857 𝑚

Getting the BM:

𝐵𝑀𝑏𝑜𝑥 =𝑙 ∗ 𝐵³

12𝑉=

(112,5 − 25) ∗ 18,9³

12 ∗ (112,5 ∗ 18,9 ∗ 6)=

590736,04

153090= 3,858

Always be reminded that the displacement is constant, therefore also the volume displacement. Therefore the denominator in both calculations getting the initial and final GM remains the same. KM= KB+BM = 3,857+3,858 = 7,715 m Final GM in the bilged condition: GM= KM-KG initial condition = 7,715 – 6,50 m = 1,215 m (The Kg is always remaining constant, therefore for the calculation of the final GM in the bilged condition the initial KG will be always used. This is the advantage of the loss of buoyancy method) Influence of list due to passenger crowded to one side in case of emergency The crowding of passenger to one side will create an additional heel. This heel is not included in the angle of equilibrium which is purely based on the final stage of flooding. The ship command must consider this circumstance if evacuating the passenger on one side only, because of heeling of the ship in the damage condition due to the fact at the heeled side the lifeboats cannot be lowered anymore. Heeling moment due to crowding of passenger For the calculation of the heeling moment we will assume:

Each passenger should be calculated with a mass of 75kg

4 passenger per square meter

Passenger should be distributed on available deck areas towards one side of the ship. The distribution is in accordance with the muster station of the ship. Further the distribution must produce the most adverse heeling moment [t-m]

Angle of heel if the passenger are all at one muster station The calculation is based on a horizontal loss of G – If passenger will be shifted to one side it is a horizontal shifting of G from the center line and not a vertical shifting from the center line. Therefore it can be mathematically expressed by using:

GGH is representing the horizontal loss of G due to shifting, causing the ship to list To get the final angle of heel the inverse tangent will be used.



Example:

What is the angle of heel if all passenger will be crowded to one side? Solution:

If the vessle angel of equilibrium was 6° - final stage of the flooding, than the angle of heel if all passenger will be crowded to one side will increase by 2,3° 4.3 Load factors for decks Load factors for decks Based on a homogeneous loading condition on scantling draught, 25% of the load within 0.4L should be redistributed equally to the load area aft of 0.3L and forward of 0.7L, without exceeding the maximum specified uniformed distributed load (UDL) for the heavy RO/RO decks. The still water bending moment limits shall be based on an extreme non-homogenous loading condition. For the hogging limit, an increased load density shall be assumed in the aft ship and fore ship area.

Opposite = GGh

Adjacent = GM



Loading condition for racking The loading condition, which in combination with relevant dynamic load cases results in the maximum racking moment about the bulkhead deck, shall be chosen for the ULS transverse strength analysis. The racking moment shall be calculated according to Racking moment calculation – see below The actual GM value for this design load case shall be determined and applied since it has a significant influence on the dynamic load cases. In no case shall the GM value for the design still water loading condition be smaller than 0.05B. Racking moment calculation The racking constrain structure is The structure that will constrain deflections in transverse direction. Typical examples of racking constraining structures are engine room bulkheads, collision bulkhead, engine- and stairway casings and partial racking bulkheads/deep vertical web structure The racking moment is calculated using both cargo weight (mc) and the self-weight (ms) to obtain the total mass. An average minimum distributed load equal to 0.2 t/m shall be applied for the accommodation decks, in addition to the self-weight. For unloaded weather decks, it is sufficient to include the load corresponding to the self-weight if no deadweight is specified. The transverse force on each deck level is obtained as the total mass times the transverse acceleration corresponding to the relevant equivalent design wave (EDW). Thus, the racking moment, MR, may be estimated as: (Bases on DNV – Rules for Classification Ships, edition 2015, Part 5 Ship types, Chapter 3 RO-RO Ships)

If the maximum allowable cargo mass has been assumed for the heavy cargo decks, movable cargo decks installed directly above such decks should be assumed empty, and in the stowed position. Lower decks shall be assumed loaded until the design draught is reached. A high racking moment is achieved if the load is located on the upper decks. However this results in lower GM values and thus also lower transverse accelerations which will reduce the racking moment. Further to these calculations the dynamic load acting on the decks must be considered. All the necessary calculations are part of the stability and cargo software to be used onboard and are mandatory requirements of the classification societies.



The max. loads for ramps

Figure 21 The dashed lines are representing the different types of ramps. The vertical axis represnts the weight per squere meter and the horizontal axis represnets the length of the ramp The Axial ramps : As shorter as less loading capacty. But max. loading capacity is limited with the length, comapred to the other types of ramps Internal ramps: Can very in length until 52 meters but are absolute restricted in load capacity. At the maximum length 0,4 t/m² Quarter and slewing ramps are ranging from 20 to 55 m and have a higher load capacity /m² than all the other ramps. Max. is 0.75 m at 52 meter length. Compared to the internal ramps who have just 0,4t/m² and the axial ramp ta its longest length 0,5 t/m² 4.4 Effects of ballast and fuel transfers on stability, trim and hull stresses Impact of ballast and fuel transfers on stability, trim and stress



