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FASS
WP1 REPORT
CONTRACT NUMBER : WA - 97 - SC 2206
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CONTENTS
1. INTRODUCTION 3 2. LITERATURE REVIEW 3 2.1. Introduction 3 2.2. Types of fast ships 4 2.3. European and World-wide lines 14 2.3.1. European Community and European Situation 14 2.3.2. World Situation 21 2.4. International, national and local rules 23 2.5. FAS behaviour 28 2.5.1. What is a fast vessel? 28 2.5.2. Dead-weight problems with FASS 29 2.5.3. Seakeeping behaviour 31 2.6. Technologies 33 2.6.1. Review 33 2.6.2. FAS manoeuvring 36 2.6.3. Instrumentation 37 2.7. Accidents / Incidents 41 2.7.1. General topics 41 2.7.2. Wake wash 54 2.8. Education, training and simulation 58 2.9. Comments 61 2.10. Bibliography 68 2.10.1. Introduction 68 2.10.2. Fast ships 68 2.10.3. Lines 69 2.10.4. Rules 70 2.10.5. FAS Behaviour 70 2.10.6. Technologies 71 2.10.7. Accidents / Incidents 72 2.10.8. Training 74 2.10.9. Other topics 75 APPENDIX 2-1 : CHARACTERISTICS OF INFRARED CAMERAS 76 APPENDIX 2-2 : RULES AND REGULATIONS 83 3. INTERVIEWS 90 3.1. Procedure 90 3.2. Comments on interviews to Navigation Companies 91 3.3. Comments on interviews to onboard Personnel 92 3.4. Synthesis of the results of the interviews 97 APPENDIX 3-1 : FASS QUESTIONNAIRE 99 APPENDIX 3.2 GUIDE TO ANALYSE A FASS INTERVIEW 103
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1. INTRODUCTION
The Workpackage 1 "State of the Art" objective has been to acquire, classify and synthesise the relevant pieces of information resulting from the experience of professionals involved in the design and operation of fast ships so as to enhance the knowledge.
The available data have been collected through essentially two means: literature review and interviews.
The search and the examination of published literature have been focused on all major elements contributing to an advanced knowledge on fast ship navigation security.
These comprise the types of FAS and their equipment’s, the existing lines and rules. Efforts have been made to gather data on accidents which happened as much as they were "opened".
More interviews have been conducted. Methods have been established to question experts and to analyse the results of the inquiries. The guideline has been to try and list the parameters interfering with the security while giving a reasonable rate of confidence and objectivity.
This document reports the results of the works done.
2. LITERATURE REVIEW 2.1. Introduction To define the State of the Art in the High Speed Maritime Transport field, we have used the sole international official document available: the H.S.C. Code (High Speed Craft Code), issued by I.M.O. in 1995.
Besides such official document, we have taken into account the following documents:
- publications of the Classification Institutes who, on the basis of the HSC Code, issued the rules for the building of the Fast Ships
- bibliography, wide as much as possible, issued by specialised technical magazines
- proceedings of meetings on this subject having particular importance.
Furthermore, we have taken into account the results of other researches developed by Consortia which participated to the III and IV Research and Development Frame Programs, promoted by the European Union Commission.
Most of the documents will be noted in the bibliography.
The appendix 2.1 reports the rules and regulations.
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2.2. Types of fast ships The typology of HSC can be classified in the following types:
· Hovercraft · Hydrofoil/catamaran (multihulls) · SES (Surface Effect Ship) · SWATH (Small Water Area Twin Hull) · Monohull
These types are described in the following pages. Let's remark that SES (Surface Effect Ship) is an air cushion catamaran. So it will be described after catamaran's description.
- Hovercraft
The hovercraft is a surface vehicle having its complete weight supported by a cushion of pressurised air.
· Control
Craft direction is controlled at high speed by rudders in each of the propeller ducts (a skirt shift system is optional), and at low speed by puff ports specially for reversing and turning.
· Propulsion
Propulsion is composed of a motive power supplied by free-turbine turboshaft engines located (in pairs) at the rear of the craft on either side of the vehicle deck. Each engine is connected to one of identical propeller units.
