Contents
• • • • • 1. Definition of car carrier. 1 Definition of car carrier 2. Types of car carrier. 3. Solas 3 S l Amendments. d 4. Construction of car carrier. 5. Major Accidents .
1. Definition of Car Carrier 1. Definition of Car Carrier
• PURE CAR CARRIER IS DESIGNED EXCLUSIVELY PURE CAR CARRIER IS DESIGNED EXCLUSIVELY FOR THE TRANSPORTATION OF VEHICLES WITH MULTIPLE DECK HOLDS. THE VEHICLES WITH MULTIPLE‐DECK HOLDS THE VEHICLES ARE LOADED / DISCHARGED THROUGH THE RAMPWAY. RAMPWAY
2. Types of RO/RO Ships
• Ferries Ferries • Freight • Ro‐Pax • Pure Car Carriers • Combined carriers – Container Ro/Ro Container Ro/Ro – Ro/Ro Lo/Lo
Ferry
Carriage of Passengers and Vehicles
Freight Ro/Ro Freight Ro/Ro
Transport of Wheeled Cargo
Ro Pax Ro‐Pax
Mixed Transport of Passengers, Vehicles and Wheeled Cargo p g , g
Pure Car Carrier (PCC) Pure Car Carrier (PCC)
Car Transport p • Ships quite sensitive to the side winds due to the large exposed area • Present a large number • Present a large number of ventilators on the exposed deck due to the SOLAS requirements for the garage zov
The largest PCC currently in service is the MV Mignon (1999), from Wallenius Lines, which after a lengthening of 28 m (2005) has the capacity to carry about 7,200 cars
Pure Car Truck Carrier (PCTC) Pure Car Truck Carrier (PCTC)
Transport Cars and Trucks Loa = 198 m Lpp = 188 m B = 32.20 m D = 14.60 m T = 8.80 m T 8 80 m DW = 16,957 t
Container Ro/Ro (ConRo) Container Ro/Ro (ConRo)
Combined Ship, Container Carrier and Ro/Ro Combined Ship Container Carrier and Ro/Ro
ConRo Trader (1978) C R T d (1978) Loa = 109.60 m DW = 4,550 t
Generally carries stacks of containers on the upper deck and wheeled cargo under deck
Ro/Ro Lo/Lo Ro/Ro Lo/Lo
CEC Oceanic (1997) Loa = 100.90 m DW = 5,150 t
Ship that can carry and load wheeled cargo, but that also has lifting equipment to load/unload through the hatches lifting equipment to load/unload through the hatches
3. Solas Amendments 3 S l A d
The 1988 (April) amendments to SOLAS The amendments affect regulations 23 and 42 of Chapter II 1 of the SOLAS The amendments affect regulations 23 and 42 of Chapter II‐1 of the SOLAS Convention. The first deals with the integrity of the hull and superstructure, damage prevention and control and involves the addition of a new regulation 23‐2 which requires that indicators be provided on the navigating bridge for all doors which, if left open, could lead to major flooding of a special category space or a ro‐ro cargo l f ld l d j fl di f i l space. The 1988 (October) Amendments In October 1988 the MSC met again in a special session requested and paid for by In October 1988 the MSC met again in a special session requested and paid for by the United Kingdom to consider a second package of amendments arising from the Herald of Free Enterprise tragedy. The amendments adopted entered into force on 29 April 1990. They became known as the "SOLAS 90" standard
The April 1989 Amendments Further amendments to SOLAS were adopted by the MSC in April 1989. They also entered into force on 1 February 1992. Several regulations of Chapter II‐1 were di f 1F b 1992 S l l i f Ch II 1 amended, the most important being regulation 15 which deals with openings in watertight bulkheads in passenger ships. From 1 February 1992 new ships have had to be equipped with power‐operated sliding doors, except in specific cases and must q pp p p g , p p be capable of being closed from a console on the bridge in not more than 60 seconds. The amendments make it clear that all watertight doors must be kept closed except in exceptional circumstances. The May 1990 Amendments The May 1990 Amendments Important changes were made to the way in which the subdivision and damage stability of cargo ships (including freight‐only ro‐ro ships) is calculated. They apply to ships of 100 metres or more in length built after 1 February 1992. The May 1991 amendments The amendments, which entered into force on 1 January 1994, are mostly concerned with cargo safety, and involve a complete re‐writing of chapter VI. As previously noted (see page 13) the amendments were being prepared before the Herald of Free Enterprise disaster. The new chapter refers to the Code of Safe Practice for Cargo Stowage and Securing, the aim of which is to provide an international standard for the safe stowage Securing, the aim of which is to provide an international standard for the safe stowage and securing of cargoes.
The April 1992 Amendments Although the entry into force of the October 1988 amendments to SOLAS meant that all ro‐ro passenger ferries built since April 1990 had been built to improved damage stability standards , some Governments were still concerned at the safety levels of existing ships. existing ships. The December 1992 Amendments The amendments are concerned primarily with fire safety standards for new passenger ships (including of course ro‐ro passenger ships) built on or after 1 October 1994, the date on which the amendments will enter into force under the Convention's "tacit acceptance" provisions. The May 1994 amendments: the SOLAS conference The SOLAS Convention is now so widely accepted that, to some extent at least, virtually The SOLAS Convention is now so widely accepted that to some extent at least virtually every ship in the world complies with it. Thanks to the tacit acceptance amendment procedure it has proved possible to keep the Convention up to date and further changes were made in May 1994. Some of them were adopted by the Maritime Safety Committee expanded to include all Contracting Parties to the Convention but, for technical reasons, others were dealt with by a special conference.