Ballast and fuel oil transfer are costing free surface moments which affecting the stability of the ship (reduction of stability) and can cause uneven distribution in the ship, which will affect the stress condition of the vessel – structural stress. Before transferring oil and or ballast water it is always mandatory to calculate the influence of the free surface moments, which clearly affecting the stability the ship. – reduction of stability. Ballast water and also fuels must be evenly distributes to avoid any list or any asymmetric distribution which will cause higher stresses acting on structural members Example: Ship loaded – full fuel oil tanks and ballast tanks

Table 7 Example No 2 Fuil oil tanks 50% filled and ballast water tanks partially filled



Table 8 The effect is visible. The GM is reduced by 1,56 m. Instructor presents an illustration which will present the effect of wrong ballast water exchange, causing free surface moments A secondary component will takes place at the same time. As soon as the ship wil loose his stability and will come to the angle of loll, even not capzing, the cargo will shift and will increase the angle of heel and can lead to damages in the shell platting, causing a severe flooding – causing the final capsizing of the vessel Probabilistic Damage Stability and approach of surviving the assumed damage The probabilistic method is a no constructive method, primarily used in combinatory and pioneered by Paul Erdos , for proving the existence of a prescribed kind of mathematical object. It works by showing that if one randomly chooses objects from a specified class, the probability that the result is of the prescribed kind is more than zero. Although the proof uses probability, the final conclusion is determined for certain, without any possible error If every object in a collection of objects fails to have a certain property, then the probability that a random object chosen from the collection has that property is zero. Similarly, showing that the probability is (strictly) less than 1 can be used to prove the existence of an object that does not satisfy the prescribed properties The 'probability-of-survival' after assumed damage is strongly influenced by two main factors. Firstly, the residual buoyancy and its distribution are clearly very important. In broad terms,



this means that the greater the residual stability lever curve, the greater the probability that a damaged ship will not sink/capsize. Of course, the environmental conditions at the time of collision will also have a major bearing on the probability of capsize, (or otherwise). The grade of damage of the ship is in a direct relation to the total evacuation time.

Figure 22 Reference: Components of the total evacuation time (Collision and Grounding of Passenger Ships – Risk Assessment and Emergency Evacuations Erik VanemDet Norske Veritas, DNV Research , Rolf SkjongDet Norske Veritas, DNV Research) The requirements for damage stability calculation refer here to chapter II-1 of SOLAS as amended and the related Explanatory Notes. The regulations in SOLAS Chapter II1,PartsB-1throughB-4,Subdivisionand Damage Stability, shall apply to cargo ships of 80 min length and upwards and to all passenger ships regardless of length but sall excluded those cargo ships which are shown to comply with subdivision and damage stability regulations in other instruments developed by the Organization. How is this proportion determined? Assume that there is a damage confined to a compartment – or group of compartments – and assign a probability of ‘p’ to this case. Then assume that there is a probability of survival, ‘s’, that the ship can survive this damage extent. Therefore, the overall probability appropriate to this damage scenario is the product (p* s). A similar procedure is adopted for all the other damage combinations, over the entire service range. The subdivision/stability requirements, as set out in the Passenger Ship Equivalent Regulations, Res.A.265(VIII), follow the outline of the proposed theoretical, probabilistically. The core of the calculation procedure in these regulations is the calculation of an index- the so-called Attained Subdivision Index (A), such that:



In addition there is factor – r – which represents the probability of penetration in from the ship’s side. The factor may be regarded as a reduction factor to – p - which assumes all penetration as far as the ship’s centerline. The first three factors above – “a”, “p”and “r” – are non-draught-dependent. The factor “v”, is intended to represent the proportion of a damages that will be confined to a particular compartment (or compartment group), when an upper watertight boundary is considered to be fully effective. This factor, therefore, is best considered in conjunction with the factor “s”. The reduction factor v. The v factor is dependent on the geometry of the watertight arrangement (decks) of the ship and the draught of the initial loading condition. It represents the probability that the spaces above the horizontal subdivision. There are two further assumptions need to be mentioned “p” is relative probability of damage extent, since damage is assumed to be certain “s” varies between zero and unity

Table 9 The factor p for a compartment or group of compartments is to be calculated in accordance with SOLAS 2009, Part B-1, Regulation 7-1.1 and the factor r is to be calculated in accordance with Regulation 7- 1.1.2. The factor s is to be determined for each case of assumed flooding involving a compartment or group of compartments according to the requirement indicated in accordance with SOLAS 2009, Part B-1, Regulation 7- 2.1 to 7-2.5.5 and together with the factor vi is to be calculated in accordance with Regulation 7-2.6. Output from probabilistic damage stability calculation The damage calculations results have to include minimum the following documentation.



Initial data:

subdivision length Ls

initial draughts and the corresponding GM-values

required subdivision index R

attained subdivision index A with a summary table for all contributions for all

damaged zones

Results for each damage case which contributes to the index A:

draught, trim, GM in damaged condition

damage extension and definition of damage cases with probabilistic value p, v and r

righting lever curve (including GZmax and range) with factor of survivability s

critical weathertight and unprotected openings with their angle of immersion

details of sub-compartments with amount of in flooded water/lost buoyancy with their centres of gravity.