· Electrical system
Electrical system can be divided in turboshaft engines and alternators.
· Cushion
The fan delivers air to the cushion via a continuous peripheral bag and finger skirt (made in nylon fabric).
· Fuel
Fuel is transferred between forward and aft tanks via a ring main to adjust fore and aft trim.
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· Navigation and communication
The following components can be found:
¨ remote reading gyro-compass, spherical compass, ¨ optional range of automatic and semi-automatic navigational aids, ¨ VHF international marine band radio or similar equipment, radar systems, transceiver on the control cabin roof. The display unit is mounted in the control cabin on the port side and is north-up by gyro-compass.
· Outfit
Three main components are described:
¨ a large central accommodation area forward of a propulsion machinery bag and sidebodies containing the lift system machinery, ¨ a control cabin on the top of the main cabin, ¨ a commercial cabin.
· Emergency exits.
- Hydrofoils
The hydrofoils consist in lifting a ship hull out of the water thanks to dynamic fluids strength.
· Propulsion
Propulsion is composed of one or two gas turbines, one diesel for slow running, an inclined steel propeller. A compressed air system (propeller shaftdriver air compressor and compressed air bottles) is provided for main engine starting, emergency stopping, operating the foghorn and scavenging the water intake.
Engine output is transferred to a single double-volute, double-suction, two impeller centrifugal pumps. Water is taken in through inlets on the nose of each aft foil at the foil/strut intersection and passes up through the hollow interiors of the struts to the hull, where it is ducted to the pump. From the pump, the water is discharged through twin, fixed-area nozzles located beneath the hull under the pump.
· Electrical system
Electrical system can be divided in a generator coupled to the main engine, storage batteries connected in series-parallel to form a single bank and to supply power during short stops, and a three-phase alternator.
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· Control
The control is realised with one or several rudders. The operations of the engine, rudder, reverse gear and fuel supply are operated hydraulically from the wheelhouse, equipped with a hydraulic remote control system (comprising transmitter cylinders in the wheelhouse and actuators on the engine), reverse gear and fuel supply. The engines can also be controlled in the engine room. A hand tiller is employed in an emergency.
· Hull
The hull is composed of two main lifting surfaces, one forward and one aft, each carries approximately half the weight of the vessel. The main elements are: plating, deck, partitions, bulkheads, platforms, wheelhouse and foil system.
· Fuel
Fuel tanks consist in: · a fuel priming unit, · a hand fuel booster pump.
· Auxiliary system
The auxiliary system consists in a hydraulic steering from the wheelhouse.
- Catamarans
A catamaran is a displacement ship with a twin hull configuration which provides static buoyant lift.
· Propulsion
Two configurations can be found:
¨ Two main engines (diesel or gas) driving two wateriest (thrust device) with two gear boxes (reduction). Sometimes one, sometimes four. ¨ 4 main engines. Two engines in each engine room, connected to a common gearbox. This is the most economical installation, regarding investment costs and safety.
· Auxiliary system
2 engines (diesel) powerless can be found.
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· Electrical system
Electrical system presents 2 generators in each hull (4 total) feed associated independent main switchboards with one capable of disconnection in an emergency. Under normal operating conditions, the two main switchboards are linked.
· Control
The manoeuvring of the ship is controlled by a joystick system. The control system is split up in individual controls for each water-jet (2 steerable and 2 boosters) through which rpm, angle of thrust and reversing of thrust are controlled.
· Navigation and communication
Radar and autopilot.
- SES (Surface Effect Ship)
SES is a catamaran type vessel which contains an air cushion between both side-hulls structures at the forward and aft ends.
· Propulsion
The vessel is powered by high speed diesel engines or gas turbines. One engine drives centrifugal fans with double-sided air inlets for cushion lift, and each of the others drives a marine propeller, or a water jet through a reduction box.
· Control
Craft direction is controlled by twin balanced rudders operating in the water by each of the water jet, or behind the propellers. In that last case, they are interconnected and move synchronously by hydraulic actuation. Thrust reversal is achieved by water-flow deflectors.
· Safety equipment
Safety equipment consists in life buoys, life jackets, fire extinguishers.
· Outfit
Audio system and airline-type seating are provided for passengers and crew members.