The December 1994 amendments Adoption: 9 December 1994 Entry into force: 1 J l 1996 E i f 1 July 1996 In Chapter VI (Carriage of Cargoes), the Code of Safe Practice for Cargo Stowage and Securing was made mandatory. The Code was adopted as a recommendation in 1991. g y p The amendments made it mandatory to provide the cargo information required by the Code and for cargo units, including containers, to be loaded, stowed and secured in accordance with a manual that must be at least equivalent to the Code. The November 1995 amendments (Conference) Adopted: 29 November 1995 Entry into force: 1 July 1997 The conference adopted a series of amendments to SOLAS, based on proposals put The conference adopted a series of amendments to SOLAS based on proposals put forward by the Panel of Experts on the safety of roll on‐roll off passenger ships which was established in December 1994 following the sinking of the ferry Estonia. The most important changes relate to the stability of ro‐ro passenger ships in Chapter II‐1.
The June 1996 amendments Adoption: 4 June 1996 4 June 1996 Entry into force: 1 July 1998 A completely revised Chapter III on life‐saving appliances and arrangements was adopted. The amendments take into account changes in technology since the Chapter had been last re‐written in 1983. h db l t itt i 1983 The December 1996 amendments Adoption: 6 December 1996 Entry into force: 1 July 1998 Chapter II‐2 was considerably modified, with changes to the general introduction, Part B (fire safety measures for passenger ships), Part C (fire safety measures for cargo ships) and Part D (fire safety measures for tankers). The changes made mandatory a new and Part D (fire safety measures for tankers). The changes made mandatory a new International Code for Application of Fire Test Procedures intended to be used by Administrations when approving products for installation in ships flying their flag. The June 1997 amendments The June 1997 amendments Adoption: 4 June 1997 Entry into force: 1 July 1999 The amendments included a new Regulation 8.2 on Vessel Traffic Services (VTS) in Chapter V. VTS are traffic management systems, for example those used in busy straits. Ch t V VTS t ffi t t f l th di b t it This Regulation sets out when VTS can be implemented. It says Vessel Traffic Services should be designed to contribute to the safety of life at sea.
The May 1998 amendments Adoption: 18 May 1998 Entry into force: 1 J l 2002 E i f 1 July 2002 Amendments were made to regulation 14 on Construction and initial testing of watertight bulkheads, etc., in passenger ships and cargo ships in Chapter II‐1. Paragraph 3 is replaced to allow visual examination of welded connections, where filling with water p , g or a hose test are not practicable. The May 2000 amendment Adoption: 26 May 2000 Ad ti 26 M 2000 Entry into force: 1 January 2002 SOLAS Chapter III, regulation 28.2 for helicopter landing areas is amended to require a helicopter landing area only for ro‐ro passenger ships. Regulation 28.1 of SOLAS Chapter III requires all ro‐ro passenger ships to be provided with a helicopter pick‐up area and existing ro‐ro passenger ships were required to comply with this regulation not later than the first periodical survey after 1 July 1997. The December 2000 amendments Adoption: 6 December 2000 Entry into force: 1 July 2002 A revised SOLAS chapter V (Safety of Navigation) brings in a new mandatory requirement for voyage data recorders voyage data recorders (VDRs) to assist in accident investigations.
The December 2002 amendments (Conference) ‐ Measures to enhance maritime security Adoption: 13 December 2002 Entry into force: 1 July 2004 The June 2003 amendments The June 2003 amendments Adoption: June 2003 Entry into force: 1 July 2006 Chapter V ‐ Safety of Navigation Amendments to SOLAS regulations V/2 Definitions and V/22 Navigation Bridge Visibility add the definition of "length" to regulation V/2 and a consequential editorial change is made to regulation V/22. The definition states that "length of a ship means its length overall . overall". December 2004 amendments Adoption: December 2004 Entry into fore: 1 J l 2006 E i f 1 July 2006 Simplified Voyage Data Recorders Amendments to regulation 20 of SOLAS chapter V (Safety of Navigation) give a phased‐ in carriage requirement for a shipborne simplified voyage data recorder (S‐VDR). g q p p y g ( )
May 2005 amendments Adoption: May 2005 Adoption: May 2005 Entry into force: 1 January 2007/1 January 2009 A revised SOLAS chapter II‐1 was adopted with entry into force set for 1 January 2009. The revision of SOLAS chapter II‐1 is intended to harmonize the provisions on subdivision and damage stability for passenger and cargo ships. The revised provisions in parts A, B and B‐1 will be applicable to new ships built after the expected entry into force date of 1 January 2009. force date of 1 January 2009 May 2006 amendments LRIT Adoption: May 2006 Entry into force: 1 January 2008 The new regulation on LRIT is included in SOLAS chapter V on Safety of Navigation, through which LRIT will be introduced as a mandatory requirement for the following through which LRIT will be introduced as a mandatory requirement for the following ships on international voyages: passenger ships, including high‐speed craft; cargo ships, including high‐speed craft, of 300 gross tonnage and upwards; and mobile offshore drilling units.