All probabilistic methodologies are based on a thorough analysis of the vessel’s response to damage or flooding where single and multiple compartments are assumed to be flooded one at a time and in combination. A range of damage extents is considered, where higher probability of damage is generally assigned to lesser extents of damage. The probabilistic approach addresses the probability of damage occurring at any particular location throughout the ship. It considers the likelihood of damages resulting in flooding of one, two or more compartments or any adjacent compartment and the damages penetrating or not penetrating longitudinal bulkheads and watertight decks or flats. The probability of survival in each case of damage is assessed and the summation of all positive probabilities gives the Attained Subdivision Index (A). This index must be greater than the required Subdivision Index ®, which is based on ship’s length and complement for passenger ships and on ship’s length only for cargo ships The SOLAS 2009 does not stipulate how the ship should be subdivided. Instead the performance of a proposed arrangement is evaluated for typical damage scenarios. The core components in the probabilistic methodology can be summarized as:

Required overall level of survivability accounting for any foreseeable situation where the ship has lost some of its watertight integrity (index R).

Distributions describing the degree of survivability under a specific damage (s): - The basis is a common format based on three characteristics of the G curve at

equilibrium after flooding (range, max, heel), - Is based on the weighted sum of survivability at three different loading conditions (ds, dp, dl) that does not necessary follow the actual operational profile. - Distributions describing damage position and extent (p, r, v):



Table 10

Table 11 The products of these probabilities are summed over the various possible combinations of flooding which could occur from a single breach of the hull, and the result is called the Attained Subdivision Index, A. If the attained subdivision index "A" is greater or equal to required subdivision index "R", the vessel fulfills stability requirements. Thus, the probabilistic damage stability rules can be summarized in the very short formula A >R where A is the attained index and R is the required index. Stability and trim for different conditions of loading, using the stability calculators or computer programs provided

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The load computer or loading software is not a mandatory requirement by the Classification Societies. Using the software a faster approach in analyzing the stability condition and the probability of survival of ship and passenger is guaranteed. Nevertheless in all calculated cases the Ship command must compare the results with the stability information and diagrams given to avoid any mismatching and wrong analysis.



5. OPENING AND CLOSING PROCEDURES FOR RAMPS AND DOORS 1.0 HOUR

5.1.1 Opening, closing and securing of bow door, stern door, side doors, ramps and watertight doors by correct operation of the associated control systems

Correct operation of the associated system monitoring of cargo loading and shell doors

Ramp: (a sloping surface joining two different levels, generally at the entrance and floors)

(External Ramp& Internal Ramp)

Stern Ramp and Bow Ramp are external ramp, because it is used externally

for loading or unloading.

Stern Ramp – Fitted at stern

Straight stern ramp The straight ramp, for the tidal variations under consideration, should be about 20 m long by 7 m wide and be able to handle two 80-t vehicles moving on her at the same time with a maximum axle load of 45 t. Stern ramp also functions as a watertight door and is fitted with a rubber seal in a channel around the opening of the hull. It is normally operated by hydraulic cylinders acting directly on the ramp, although other options are available. The length of the ramp is chosen to cope with tidal variations, whether the quay is conventional, RoRo berth, or designed to match the linkspans. Angled ramp The same ship, equipped with an angled ramp with the characteristics of the straight ramp, would require one of 36-m length which would weigh about 130 t.

Slewing ramp Flexibility in loading from both sides as well as stern-to is achieved only with a slewing ramp. This is often a requirement today and, for ship, the slewing ramp would have the same overall dimensions as the angled ramp.

Jumbo ramp This type of ramp has been recently introduced. It has a clear width at ship's entry of about 25.5 m, a clear width (minimum) of about 12 m and a length of 50 m, tipping the scales at just 425 t. Bow Ramp Fitted at bow It is not used now-a-days due to various reasons regarding stability. In most door access designs two watertight closures will be considered adequate. Bow doors or a bow visor are the



two options for the opening. Bow doors can be of parallel stow type (or swing-arm type), clam-type, directly-hinged type, side-hinged or wing-type. The door is detached from the ramp due to safety reasons.

In the closed position the bow ramp functions as a weathertight door. When the bow ramp is in its stowed position, it is utilised to double as the inner door and thus seals the aperture in the collision bulkhead. It is divided in two or more sections, for example two main sections and an additional folding section with tapered end flaps. When deployed, the bow ramp provides access from main deck to the shore. When closed and secured, it forms a weathertight door at the collision bulkhead. Side ramp door A side ramp increases the loading and discharging capacity considerably, especially where several deck levels are incorporated higher up in the vessel. Quarter Ramp The quarter ramp / door is divided into three sections: two ramp sections and a ramp foot. The quarter ramp/door may be designed to double as the watertight door when it is in the closed position. It is normally built and divided into three separate sections; hinged at the lower end of the stern in the threshold deck, provided with hinged shore flaps and internal bridge plates in way of the access opening at the deck, for smooth vehicle transition.

The stern quarter ramp/door is arranged at 30-40 degrees angle to the vessel’s centre line, which allows it to berth at a conventional quay without the need for dedicated RO-RO arrangements. It must be designed to cope with all tidal conditions and ship draught. The main section functions as a watertight door.