· Hull
The cushion is divided in several compartments by a full length longitudinal keel and by two (or more) transverse keels located slightly forward of amidships. ______WP1 : State of the Art IDD D 113.00.08.042.001 Date: 23/12/98 WP1 Report Page: 8/137 FASS ______
- SWATH
The SWATH concept is a type of catamaran that features two fully submerged hulls, each connected to a structure by one or more relatively thin struts. Instead of water jets, propellers are essentially used in propulsion, with sometimes bow thrusters.
The description is similar to a catamaran. So we will not describe this kind of high speed craft in more details.
- Monohulls
A monohull ship is a displacement ship with a single hull which provides static buoyant lift. The monohull displacement ship requires no foil generated dynamic lift or powered lift to support its weight.
· Propulsion
Propulsion is provided by propellers or combinations of main engines, gearboxes and waterjets.
· Electrical system
Electrical system consists in 2 generators (identical or not) driving 2 alternators or one generator (with propellers).
· Navigation and communication
Radar, VHF radio, autopilot, HF radio.
· Auxiliary systems
Sometimes, one bow thruster can be found.
· Control
Control is realised thanks to propellers or wateriest. With propellers is provided a hydraulic steering system, coupled to rudders. Steering positions are in the wheelhouse and flying bridge.
Hereafter is given a non exhaustive list of these various ships. Particularly it indicates the year of built, the building country, the type and the owner's country. It gives an idea of the distribution between catamarans, hydrofoils and monohulls.
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year NOREG SHIP's NAME OWNERS LPP Type Hull building OWNER' length built Materi country s range (m) al Country 1996 39W810 DAMEN NO 5058 15 CATA ALUM. Netherlan 15-25 ds 1989 970N48 TALLINK EXPRESS I INREKO LAEVA AS 39 CATA ALUM. Norway Estonia 35-45 1972 76Y037 AR VRO VEDETTES RAPIDES DE L'OCEAN 25 CATA ALUM. Norway France 25-35 1974 900B45 TRIDENT V EMERAUDE LINES 27 CATA ALUM. Norway France 25-35 1975 85S047 DUMONT D'URVILLE BODIN ARMEMENT 24 CATA ALUM. Norway France 25-35 1976 911P84 BRITTANIA CHANNILAND S.A. 26 CATA ALUM. Norway France 25-35 1979 86R403 GOURINIS SOCIETE D'ARMEMENT DE 22 CATA ALUM. Norway France 15-25 L'OUEST 1979 911H55 TRIDENT VII EMERAUDE LINES 29 CATA ALUM. Norway France 25-35 1981 87Y491 TRIDENT 4 SA DES BATEAUX DE LA COTE 27 CATA ALUM. Norway France 25-35 D'EMERAUDE 1982 83G013 TRIDENT III VEDETTES BLANCHES(STE.DES 27 CATA ALUM. Norway France 25-35 BTS.DE LA COTE D'EMERAUD 1983 36P353 ANAHITRA COMPAGNIE DES MOYENS DE 29 CATA ALUM. Norway France 25-35 SURFACE 