Other amendments · amendments to the FSS Code relating to fire extinguishers extinguishers, specifically portable foam applicators; fixed foam fire-extinguishing systems; fixed-pressure water-spraying and water-mist fireextinguishing systems, fixed fire detection and fire alarm systems for cabin balconies. E t i t f bi b l i Entry into force on 1 J l 2008. July 2008 · amendments to the Protocol of 1988, relating to the International Convention for the Safety of Life at Sea, 1974, to include in the Record of equipment for the relevant safety certificate an entry regarding the long-range identification and tracking system. Entry into force on 1 July 2008.
amendments to the Protocol of 1988 relating to the International Convention on Load Lines, 1966, including amendments of a reference in regulation 22 (Scuppers, inlets and discharges) and an amendment in regulation 39 ( g (Minimum bow height and reserve g buoyancy). Entry into force on 1 July 2008.
October 2007 amendments Entry into force: 1 July 2009 Entry into force: 1 July 2009 Amendment to SOLAS chapter IV, to add a new regulation 4‐1 on GMDSS satellite providers. The new regulation provides for the MSC to determine the criteria, procedures and arrangements for the evaluation, recognition, review and oversight of the provision of mobile satellite communication services in the Global Maritime Distress th ii f bil t llit i ti i i th Gl b l M iti Di t and Safety System (GMDSS). May 2008 amendments y Entry into force: 1 July 2010 Amendments to SOLAS chapter II‐2, regarding drainage of special category and ro‐ro spaces to prevent accumulation of water on the vehicle deck of ro‐ro ships; December 2008 amendments Entry into force: 1 July 2010 Amendments to the SOLAS Convention and to the 1988 Load Lines Protocol to make mandatory the International Code on Intact Stability, 2008 (2008 IS Code).
June 2009 amendment Entry into force: 1 January 2011 y y ECDIS and BNWAS to be made mandatory under SOLAS Amendments to SOLAS regulation V/19, to make mandatory the carriage of Electronic Chart Display and Information Systems (ECDIS) and Bridge Navigational Watch Alarm Systems (BNWAS) under SOLAS chapter V Safety of (BNWAS), V, Navigation. The requirements will be mandatory for new ships and phased-in for existing ships. Other SOLAS amendments •an amendment to SOLAS regulation II-1/35.2, to prohibit all new installations of asbestos on board ships, without exceptions; and •amendments to the title of Chapter VI to read, Carriage of Cargoes "and Oil Fuels" and to Regulation VI/5-1 on Material safety data VI/5 1 sheets (MSDS) to require MSDS to be provided for ships carrying oil or oil fuel, prior to the loading of such oil as cargo in bulk or bunkering of oil fuel. The MSC also approved b k i f il f l Th l d Recommendations for material safety data sheets (MSDS) for MARPOL Annex I type cargoes and oil fuels.
4. PCC CONSTRUCTION
• • • • • • • • • • • • 1 MULTI DECKS CONSTRUCTION 2 WATER TIGHT AND GAS TIGHT SECTIONS 3 LIFTABLE DECKS 4 SHORE RAMPWAY 5 INNER RAMPWAY 6 LASHING FITTINGS 7 LASHING EQUIPMENTS 8 IN‐HOLD LIGHTING SYSTEM 9 IN‐HOLD VENTILATION 10 IN‐HOLD FIRE EXTIGUISHING SYSTEM 11 IN‐HOLD EQUIPMENT FOR PREVENTING CARGO DAMAGE / ACCIDENTS 12 IN‐HOLD EQUIPMENTS FOR PREVENTING HUMAN INJURY.
1 MULTI DECK CONSTRUCTION
FOR THE PURPOSE OF CARRYING MAXIMUM AMOUNT OF VEHICLES IN A LIMITED SPACE ON BOARD A VESSEL, A SINGLE PCC HAS SEVERAL KINDS OF DECK STRUCTURES WHICH ARE CAPABLE OF CARRYING AND ADAPTABLE TO DIFFERENT TYPE OF VEHILCLES INCLUDING SEDANS, TRUCKS, BULLDOZERS, CATTER PILLARS ADAPTABLE TO DIFFERENT TYPE OF VEHILCLES INCLUDING SEDANS TRUCKS BULLDOZERS CATTER PILLARS AND SPECIALIZED VEHICLES ETC…
2 WATERTIGHT AND GASTIGHT SECTIONS
PCC / PCTC HAS SOME WATERTIGHT BULKHEADS UPTO FREEBOARD DECK TO BLOCK FLOOD WATERS AND ALSO HAS GAS TIGHT SECTIONS TO PREVENT FIRES FROM SPREADING. SECTIONS TO PREVENT FIRES FROM SPREADING.
IMPORTANT POINTS TO REMEMBER REGARDING W/T AND G/T DOORS.