Internal Ramp Use internally i.e. It is used for vehicles arrangement at different locations in side the ship. Slope of the internal ramps is normally between 8° to 6° Widths between 7 and 12 meters Anti-skid surfaces Closure of Cargo Loading Doors The following doors located above the margin line shall be closed and locked before the vessel proceeds on any voyage and shall remain closed and locked until the vessel is at its next berth:

a. cargo loading doors in the shell or the boundaries of enclose superstructures b. bow visors fitted in positions as indicated in paragraph (a); c. cargo loading doors in the collision bulkhead d. weathertight ramps forming an alternative closure to those defined in subsections

(a) an(b). Provided that where a door cannot be opened or closed when the vessel is at the berth such a door may be opened or left open while the vessel approaches or draws away from the berth, but only so far as may be necessary to enable the door to be immediately operated. In any case, the inner bow door must be kept closed.



Particular doors can be opened at the discretion of the Master, if necessary for the operation of the vessel or the embarking and disembarking of passengers when the vessel is at safe anchorage and provided that the safety of the vessel is not impaired. The Master shall ensure that an effective system of supervision and reporting of the closing and opening of the door is implemented. The Master shall ensure, before the vessel proceeds on any voyage that an entry in the log book is made of the time of the last closing of the doors and the time of any opening and closing of particular doors.


Survey and monitoring of cargo loading and shell doors Indicators shall be provided on the navigating bridge for all shell doors, loading doors and other closing appliances which, if left open or not properly secured could, in the opinion of the Board, lead to major flooding of a special category space or RO-RO cargo space. The indicator system shall be designed on the fail safe principle and shall show if the door is not fully closed or not secured. The power supply for the indicator system shall be independent of the power supply for operating and securing the doors. Means shall be arranged, such as television surveillance or a water leakage detection system, to provide an indication to the navigating bridge of any leakage through bow doors, stern doors or any other cargo or vehicle loading doors which could lead to major flooding of special category spaces or enclosed RO-RO cargo spaces. Special category spaces and enclosed RO-RO cargo spaces shall either be patrolled or monitored by effective means, such as television surveillance, so that movement of vehicles in adverse weather and unauthorized access by passengers can be observed whilst the vessel is underway.

6. RO-RO DECK ATMOSPHERE 1.5 hours 6.1 Equipment used for monitoring atmosphere in RO-RO cargo spaces

Common equipment used to monitor atmosphere in RO-RO spaces Ventilation systems on board RO-RO ships Exhaust gases from motor vehicles contain hazardous substances. Carbon monoxide(CO) from petrol engines, and nitric oxide (NO) and nitrogen dioxide (NO2) from diesel engines are the substances affecting crew and passenger. Carbon monoxide (CO) is a colorless and odorless gas which, to a lesser or greater extent inhibits the ability of the blood to absorb and transport oxygen. Inhalation of the gas can cause headaches, dizziness and nausea and in extreme cases causes weakness, rapid breathing, unconsciousness and death. Nitric oxide (NO) and nitrogen dioxide (NO2) are compounds of nitrogen and oxygen, together commonly referred to as oxides of nitrogen or NOx. NO, a colorless gas is the main oxide of nitrogen formed in the combustion process. NO itself is not of great concern as regards health effects; however, a proportion of the NO formed will combine with oxygen to form NO2, which is of concern from the point of view of human health.



NO2 is a brown gas which has a stinging, suffocating odor. It exerts a detrimental effect on the human respiratory system. Asthmatics in particular a resusceptible to exposure Measures should be considered as follows:

- A reduction in exhaust gas emissions; - Provision of an adequate ventilation system; and - Prevention of exposure to the gases.

The Ventilation systems on board RO-RO ships Ventilation systems for RO-RO cargo spaces on board ship generally operate according to the principle of dilution ventilation, whereby the supply air flow to the area is sufficient for the exhaust gases to mix thoroughly with the air and be removed. There are two main types of dilution ventilation:

exhaust air ventilation and

supply air ventilation. Exhaust air ventilation

Fans remove air from a RO-RO cargo space, and this is then replaced by outdoor air entering through open ramps, doors and other openings. Exhaust air ventilation is employed when sub-atmospheric pressure is required in the RO-RO cargo space. The sub-atmospheric pressure prevents the pollution from spreading to adjacent areas.

Supply air ventilation

It works in the opposite way. Fans deliver outdoor air into the RO-RO cargo space and the air is then exhausted through ramps and other openings. Supply air ventilation usually creates slight pressurization of the RO-RO cargo space. If supply air ventilation is used exclusively, pollutants may mix with the supply air, be pushed up the internal ramps and contaminate other decks. However, if sufficient mixing with supply air does not occur, contaminants may remain on the deck in question. Particularly hazardous conditions may occur on lower decks. Ventilation systems on board ship often combine these two principles. The fans can then be reversible, so that they can either supply air into the RO-RO cargo space or exhaust air from it. The following generally applies:

The air flow should reach all parts of the RO-RO cargo space. However Ventilation should be concentrated in those areas in which the emissions of exhaust gases are particularly high and which are occupied by the crew or other workers.

Consideration should be given to the likelihood of unventilated zones being screened behind an object, and also to the fact that exhaust gases readily accumulate in low-lying spaces under the vehicles and in decks beneath the one being unloaded. Furthermore, depending on air flow patterns, it may be possible for contaminants to move into decks above the one actually being off-loaded.

The air flow on vehicle deck should be suited to the height of the deck.

The air flow will follow the path of least resistance, and most of the air will thus flow in open spaces, such as above the vehicles etc.