1988 923M55 TAMAHINE MOOREA LEPRADO VALERE EURL 30 CATA ALUM. Australia France 25-35 II 1991 38E851 OTE MANU BORA BORA NAVETTES 13 CATA ALUM. Australia France 15-25 1991 38D850 PAIA BORA BORA NAVETTES 13 CATA ALUM. Australia France 15-25 1992 38E966 PATONGA III VIRATELLE 14 CATA ALUM. Australia France 15-25 1993 38D873 AREMITI 2 AREMITI PACIFIC CRUISES 29 CATA ALUM. Australia France 25-35 1993 39E081 CONDOR FRANCE SEAFRANCE 34 CATA ALUM. Sweden France 35-45 1994 39G290 CARETTA CROISIERE DU LAGON SA. 15 CATA ALUM. Australia France 15-25 1994 39U371 AREMITI AREMITI PACIFIC CRUISES 35 CATA ALUM. Singapore France 35-45 1995 39F657 VOYAGER II CO PROPRIETE VOYAGER II 21 CATA ALUM. France France 15-25 1995 39J499 TURQUOISE EXPRESS CARAIBE SHIPPING 37 CATA ALUM. Singapore France 35-45 MANAGEMENT S.A. 1996 39A721 HULL NO H136 ANTILLES TRANS EXPRESS 45 CATA ALUM. Singapore France 45-65 1984 934M59 MANDJI EXPRESS TRANSMEX GABON 27 CATA ALUM. Sweden Gabon 25-35 1993 39G221 FLYING AMBER AIRPORT AUTHORITY 22 CATA ALUM. Australia Hong 15-25 Kong 1995 39B262 FLYING EMERALD AIRPORT AUTHORITY 23 CATA ALUM. Australia Hong 25-35 Kong 1996 39Y812 RISHI AUROBINDO DEVELOPMENT CONSULTANTS 26 CATA ALUM. Australia India 25-35 LTD. 1993 39A031 LADA DUA LADA LANGKAWI (HOLDINGS) 26 CATA ALUM. Australia Malaysia 25-35 SDN BHD 1993 39Y030 LADA SATU LADA LANGKAWI (HOLDINGS) 26 CATA ALUM. Australia Malaysia 25-35 SDN BHD 1993 39B032 LADA TIGA LADA LANGKAWI (HOLDINGS) 26 CATA ALUM. Australia Malaysia 25-35 SDN BHD 1994 39N319 LADA LIMA LADA LANGKAWI (HOLDINGS) 19 CATA ALUM. Australia Malaysia 15-25 SDN BHD 1994 39M318 LADA EMPAT LADA LANGKAWI (HOLDINGS) 26 CATA ALUM. Australia Malaysia 25-35 SDN BHD 1987 89P046 QUEENSTOWN GREENTREE HOLDINGS LTD. 19 CATA ALUM. Australia New 15-25 EXPLORER Zealand 1993 39S139 QUICKCAT 2 FULLERS GULF FERRIES PTY LTD 20 CATA ALUM. Australia New 15-25 Zealand 1996 39G842 SUPERFLYTE FULLERS GULF FERRIES PTY LTD 36 CATA ALUM. Australia New 35-45 Zealand 1996 39S829 PIYALE PASA OLYMPIC OVERSEAS CORP. 40 CATA ALUM. Australia Panama 45-65 1996 39R828 SINAN PASA IDO ISTANBUL DENIZ 40 CATA ALUM. Australia Turquey 35-45 OTOBUSLERI SANAYI VE TICARET 1993 39Q114 TE TIA NUI BORA BORA CRUISING 14 CATA COMP. New France 15-25
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year NOREG SHIP's NAME OWNERS LPP Type Hull building OWNER' length built Materi country s range (m) al Country Zealand 1994 941C17 LAURA INREKO LAEVA AS 38 HYDR. ALUM. USSR Estonia 35-45 1995 951Y03 JAANIKA INREKO LAEVA AS 38 HYDR. ALUM. Ukraine Estonia 35-45 1973 901W79 GINA II AMFITRITI III MARITIME CO. 30 HYDR. ALUM. USSR Greece 25-35 1974 89F406 FLYING DOLPHIN CERES FLYING HYDROWAYS 33 HYDR. ALUM. USSR Greece 35-45 XXIV SHIPPING LTD. 