1) PACKINGS TO BE CHECKED FOR DAMAGES AND ANY DEFECTS TO BE RECTIFIED IMMEDIATELY TO MAINTAIN WATERTIGHT AND GASTIGHT INTEGRITY AT ALL TIMES. 2) WATERTIGHT AND GASTIGHT DOORS TO BE CLOSED IMMEDIATELY AFTER ANY CARGO OPERATIONS AND SAME TO BE KEPT CLOSED AT ALL TIMES DURING THE VOYAGE. 3) LOCKING AND FIXING ARRANGEMENTS ON THE DECK HEADS TO BE CHECKED FOR ANY DETEORATION AND ANY DEFECTS TO BE RECTIFIED IMMEDIATELY TO PREVENT DAMAGE TO VEHICLES BY FALLING OBJECTS. 4) THE DOG BOLTS FOR SECURING W/T AND G/T DOORS TENDS TO GET SLACK ON SEA PASSAGE DUE TO VIBRATIONS SAME TO BE CHECKED AND TIGHTENED AS REQUIRED. VIBRATIONS SAME TO BE CHECKED AND TIGHTENED AS REQUIRED. 5) AT SEA OOW ON BRIDGE TO KEEP AN EYE ON THE INDICATORS FOR THE W/T AND G/T DOORS POSITION CLOSE OR SHUT. 6) THE DOORS BEING LARGE IN SIZE MAY GET DEFORMED OVER THE PERIOD OF TIME WHICH MAY NOT 6) THE DOORS BEING LARGE IN SIZE MAY GET DEFORMED OVER THE PERIOD OF TIME WHICH MAY NOT MAKE THE COMPARTMENTS W/T AND/OR G/T. SAME TO BE MONITORED AND RECTIFIED.
3 LIFTABLE DECKS
THE PCC IIS DESIGNED TO TRANSPORT VEHICLES OF VARIOUS SIZES INCLUDING CONSTRUCTION MACHINES THE PCC IIS DESIGNED TO TRANSPORT VEHICLES OF VARIOUS SIZES INCLUDING CONSTRUCTION MACHINES HENCE ON A PCC THERE ARE SOME DECKS WHICH ARE LIFTABLE TYPES AND ARE ADJUSTABLE TO ACCOMMODATE LARGE SIZE VEHICLES. A LIFTABLE DECK GENERALLY HAVE ABOUT 30 TO 40 PANNELS WHICH MAY BE LIFTED USING HYRAULIC DEVICE, MOTOR WINCH OR A LIFTER TRUCK.
IMPORTANT POINTS TO REMEMBER REGARDING LIFTABLE DECKS
1) THE LIFTER TRUCK AND/OR MOTOR WINCH TO BE KEPT OPERATIONAL AT ALL TIMES AS SAME IS NEGLECTED WHEN NOT IN USE. 2) LIFTER TYPE PRESSURE / CONDITION , BATTERIES, HYDRAULIC OIL LEVEL, LUBRICATION OF THE 2) LIFTER TYPE PRESSURE / CONDITION BATTERIES HYDRAULIC OIL LEVEL LUBRICATION OF THE SCISSORS TO BE CHECKED AND KEPT OPERATIONAL AT ALL TIMESEVEN WHEN NOT IN USE.. 3) WINCH / WIRE TYPE OF LIFTING DEVICE TO BE KEPT WELL LUBRICATED. 4) EACH PANEL TAKES APPROX. 5 MINUTES TO SET IN POSITION, SAME TO BE KEPT IN MIND AND PLANNED ACCORDINGLY. 5) SAFETY RAILINGS TO BE FIXED ON LIFTABLE DECKS AS REQUIRED AND APPROPRITE PLACARDS / SIGNS TO BE DISPLAYED. 6) MAKE SURE THAT THE RESTING LUGS OF EACH PANEL IS PROPERLY SET BEFORE THE PANELS ARE RESTED ON THE LUGS. 7) WHEN LIFTABLE DECKS ARE NOT IN USE THE LUGS TO BE SECURED IN SAFE POSITONS TO PREVENT DAMAGE TO VEHICLES.
4 SHORE RAMPWAY
PCC HAS RAMPWAYS FOR LOADING VEHICLES FROM SHORE TO THE SHIP. THEY ARE CALLED STERN RAMPS AND SIDE RAMPS. A TYPICAL PCC HAS TWO CENTRE RAMPS ( PORT AND STERN RAMPS AND SIDE RAMPS A TYPICAL PCC HAS TWO CENTRE RAMPS ( PORT AND STARBOARD) AND ONE STARBOARD STERN RAMP. THERE ARE 3 DIFFERENT TYPES OF STERN RAMP ‐ “ FORE‐DOWN “, “AFT‐DOWN “ OR “ SLEWING “
4 SHORE RAMPWAY (CONTD)
THE ENTRANCE POSITION FROM THE CENTRE RAMPWAY IS CHANGEABLE BY BRINGING THE RAMP ONE OR TWO DECKS UP OR DOWN. THE ABOVE IS DONE BECAUSE THE PIER HEIGHT COULD CHANGE DUE TO TIDAL CHANGES. THE STERN RAMPWAY IS FIXED FOR A CERTAIN DECK AND CAN NOT BE CHANGED. THE ANGLE OF THE RAMP WRT BERTH CAN BE ADJUSTED WITH THE HELP OF WEDGES THERE IS A CERTAIN TYPE OF STERN RAMP KNOWN AS SLEWING RAMP, WHICH CAN SWING PORT AND STARBOARD.
IMPORTANT POINTS TO REMEMBER DURING THE SHORE RAMP OPERATION.