Polluted air from RO-RO cargo spaces must be prevented from being dispersed into adjacent spaces, for instance accommodation and engine rooms.



Whenever possible, places which are sheltered from the airflow should be indicated on the plan. The actual locations of such spaces on the deck should be painted in a conspicuous manner to indicate that personnel should not stand on that part of the deck, and signs should be hung on the bulkhead to provide a backup warning.

Measurement of Air flow A. Instruments for Measurement of Air Flow Although alternative techniques, such as the pilot traverse method are available, anemometers are generally employed for low velocity air flow measurements. There are two general types of anemometers:

The direct-reading anemometer The direct-reading anemometer of the electronic type which registers the air velocity is almost instantaneously. This has a distinct advantage when measuring at terminals where there is unstable or non-uniform airflow as any instability or random changes of velocity are immediately seen and the true mean of the velocity at a point can be judged. It is also very quick to use.

The mechanical type of direct reading anemometer with a rotating vane The movement is a rotary deflection against the action of a spring. These types of anemometer are small and compact, easy to read and use, give reasonably steady readings and any fault or inconsistency developing is usually quite apparent. Where a correction chart is supplied with an anemometer the correction factors should be applied to the measured velocities before comparing them. With a good quality instrument in proper repair used by an experienced operator, the probable error on the comparative value obtained will range from a maximum of +/2% when comparing similar velocities to a maximum of +/-5% when comparing widely differing velocities. 6.2 Procedures established for the ship for ventilation of RO-RO cargo spaces during

loading and discharging of vehicles while on voyage and in emergencies

Procedure established for the ship for ventilation of RO-RO spaces during loading and discharging of vehicles, while on voyage and in emergencies An operation manual should be supplied and should include a plan of the ventilation system, showing fans, supply air and exhaust air openings and doors, ramps, hatches, etc. The location of the control panel for the RO-RO cargo space ventilation system should also be marked. The plan should show the various options for operation of the ventilation system. It should include details of the design air flow and of the estimated number of different types of vehicles in the different RO-RO cargo spaces under various loading and unloading conditions. The plan should be periodically revised and/or supplemented on the basis of the experience gained from the normal vehicle loading and unloading conditions. A number of blank drawings should therefore be kept on board. On the basis of such experience, it should also be possible to draw up guidelines for the maximum number of vehicles that should be allowed to operate simultaneously. Whenever possible, places which are sheltered from the air flow should be indicated on the plans. The air flow should be indicated in colour on the plan in accordance with the following recommended standard taken from ISO 5571,



Identification Colours for Schemes for Ventilation Systems: Supply air, natural ventilation - Yellow Exhaust air, natural ventilation - Brown Supply air, mechanical ventilation - Green

Exhaust air, mechanical ventilation – Grey The operation manual should include guidance for the service and maintenance of the systems.



Part E: Evaluation and Assessment

Introduction This part of the course plan includes the discussions about what should be assessed and how the information will be used. Taking into account that assessment is the process that measures what trainees have learned, it is necessary that the assessment activities are aligned with learning targets, specific standards, and with the instructions given. That is why the learning outcomes in Part C are herein provided as the basis for the assessment of trainee’s progress, development and learning of this course. The effectiveness of any evaluation depends upon the accuracy of the description of what is to be measured. The learning objectives used in the detailed syllabus will provide a sound base for the construction of suitable tests for evaluating participant progress. Even though this course is not aimed at developing measurable skills the principles of a more formal evaluation are included, as is standard for most IMO model courses.

Assessment Method The methods chosen to carry out an evaluation will depend upon what the participant is expected to achieve in terms of knowing, comprehending and applying the course content. The methods used can range from a simple question-and-answer discussion with the participants (either individually or as a group), to prepared tests requiring the selection of correct or best responses from given alternatives, the correct matching of given items, the supply of short answers or the supply of more extensive written responses to prepared questions. Where the course content is aimed at the acquisition of practical skills, the test would involve a practical demonstration by the participant making use of appropriate equipment, tools, etc. The responses demanded may therefore consist of:

the recall of facts or information, by viva-voce or objective tests

the practical demonstration of an attained skill

the oral or written description of procedures or activities

the identification and use of data from sketches, drawings, maps, charts, etc.

carrying out calculations to solve numerical problems

the writing of an essay or report. A written examination shall be administered in order to measure the acquired knowledge of the trainees. The examinations shall be administered at the end of training in which a passing mark is pre-requisite for the practical assessment. To ensure representation of all topics covered in an objective type of test and to measure the desired level of thinking skills, the test items to be constructed shall be based on a Table of Specification. Below is a sample

73HTW 5/3/6/Add.1 Annex, page 73


Topics Time Allocation

% of Teaching Time

Thinking Skills No. of Test

Items Remember Understand Apply Analyze Evaluate Create

Course Introduction 0.5 -

1. Loading and embarkation procedures 2.5 16.13 1 2 3

2. Carriage of dangerous goods 0.5 3.23 1 1

3. Securing cargoes 0.5 3.23 1 1


5.5 35.48 2 3 2 7

5. Opening, closing and securing operations of doors and ramps 5.0 32.25 1 3 2 6

6. RO-RO deck atmosphere 1.5 9.68 2 2

Total 16.0 100% 1 8 7 4 20

On the other hand, a practical assessment shall be conducted to measure trainees’ ability to demonstrate the following skills:

calculate hull integrity during loading, discharging and during the voyage with regards to the standards required;

calculate stability , trim and stresses for certain condition and analyze the probability of survival in case of damages to ship hull;

secure of various types of cargo; and

monitor gas in RO-RO deck atmosphere Both methods of assessment used to measure the knowledge, skills and attitudes acquired by the trainees are reflected in the corresponding Assessment Plan. This document details the overall assessment strategy which includes the following information:

when the assessment is to take place;

what assessment methods are to be employed;

the marks/weighting for each assessment;

who is responsible for conducting the assessment;

what resources are needed; and

conditions under which assessments are to be conducted. Below is a sample of an Assessment Plan.