1975 923Q81 DELFINI XVIII EVOIKES LINES MARITIME CO. 30 HYDR. ALUM. USSR Greece 25-35 1975 75X070 FLYING DOLPHIN I CERES HYDROFOILS 30 HYDR. ALUM. USSR Greece 25-35 HYDROWAYS SHIPPING CO. 1975 75F077 FLYING DOLPHIN II CERES HYDROFOILS 30 HYDR. ALUM. USSR Greece 25-35 HYDROWAYS SHIPPING CO. 1975 87C402 FLYING DOLPHIN XXI CERES HYDROFOIL SHIPPING CO. 30 HYDR. ALUM. USSR Greece 25-35 1975 902H12 FLYING DOLPHIN CERES FLYING HYDROWAYS 30 HYDR. ALUM. USSR Greece 25-35 XXV SHIPPING LTD. 1975 87G314 FLYING DOLPHIN XX CERES HYDROLINES SHIPPING 31 HYDR. ALUM. USSR Greece 35-45 CO. 1975 902J13 FLYING DOLPHIN CERES FLYING HYDROWAYS 33 HYDR. ALUM. USSR Greece 35-45 XXVI SHIPPING LTD. 1976 76D524 FLYING DOLPHIN III CERES HYDROFOILS 30 HYDR. ALUM. USSR Greece 25-35 HYDROWAYS SHIPPING CO. 1976 77G102 FLYING DOLPHIN IV CERES HYDROFOIL SHIPPING CO. 31 HYDR. ALUM. USSR Greece 35-45 1976 77H103 FLYING DOLPHIN V CERES HYDROFOIL SHIPPING CO. 31 HYDR. ALUM. USSR Greece 35-45 1976 77J104 FLYING DOLPHIN VI CERES EXPRESS WAYS SHIPPING 31 HYDR. ALUM. USSR Greece 35-45 CO. 1976 77K105 FLYING DOLPHIN VII CERES EXPRESS WAYS SHIPPING 31 HYDR. ALUM. USSR Greece 35-45 CO. 1977 78A131 FLYING DOLPHIN IX CERES HYDROCOMETS SHIPPING 30 HYDR. ALUM. USSR Greece 25-35 CO. 1977 78Y130 FLYING DOLPHIN VIII CERES HYDROCOMETS SHIPPING 31 HYDR. ALUM. USSR Greece 35-45 CO. 1977 89T050 FLYING DOLPHIN CERES HYDROCOMETS SHIPPING 33 HYDR. ALUM. USSR Greece 35-45 XXII CO. 1978 79Y050 FLYING DOLPHIN X CERES HYDROCOMETS SHIPPING 31 HYDR. ALUM. USSR Greece 35-45 CO. 1979 80P007 FLYING DOLPHIN XI CERES EXPRESS WAYS SHIPPING 30 HYDR. ALUM. USSR Greece 25-35 CO. 1979 80Q008 FLYING DOLPHIN XII CERES HYDROFOIL SHIPPING CO. 30 HYDR. ALUM. USSR Greece 25-35 1979 902M16 FLYING DOLPHIN CERES EXPRESS WAYS SHIPPING 30 HYDR. ALUM. USSR Greece 25-35 XXVIII CO. 1980 920W42 KAPETAN GIORGIS SAMOS FLYING CRUISES 30 HYDR. ALUM. USSR Greece 25-35 SHIPPING CO 1980 913R01 SAMOS FLYING SAMOS SEA LINES SHIPPING 30 HYDR. ALUM. USSR Greece 25-35 DOLPHIN I COMPANY 1980 89U051 FLYING DOLPHIN CERES HYDROCOMETS SHIPPING 33 HYDR. ALUM. USSR Greece 35-45 XXIII CO. 1981 81X096 FLYING DOLPHIN XIV CERES HYDROLINES SHIPPING 33 HYDR. ALUM. USSR Greece 35-45 CO. 1981 81Y097 FLYING DOLPHIN XV CERES HYDROLINES SHIPPING 33 HYDR. ALUM. USSR Greece 35-45 CO. 1981 81W187 FLYING DOLPHIN XVI CERES HYDROLINES SHIPPING 33 HYDR. ALUM. USSR Greece 35-45 CO. 1983 86V361 FLYING DOLPHIN XIX CERES HYDROFOIL SHIPPING CO. 32 HYDR. ALUM. USSR Greece 35-45 1984 84Y110 FLYING DOLPHIN CERES HYDROFOIL SHIPPING CO. 32 HYDR. ALUM. USSR Greece 35-45 XVII 1984 84A111 FLYING DOLPHIN CERES EXPRESS WAYS SHIPPING 32 HYDR. ALUM. USSR Greece 35-45 XVIII CO. 1991 921H90 DELFINI XXI AEGEAN COASTLINE SERVICES 32 HYDR. ALUM. USSR Greece 35-45 SHIPPING CO