1) SHORE RAMP ANGLE WRT TO JETTY SHOULD BE ALWAYS LESS THAN 130 AT ALL TIMES TO AVOID DAMAGES TO THE VEHICLES NOSE AND/OR TAIL. 2) BEFORE RESTING THE RAMP ON THE WHARF RUBBER MATS AND/OR PLYWOODS TO BE PUT UNDER FLAP END TO PREVENT WHARF DAMAGE. END TO PREVENT WHARF DAMAGE 3) BEFORE LOWERING THE RAMP MAKE SURE NO OBSTRUCTIONS LIKE BOLLARDS, JUNCTION BOX ETC..ARE PRESENT UNDER THE RAMPWAY. 4) THE VERTICAL CLEARENCE OF THE RAMP SHOULD BE CLOSELY MONITORED WHEN THERE IS A LARGE TIDAL CHANGE. 5) SUFFICIENT SLACKNESS OF THE RAMP WIRES TO BE MAINTAINED AT ALL TIMES DURING CARGO OPERATIONS ELSE THE FLAP MAY BE LIFTED UP AND CAUSE VEHICLE DAMAGE. OPERATIONS ELSE THE FLAP MAY BE LIFTED UP AND CAUSE VEHICLE DAMAGE 6) SINCE THE OPPORTUNITY OF CARRYING OUT RAMP MAINTENANCE IS LIMITED HENCE WHENEVER RAMP IS IN LOWERED POSITION CHECK FOR ANY CRACKS OR DETEORATION OF THE UNDERSIDE OF THE RAMPWAY. 7) HINGE PINS OF THE RAMPS TO BE INSPECTED AND LUBRICATED AT EVERY OPPORTUNITY WHEN SHIP IS ALONGSIDE. 8) TRACKWAYS OF THE WEDGES FOR CHANGING THE ANGLE OF THE STERN RAMPWAY TO BE KEPT LUBRICATED AT ALL TIMESFOR SMOOTH OPERATION AND AVOIDING DELAYS. LUBRICATED AT ALL TIMESFOR SMOOTH OPERATION AND AVOIDING DELAYS. 9) EXCESSIVE GREASE ON RAMPWIRE TO BE AVOIDED AS SAME MAY FALL ON VEHICLES / RAMPWAY DURING CARGO OPERATION.
5 INNER RAMPWAY (FIXED TYPE)
ON BOARD A PCC ONE OR TWO FIXED INNER RAMPWAYS ARE PROVIDED FOR EACH DECK TO DRIVE THE VEHICLES UP OR DOWN TO THE NEXT DECK. NOTE IN THE ABOVE DIAGRAM THE ANGLE OF THE RAMPWAY IN THE CENTRE IS GENERALLY 13O AND REDUCED TO HALF AROUND 6.5O. THE ANGLE OF 13O IS FOUND TO BE A SAFE ANGLE FOR NORMAL VEHICLE TO DRIVE WITHOUT THE NOSE OR THE TAL TOUCHING THE DECK. IF THE ANGLE INCREASES THEN THE VEHICLES NOSE OR THE TAIL MAY TOUCH THE DECKS.
5 INNER RAMPWAY (ADJUSTABLE TYPE)
THE ABOVE IS A TYPICAL MOVABLE OR ADJUSTABLE TYPE OF RAMPWAY. THE MOVABLE TYPE OF RAMPWAY NORMALLY CONSIST OF A COMBINATION OF A FIXED SECTION AND A VARIABLE SECTION, LEADING TO VARIOUS HEIGHTS OF THE LIFTABLE BECKS OR THE FIXED DECKS ABOVE IT. VARIABLE SECTION LEADING TO VARIOUS HEIGHTS OF THE LIFTABLE BECKS OR THE FIXED DECKS ABOVE IT
IMPORTANT POINTS TO REMEMBER FOR INNER RAMPWAYS
AFTER SETTING THE MOVABLE TYPE RAMPWAY TO IT’S POSITION THE WIRES TO BE KEPT SLIGHTLY SLACK TO PREVENT THE RAMP WIRES FREE OF TENSION WHEN VEHICLE PASSES OVER THE RAMP. EXPANDED METAL FOR INNER RAMPWAYS TO BE CHECKED FOR ANY CRACKS TO PREVENT TYRE / VEHICLE DAMGE. RAMP LIFTING DEVICES INCLUDING PULLEYS, EYE PADS, RINGS TO BE INSPECTED FOR ANY DETEORATION / DAMAGE.
6 LASHING FITTINGS
LASHING POINTS ARE PROVIDED ON EVERY DECK, THEY ARE LOCATED 600 TO 1000 MM AWAY FROM EACH OTHER IN A VERTICAL AS WELL AS HORIZONTAL DIRECTION TO ENSURE PROPER AND EFFECTIVE LASHING IRRESPECTIVE OF THE SIZE OF THE VEHICLE. LASHING POINTS ON ORDINARY DECKS ARE HOLE OF 60 MM DIA AND LASHING POINTS ON GAS TIGHT DECKS ARE RINGS OF NORMALLY 13 MM DIA. LASHING POINTS FOR EXTRA HEAVY VEHICLES ARE LASHING RINGS OF ABOUT 19 TO 22 MM DIA OR CLOVER LEAF. LASHING POINTS NEAR PILLARS OR OTHER STTRUCTURE ARE MADE UP OF CRINKLE BARS WELDED TO LASHING POINTS NEAR PILLARS OR OTHER STTRUCTURE ARE MADE UP OF CRINKLE BARS WELDED TO DECKS.
IMPORTANT POINTS TO REMEMBER FOR LASHING FITTINGS
CHECK FOR DEFORMATION OF LASHING HOLES WHICH MAY RESULT IN CHECK FOR DEFORMATION OF LASHING HOLES WHICH MAY RESULT IN DAMAGE TO VEHICLE TYRES AND/OR LASHING HOOKS. LASHING RINGS TO BE KEPT FREE AT ALL TIMES. AFTER PAINTING THE LASHING RINGS TO BE KEPT FREE AT ALL TIMES. AFTER PAINTING THE RINGS TO BE TURNED. SUNKEN TYPE OF EYE HOLE TO BE KEPT FREE OF WATER.