ASSESSMENT PLAN for Passenger Safety, Cargo Safety and Hull Integrity Training

STCW Code

Section A-V/2:

Mandatory minimum requirements for training and qualifications of masters and officers assigned for loading, discharging or securing of cargo on board of RO - RO passenger ships.

Table A-V/2-4: Specification of minimum standard of competence Cargo Safety and Hull Integrity Training for RO-RO Passenger and Passenger ships

Resources Needed: Loading Computer with Stability Program, , Cargo Lashing Model/ Emulator with appropriate lashing equipment, Gas Monitor, Assessment Exercise Plans, Assessment Exercise Sheets and Checklists

Instructor: Date Prepared:

Assessor: Approved by:

Topics

Written Assessment Practical Assessment

Assessment Task

No. of Test

Items

Assessment Method

Assessment Period

Grading Scheme

Calculate hull integrity during loading, discharging and during the voyage with regards to the standards required

Calculate stability , trim and stresses for certain condition and analyze the probability of survival in case of damages to ship hull

Secure various types of cargo

Monitor gas in RO-RO deck atmosphere

Grading Scheme

Assessment Criteria

Course Introduction -

Multiple Choice Questions,/ Identification,/ Enumeration,/ Essay

Written exam is

administered at the end of

training period

Obtain at least 75% mark

from written test

1.Determine and analyze the Hull integrity and operational limits for certain loading and discharging condition 2. Use of stability and trim program for measuring the hull integrity of the vessel for a given condition

1. Develop a desired loading plan 2. Calculate trim, draft, intact stability criteria (Actual KG < Max. allowable KG, GM ) 3. Verify weightsloaded in cargo tanks or holds against the table showing minimum

Secure palletized cargo using belts with ratchet handles, shackles, and padeyes

Secure heavy equipment cargo using chains, wires, spanners, belts with

Use of gas monitor to measure the gas and oxygen levels in a deck atmosphere

Successfully meeting all Assessment Criteria in the four Assessment Tasks.


3

2. Carriage of dangerous goods 1

3. Securing cargoes 1

4. Stability, trim and stress calculations 7




6 required loading weight at various drafts (Actual weight should be > minimum weight required) 4. Determine the probability of survival in case of damage in one compartment

ratchet handles, shackles, padeyes

6. RO-RO deck atmosphere 2

Total 20



APPENDIX I – Case Study

SEWOL Conditions Ocean temperatures in the area where the ship capsized were around 12 °C (54 °F); at that temperature the time before the onset of hypothermia is approximately 90 minutes. Capsizing

The ship departed Incheon on the evening of 15 April after a two-and-a-half-hour fog delay. The frequently-traveled 400-kilometre (250 mi) route from Incheon to Jeju usually took 13.5hours. The capsizing began about 25 kilometers (16 mi) off the southwest coast. On the morning of 16 April the ship began to take on water. While a full scientific accident investigation has yet to be completed, by day two of the incident some officials had attributed the cause to a sharp right turn, that was quickly followed by the initial on-take of water made between 8:48 and 8:49 a.m. (KST), At the time of the accident, conditions were calm and his area did not contain rocks or reefs. Passengers reported feeling a tilt of the ship and hearing a loud 'bang.' At the time of the accident, the captain was in his private cabin and the third mate was at the helm. The captain is reported to have returned to the bridge and attempted to re-balance the ship immediately after the accident a student called the national emergency service number and was connected to the Jeollanam-do fire station and reported that the ship was capsizing. At 8:52, the reporting passenger was later found dead. The student was connected to the Mokpo coast guard and talked for 6 minutes. At 8:55 a.m., the ferry established contact with the Jeju vessel traffic service (VTS) and asked the Jeju VTS to notify the coast guard that the ship was rolling and in danger.