7 LASHING EQUIPMENTS
THERE ARE VARIOUS TYPES OF LASHING MATERIALS USED AS SHOWN ABOVE, THE LASHINGS CARRIED OUT AS PER THE SIZE AND TYPES OF VEHICLES.
7 LASHING EQUIPMENTS (CONTD)
8 IN HOLD LIGHTING SYSTEM
AS PER THE RULES EXPLOSION PROOF OR ENCLOSED SPARK PROOF TYPE LIGHTING EQUIPMENT IS REQUIRED IN A HOLD OF A PCC. TYPE LIGHTING EQUIPMENT IS REQUIRED IN A HOLD OF A PCC IN A PCC WHERE A SPARK PROOF SYSTEM OF LIGHTING EQUIPMENT IS USED THEN THE VENTILATION FOR A REASONABLE PERIOD BY THE INTER LOCK SYSTEM IS REQUIRED TO DIFFUSE THE GASOLINE VAPOURS PRIOR TO TURNING ON THE LIGHTING SYSYTEM. AS PER MOL SPECS THE NEW BUILT SHIPS REQUIRES AN AVERAGE OF 45 LUX OF LIGHTING WHICH IS EQUIVALENT TO THE NORMAL LIGHT OF CREW QUARTERS.
IMPORTANT POINTS TO REMEMBER REGARDING LIGHT FITTINGS IN HOLD
DURING BALLAST PASSAGE AND PARTLY LOADED PASSAGE, WHENEVER POSSIBLE ALL FUSED LIGHTS TO BE REPLCAED. THE FITTINGS TO BE CHECKED FOR ANY LOOSE COVERS, FITMENTS, ETC. SO THAT THEY DO NOT FALL ON VEHICLES AND DAMAGE SAME.. THER SHOULD BE ENOUGH SPARE BULBS / TUBES FOR REPLACEMENTS AT ALL TIMES. NO ELECTRICAL PLUG POINTS OR LOOSE WIRES TO BE KEPT OPEN.
9 HOLD VENTILATION
DURING CARGO OPERATION, THE PCC HOLDS ARE FILLED WITH EXHAUST GAS FROM VEHICLES. FORCED VENTILATION SYSTEM IS USED TO DIFFUSE THE TOXIC GAS.
SOLAS REGULATION REGARDING HOLD VENTILATION ON A PCC. VENTILATION SYSTEM (SECTION II‐2 REGULATION 53 2‐3)
CLOSED RO/RO CARGO SPACE SHALL BE PROVIDED WITH AN EFFECTIVE POWER VENTILATION SYSTEM SUFFICIENT TO PROVIDE AT LEAST SIX AIR CHANGES PER HOUR BASED ON AN EMPTY HOLD. VENTILATION FANS SHALL NORMALLY BE RUN CONTINUOUSLY WHENEVER VEHICLES ARE ON BOARD. WHERE IT IS IMPRACTICABLE, THEY SHALL BE OPERATEDFOR A LIMITED PERIOD DAILYAS WEATHER WHERE IT IS IMPRACTICABLE THEY SHALL BE OPERATEDFOR A LIMITED PERIOD DAILYAS WEATHER PERMITS AND IN ANY CASE FOR A REASONABLE PERIOD PRIOR TO DISCHARGE, AFTER WHICH PERIOD THE RO‐RO SPACE SHALL BE PROVED GAS‐FREE. ONE OR MORE PORTABLE GAS DETECTING INSTRUMENTS SHALL BE CARRIED FOR THIS PURPOSE. THE SYSTEM SHALL BE ENTIRELY SEPARATE FROM OTHER VENTILATING SYSTEMS. VENTILATION DUCTS SERVING RO‐RO CARGO SPACES CAPABLE OF BEING EFFECTIVELY SEALED SHALL BE SEPARATE FROM EACH CARGO SPACE. THE ADMINISTRATION MAY REQUIRE AN INCREASED SHALL BE SEPARATE FROM EACH CARGO SPACE THE ADMINISTRATION MAY REQUIRE AN INCREASED NUMBER OF AIR CHANGES WHEN VEHICLES ARE BEING LOADED OR UNLOADED. THE SYSTEM SHALL BE CAPABLE OF BEING CONTROLLED FROM A POSITION OUTSIDE SUCH SPACES. AS PER MOL DESIGN OF VESSEL THE SUPPLY OF AIR BY MECHANICAL VENTILATION IS DESIGNED FOR 20 AS PER MOL DESIGN OF VESSEL THE SUPPLY OF AIR BY MECHANICAL VENTILATION IS DESIGNED FOR 20 CHANGES PER HOUR AND FOR EXHAUST IT IS DESIGNED FOR 6 CHANGES PER HOUR, HENCE SUPPLY IS MORE POWERFULL THAN EXHAUST.
BUT SUPPLY OF AIR MAY SOMETIMES CAUSE PROBLEMS FOR VEHICLES NEAR BUT SUPPLY OF AIR MAY SOMETIMES CAUSE PROBLEMS FOR VEHICLES NEAR THE AIR VENTS.
IMPORTANT POINTS TO REMEMBER REGARDING VENTILATION SYSTEM
1) MAINTENANCE OF VENTILATION DAMPERS ARE NEGLECTED QUITE OFTEN AND IT HAPPENS THAT THE PULLEYS ARE NOT GREASED AS REQUIRED RESULTING IN FROZEN PULLEYS. IT IS OF UTMOST IMPORTANCE THAT MAINTENANCE OF DAMPERS AND ASSOCIATED FITTINGS ARE PROPERLY CARRIED OUT FOR CLOSING THE DAMPERS IN TIME WHEN REQUIRED ELSE CARGO DAMAGE MAY OCCUR.PACKING FOR VENT DAMPERSTO BE CHECKED REGULARLY. BE CHECKED REGULARLY 2) MAINTENANCE OF THE INSIDE OF THE VENTILATION DUCT IS SLIGHTLY DIFFICULT AND HENCE NEGLECTED WHICH RESULTS IN EXCESSIVE RUST FORMATION AND SUBSEQUENTLY DETEORATION OF THE AREA. IT IS TO BE CHECKED AS AND WHEN SITUATION PERMITS AND MAINTAIN SAME. IF CAN NOT BE DONE ON BOARD DUE TO IT’S DIFFICULT ACCESS THEN SHOULD BE CARRIED OUT IN DRY DOCK POSITIVELY. 3) ALL LOOSE RUSTS IN THE BASE OF THE VENT TRUNK ACCUMULATED SHOULD BE SWEPT CLEAN ELSE IT MAY DAMGE THE VEHICLES CLOSE TO THE VENT OPENING WHEN THE VENTILATION COMMENCES. 4) CARE SHOULD BE TAKEN THAT DURING CARGO OPERATIONS THE G/T / W/T DOORS ARE OPEN PRIOR TO STARTING THE VENTILATION SYSTEM IN THE SUPPLY MODE FOR THAT PARTICULAR AREA. 5) PRIOR TO STARTING THE VENTIALTION SYSTEM THE ENGINEER ON DUTY SHOULD BE INFORMED SO AS TO KEEP A CHECK ON THE LOAD BUILT UP ON THE GENERATORS. 6) VENTILATION SHOULD BE STOPPED IMMEDIATELY IN CASE OF SNAOW, RAIN, SEA WATER, SPRAY, FREEZING WIND AND BAD SEA CONDITION. 7) IN ANY CASE THE VENTILATION INSTALLED ON THE FOC’SLE DECK SHOULD BE CLOSED BEFORE SAILING.
STOP VENTILATION
DURING BAD WEATHER SUCH AS HIGH SEAS, RAIN ETC. ALL VENTILATION SHOULD BE STOPPED AND ALL DAMPERS SHOULD BE CLOSED TO PREVENT WATER FROM ENTERING THE CARGO SPACES. SS O C OS O O G C GO S C S
10 IN – HOLD FIRE EXTINGUISHING SYSTEM
REFER TO SOLAS REGULATION 53 (FIRE PROTECTION REFER TO SOLAS REGULATION 53 (FIRE PROTECTION ARRANGEMENTS IN CARGO SPACES) , PARAGRAPH 2 (RO‐ RO CARGO SPACES) TO INCLUDE PAGE 243 OF SOLAS AS HANDOUT
TYPICAL ARRANGEMENT OF FIRE EXTINGUISHING SYSYTEM IN CARGO HOLDS
FIXED FIRE EXTINGUISHING SYSTEM: GAS FIRE EXTINGUISHING SYSTEM ( CONSISTS OF MAINLY GAS FIRE EXTINGUISHING SYSTEM ( CONSISTS OF MAINLY CO2 ) FIRE HYDRANTS. PORTABLE FIRE EXTINGUISHERS. (MAINLY DCP) PORTABLE FOAM APPLICATOR PORTABLE FOAM APPLICATOR IN – HOLD FIRE DETECTION SYSTEM.
TYPICAL ARRANGEMENT OF FIRE EXTINGUISHING SYSYTEM IN CARGO HOLDS
FIXED FIRE EXTINGUISHING SYSTEM: GAS FIRE EXTINGUISHING SYSTEM ( CONSISTS OF MAINLY GAS FIRE EXTINGUISHING SYSTEM ( CONSISTS OF MAINLY CO2 ) FIRE HYDRANTS. PORTABLE FIRE EXTINGUISHERS. (MAINLY DCP) PORTABLE FOAM APPLICATOR PORTABLE FOAM APPLICATOR IN – HOLD FIRE DETECTION SYSTEM.
IMPORTANT POINTS TO REMEMBER FOR FIRE EXTINGUISHING SYSTEMS FOR CARGO HOLDS
1) ALL FIRE EXTINGUISHERS TO BE CHECKED FOR PROPER WORKING ) CONDITION AND KEPT IN OPERATIONAL READINESS. 2) FIRE EXTINGUISHER HOLDING BRACKETS SHOULD BE CHECKED AS WEAK BRACKETS MAY CAUSE THE FIRE EXTINGUISHERS TO FALL DOWN AND BRACKETS MAY CAUSE THE FIRE EXTINGUISHERS TO FALL DOWN AND DAMAGE THE VEHICLES. 3) FIRE HYDRANT CAPS TO BE KEPT CLOSED AT ALL TIMES TO PREVENT LEAKAGE OF SEAWATER IN HOLDS AND CONSEQUENTLY ONTO VEHICLES. REMEMBER : “SEAWATER IS LIKE POISON FOR VEHICLES” SEAWATER IS LIKE POISON FOR VEHICLES 4) AFTER ANY OPERATION OF FIRE PUMPS FOR DECK WATER THE HOLDS TO BE CHECKED FOR ANY LEAKAGES, SPECIALLY DURING LOADED VOYAGES. 5) FOAM APPLICATOR UNITS TO BE CHECKED FOR LEAKAGES FROM THE CONTAINERS TO PREVENT DAMAGES TO VEHICLES. 6) CO2 LINES TO BE BLOWN THROUGH AT REGULAR INTERVAL ALONG WITH THE AIRHORNS.