At 8:58 a.m., the Mokpo Coast Guard received the emergency call for the sinking of the ferry made by the student. During this time, the captain told passengers to stay in their rooms and dispatched a patrol vessel. Passengers were repeatedly ordered not to move over the Intercom by the communications officer. The ship then began communicating with the Jindo VTS, which was closer to its location. At 9:06 a.m., the Jindo VTS attempted to establish contact with Sewol, which it did at 9:07 a.m. At this point, the crew confirmed to VTS that the ferry was capsizing. At 9:14 a.m., the crew stated that the ship's tilting made evacuation impossible. At 9:18 a.m., the crew reported that the ferry had tilted more than 50 degrees to port. The tilting was later confirmed by the Central Disaster Countermeasure Headquarters At 9:23 a.m., VTS ordered the crew to inform the passengers to wear personal flotation devices. When the crew replied that the broadcasting equipment was out of order, VTS told them to personally order the passengers to wear life jackets and more clothing. At 9:25 a.m., VTS asked the captain to decide quickly whether to evacuate the ship, stating that VTS did not have enough information to make the decision. When the captain inquired about the rescue, VTS replied that patrol boats were due to arrive in 10 minutes and a helicopter in one minute. The captain then replied that there were too many passengers for the helicopter. Around 9:30 a.m., the captain gave orders to evacuate the ship, though the order may not have been relayed to all the passengers. At 9:33 a.m., after confirming that nearby ships had volunteered to help in the rescue operations, VTS told all ships to drop lifeboats for the passengers. At 9:38 a.m., all communications were cut off between VTS and the ferry. About three minutes after all communications were cut, about 150 to 160 passengers and crew jumped overboard. The ship took two and a half hours to sink. By around 11:18 a.m., the bow of the ship was submerged, with a section about 2 metres (6 ft 7 in) high and 20 to 30 metres (66 to 98 ft) long showing above the water. At 9:00 a.m. on 18 April, only 50 centimetres (20 in) of the bow was above water. As of 1:03 pm, the ship was completely submerged. Causes Direct cause As of 17 April, the ROK Coast Guard has concluded that an "unreasonably sudden turn" to starboard. According to the Coast Guard, the sudden turn caused the cargo to shift to the left, causing the ship to experience an incline and to eventually become unmanageable for the crew made between 8:48 and 8:49 a.m. (KST), was the cause of the capsizing. The existence of the sudden turn has been confirmed by the analysis of the ship's Automatic Identification System data. The crew of the ferry has agreed that the main cause was the sudden turn. Experts such as Lee Sang-yun a professor and head of the environment/maritime technology institute of the Pukyong National University has also agreed. [Overloading and the lack of proper securing of the cargo are also being seen as direct causes. The MV Sewol was carrying 3600 tons of cargo, despite a limit of 987 tons.



The overloading was also previously noted by an off-duty captain and the first mate. Lee Sang-yun has also proposed overloading as a cause. According to the captain of the Sewol, the ship owners ignored his warning that the ship shouldn't carry too much cargo because it wasn't very stable. Secondary causes Secondary causes have also affected the capsizing of the ferry by decreasing the restoring force. The crew of the ferry stated that the lack of restoring force was a cause of the disaster. The Prosecution/Police Coalition Investigations Headquarters is currently investigating about secondary causes which could have lessened the ship's restoring force. The renovations of adding extra passenger cabins have been proposed as a main secondary cause by Kim Gill-soo professor of maritime transport technological department in the Korea Maritime University. This possible cause has also been supported by the captain as well as Lee Sang-yun South Korean newspaper The ChosunIlbo argued that the discharging of the ballast water was a cause of the incident. Before the incident, the Korean Register of Shipping stated that the Sewol needed to carry more than 2,000 tons of ballast water. Investigation Captain and crew The captain of the ferry, Lee Jun-Seok, had abandoned the ship with passengers still aboard the ferry. The video of the captain getting to safety has been released. He was among the first to be rescued. Lee was condemned by maritime experts for his action, frequently being compared to Francesco Schettino, captain during the Costa Concordia disaster. South Korean law explicitly requires captains to remain on the ship during adisaster.by the ROK Coast Guard. Prosecutors sought to arrest Lee after state prosecutor Park Jae-eok said that he was not present in charge of the ship at the time of the incidents and that the third mate was at the helm. Others arrested with Lee were a helmsman and the third officer. Two days later, four more men were also arrested. South Korean President Park Geun-hye said that the behavior of the captain and some of the crew was "utterly incomprehensible, unacceptable and tantamount to murder" and that it was "utterly unimaginable, legally and ethically." LeeJu-young, the minister for maritime policies, was heckled when meeting family members of victims. As of 25 April, all the surviving crew members were in state custody.



APPENDIX II – Exercises

Exercise Dangerous Goods and Segregation I

You have to load following cargo:

2 Trailers with each 15 mt IMDG Class 3 1 Trailer with 8 mt IMDG Class 4.1 2 Trailer with each 16 mt IMDG Class 2.3 2 Trailer with 5 tons IMDG Class 2.3

How do you like to distribute the cargo on your ship. Use the Tables attached for stowage and segregation on Ro-Ro Ships Answer Key First check which classes to be segregated from each other

Class Class Segregation Code

3 4.1 Non segregation required

3 2.3 Segregation Code 2 – separated from

4.1 2.3 No segregation required

Exercise Dangerous Goods and Segregation Exercise II



Can you accept the Stowage? Cargo stowed Under deck closed vs closed

Exercise: Loading and Discharging Operation and operational limits Ship Particulars Ro-Ro – Passenger Ship Voyage: Manila to Port Capiz L.O.A: 150,00 m B.O.A: 22,10 m Draught: 6.0 m Maximum Payload: 910 mt Length of each lane for vehicles and trailers: 130 m Ship has two car decks, lower deck for trucks and trailer und upper deck for vehicles Lower Deck: Port and stb. Side each two lane for trucks and trailer Upper Deck: Port and stb. Side each 3 lanes for vehicles Both decks are subdivided by a longitudinal bulkhead which is placed in the center line of the ship Maximum Passenger: 700 passenger each passenger has an average weight of 75 kg. Information for vehicles Each car has an average length of 2,5 m and an average weight of 1,2 tons. Distance between each car in each lane: 30 cm Total cars to be loaded: 250 cars Information for Trucks including trailer: Total length of each truck including trailer: 14,5 m To be loaded: 12 truck including trailer a 18 tons



10 truck including trailer a 22 tons 6 trucks including trailer a 35 tons Condition on Departure: Stores (stock and bonds): 167,00 mt Bunkers(HFO and MDO): 350,21 mt FRW: 80.00 mt Lub.Oil: 12,30mt Ballast: 830,00 mt Crews and effects: 5,25 mt

d. What is your displacement on departure

e. Please analyze if the ship can depart in this condition?