FIRE EXTINGUISHING SYSTEMS IN HOLDS
NO SMOKING SIGN SHOULD BE NO SMOKING SIGN SHOULD BE MARKED IN HOLDS
FIRE HYDRANTS , HOSE & NOZZLE SHOULD BE EASILY ACCESSIBLE
11 EQUIPMENTS ON BOARD FOR PREVENTING CARGO ACCIDENTS / DAMAGES
ANTI‐ SLIPPING EQUIPMENT SHORE RAMP : NON SKID BAR INNER RAMP : EXPANDING METAL SAFETY WALK: NON SKID TAPE SPONGY TIGER MARK SHEET, REFLECTING TAPES AND FLOURESCENT PAINTS AROUND PILLARS TO PREVENT SCRATCHES. AROUND PILLARS TO PREVENT SCRATCHES MEASURES TO PREVENT FALLING OF METALLIC FIXTURES COVER PLACED UNDER CLOVER LEAF EXTERNAL FRAME SLOTS CLOSED. COAMING PLATE IN OUTSIDE PLATING SIDE OF LIFTABLE DECK SLANT PLATE LOCATED AT BOTH ENDS OF HOLD RAMPWAYS TO FACILITATE EASY SLANT PLATE LOCATED AT BOTH ENDS OF HOLD RAMPWAYS TO FACILITATE EASY VEHICLE TURNS. GUTTER WAY AND COAMING IN OUTSIDE PLATING OF CAR DECK (G/T DECK GUTTER WAY AND COAMING IN OUTSIDE PLATING OF CAR DECK (G/T DECK UNDER WATER LINE ONLY) TO PREVENT SWEATING. SAFETY CONE, STOP MARK, AROW SIGNAL, CHAIN, SAFETY NET ETC
IMPORTANT POINTS TO REMEMBER FOR IN‐HOLD EQUIPMENTS TO PREVENT CARGO ACCIDENTS/ DAMAGES
NON SKID BARS ON SHORE RAMPWAY TO CHECK FOR DEFORMATION. ANY SHARP EDGES WILL CAUSE TYRE DAMAGE. EXPANDING METAL ON SHORE RAMPWAY TO BE CHECKED FOR CRACKS. EXPANDING METAL ON SHORE RAMPWAY TO BE CHECKED FOR CRACKS DAMAGED SAFETY WALKS TO BE REPLACED IMMEDIATELY. DO NOT PAINT OVER ANTI SKID TAPES PILLARS OR STRUCTURES NEAR TURNING AREA TO BE COVERED WITH TIGER COUSHION TAPES TO PREVENT HIT DAMAGE. SAFETY CONES, STOP MARKS , ARROW SIGNALS ETC TO BE KEPT SECURED AFTER CARGO OPERATIONS. STOP MARKS WHICH ARE HUNG NEAR DEAD ENDS OR DANGEROUS OPENINGS TO BE KEPT SECURED TO PREVENT SWINGING DURING VOYAGE AND TOUCHING ANY VEHICLE NEARBY. ANY VEHICLE NEARBY THE EYES OF THE STANCHIONS SHOULD BE TURNED INWARDS.
12 EQUIPMENTS IN CARGO HOLD FOR PREVENTING HUMAN INJURY
IMPORTANT POINTS TO REMEMBER FOR EQUIPMENTS IN CARGO HOLD FOR PREVENTING HUMAN INJURY
WALKWAY TO BE KEPT FREE OF ANY OBSTRUCTION. SAFETY ROPES TO BE PUT IMMEDIATELY AFTER SHIFTING THE LIFTABLE PANNELS OR FOR ANY DANGEROUS OPENING. SEVERAL INJURIES TO PERSONNEL HAVE TAKEN PLACE FOR NEGLIGENCE OR INJURIES TO PERSONNEL HAVE TAKEN PLACE FOR NEGLIGENCE OR DELAY IN FIXING THE SAFETY ROPE. WORK ENVIRONMENT SHOULD BE WEL ILLUMINATED. ANY FUSED LIGHTS TO BE REPLACED IMMEDIATELY. LIGHTS TO BE REPLACED IMMEDIATELY USE SAFETY CONES AND APPROPRIATE PLACARDS FOR DANGEROUS OPENINGS.
5. Major Accidents with Ro/Ro Ships 5. Major Accidents with Ro/Ro Ships
Estonia (1994), 852 casualties Estonia (1994) 852 casualties
Herald of Free Enterprise (1987), 193 casualties (1987) 193 casualties
MV Cougar Ace
Ship sinks after Channel collision
A Norwegian car carrier has sunk in the English Channel after colliding with a container ship in thick fog in the early hours of Saturday
Wahine disaster
The TEV Wahine lists heavily to starboard as it sinks in Wellington Harbour. Lifeboats from the ship can be seen to the left. H b Lif b t f th hi b t th l ft