Exercise II: Loading and Discharging Operation and operational limits

In the main season normally the amount of passengers and cargo will increase. Please analyze in brief following case: A Ro-Ro Passenger ship Ferry type, stern and bow ramp for loading and discharging-was on her voyage from Tanjungsekong to Kalianda (both Indonesia) As the Ferry was approaching WP 4, on the 12.November 2016 at 1340 lt., there was a fire reported in the engine room. At the time of the accident 950 passenger and 560 cars, 100 cars from the 560 cars were loaded on retractable car decks. These deck were set in addition. The axial load limit for cars was according to the capacity plan: 0,8 t per axis The GM on departure: 2.46 m The displacement on departure was 6178 mt. L.O.A = 130 m and B.O.A: 19,3 m The Ferry was build in 1988, with three longitudinal bulkheads, distance from each other 5 m. The Bulkhead did not contain any cross flooding devices or holes. The fire was very fast also affecting the car deck and the sprinkler system was activated. There was a sudden panic and all passengers were crowded on port side. At 1405 lt. the ship capsized. From the 950 passenger only 760 passengers could be rescued. Please analyzed taking all possibilities into account, what might be the reason for capsizing of the, Ferry?

Exercise Damage Stability and Stress Calculation I



According to your stability information your ship has a compartment standard of 2,5

a. What is the equivalent factor of subdivision for this standard?

b. What type of compart ship do you have?

c. If your compartment standard would be 3, what type of compartment ship do you

have

d. Explain what flooding the ship must withstand for the above compartment standard of

3

e. Following parameters are on hand

Calculate your Criterion of Service Numerical?

Exercise Damage Stability and Stress Calculation II Subdivision Index R and Attained Index A You are on a Passenger Ship: Please assume that the lifeboats on board are sufficient for crew and passenger.

Ship Length 125,00 m

Displacement 7.796,81 mt

Passenger 700

Crew 60

Draught P S

Light Draught 0,6754 0,6758

Partial Draught 0,6799 0,6788

Full Draught 0,6734 0,6723

A. Calculate you subdivision index R

B. What would be your subdivision index R if the number of persons (including officers and crew) the ship is permitted to carry in excess of N1 and number of persons for whom lifeboats are provided = 700

C. Calculate your attained index A

D. Is in the given condition the requirement regarding the ratio between R and A fulfilled.

Check for both results in A and B. the attained index a is for both examples the same



Exercise Analysis of flooded compartments

Please analyze the following conditions. Compartment No c is flooded. (asynchronous) Your ship has a F-Factor of 0,55.

Compartment No Permeability

A 60%

B 95%

C 95%

D 95%

E 95%

F 80%

G 80%

H 80%



Exercise Analysis of flooded compartments

Please analyze the following conditions. Compartment No AB are flooded. (synchronous) Your ship has a F-Factor of 0,55

Compartment No Permeability

A 95%

B 95%

C 90%

D 95%

E 95%

F 80%

G 80%

H 80%

b. If your subdivision index R = 0,7213 and your Attained Index A = 0,6965 are the

mandatory requirements fulfilled

Exercise getting the final GM in the bilged condition You are on a Ro-Ro Passenger ship. L.O.A : 117,30 m,; B.O.A : 19,0 m. Due to severe weather condition you observed a list to stb. Side, cause by an ingress of water in compartment A, fwd. Your ship has an subdivision factor of 0,50 and is subdivided in longitudinal and transverse bulkhead. The compartment A has a length of 19,5 m and a breadth of 4,20 m



The initial KG = 6,90 m and the initial draught is 5,30 m

A. Calculate your GM in the final flooding condition

Exercise Damage Control Ship Particular L.O.A : 133 m F- factor: 0,6 Cs= 120 B.O.A: 22,4 m Displacement: 7850 mt Passenger: 720 Crew: 55 Initial Draught: 6.30 m Initial KG: 7,90 m Partial Attained Index A

Draught P S

Light Draught 0,6635 0,6656

Partial Draught 0,6715 0,6788

Full Draught 0,6789 0,6723

Permeability of the compartment B: 95% On your voyage from Manila to Puerto Princesa you collided with a ship boat near Coron –see circled area in chart. Compartment No B is flooded asynchronous port side – It is estimated that the depth of the hole is 7 m and until equalizing about 300 mt water will flood in.

A. Analyze if the ship can withstand the damage. Complete all required calculation. Use

the template attached



In the final stage of the flooding the angle of equilibrium is 6°. For the stability curve, see curve attached. Floodable curve diagrams are attached as well



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