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year NOREG SHIP's NAME OWNERS LPP Type Hull building OWNER' length built Materi country s range (m) al Country 1992 921J91 DELFINI XXII MAKEDONIAN COASTLINE 32 HYDR. ALUM. USSR Greece 35-45 SERVICES SHIPPING CO. 1993 940X21 FLYING DOLPHIN CERES EXPRESS WAYS SHIPPING 32 HYDR. ALUM. USSR Greece 35-45 XXIX CO. 1982 961B63 MAREVIVO THE FAST LINE 31 HYDR. ALUM. Ukraine Malta 35-45 SHIPMANAGEMENT LTD. 1991 940L10 DELMA SEAWING DELMA CO-OPERATIVE SOCIETY 30 HYDR. STEEL USSR UAE 25-35 1996 39X880 SIMONNEAU NO 294 14 MONO ALUM. France 15-25 1996 39Y881 SIMONNEAU NO 295 14 MONO ALUM. France 15-25 1996 39A882 SIMONNEAU NO 296 14 MONO ALUM. France 15-25 1996 39K799 DAMEN 5623 18 MONO ALUM. Netherlan 15-25 ds 1996 39V786 S.B.F. ENGINEERING 26 MONO ALUM. Australia 25-35 NO 961 1997 39M801 DAMEN 5625 18 MONO ALUM. Netherlan 15-25 ds 1997 39N802 DAMEN 5626 18 MONO ALUM. Netherlan 15-25 ds 1997 39L800 P 46 18 MONO ALUM. Netherlan 15-25 1975 904F63 PHOENIX AL JAZEERA SHIPPING CO. 26 MONO ALUM. USA Bahrein 25-35 1991 38S725 MUTIARA LAUT NEW ISLAND SHIPPING & 20 MONO ALUM. Australia Brunei 15-25 TRADING CO. 1993 38E874 FYRGLIMT FARVANDSVAESENET 20 MONO ALUM. Denmark Denmark 15-25 1986 924G88 LIISA INREKO LAEVA AS 35 MONO ALUM. USSR Estonia 35-45 1982 32B362 KAOHA NUI TERRITOIRE DE LA POLYNESIE 27 MONO ALUM. France France 25-35 FRANCAISE 1988 37P756 SAINT EUGENE V SOCIETE ANONYME 28 MONO ALUM. France France 25-35 D'ECOMOMIE MIXTE MARITIME 1988 37B744 TROPIC BRUDEY FRERES (TRANSPORTS 30 MONO ALUM. France France 25-35 MARITIMES) 1990 38J234 MARY D PRINCESS MARY D ENTERPRISES S.A.R.L. 24 MONO ALUM. Australia France 25-35 1990 37R827 MARIA GALANTA DIXRAM 32 MONO ALUM. France France 35-45 1991 933D36 JETKAT EXPRESS II JETKAT EXPRESS II (S.A.R.L.) 34 MONO ALUM. Sweden France 35-45 1992 38Y547 AMPORELLE CONSEIL GENERAL DE LA 36 MONO ALUM. France France 35-45 VENDEE 1994 39G336 VOYAGER I VOYAGER I CO PROPRIETE 21 MONO ALUM. France France 15-25 1994 39L156 TAMARII MOOREA 8 FAST FERRY TAMARII MOOREA 56 MONO ALUM. France France 45-65 8 1995 39Q459 N G V ASCO SOCIETE DES QUIRATAIRES 97 MONO ALUM. France France 65-125 FASTSHIP SMIP SNC FOUGERAI 1996 39Y743 N G V ALISO S.N.C. MEDITERRANEENNE DE 97 MONO ALUM. France France 65-125 NAVIRES RAPIDES 1982 82M167 ESSENDE TRANSMEX GABON 22 MONO ALUM. USA Gabon 25-35 1983 82Y247 ACHOUKA TRANSMEX GABON 22 MONO ALUM. USA Gabon 25-35 1994 39L340 LANGKAWI II KUALA PERLIS LANGKAWI 28 MONO ALUM. Australia Malaysia 25-35 FERRY SERVICE 1994 39M341 LANGKAWI III KUALA PERLIS LANGKAWI 28 MONO ALUM. Australia Malaysia 25-35 FERRY SERVICE 1979 924X11 GMMOS EXPLORER WELLINGTON MARINE INC. 28 MONO ALUM. USA Panama 25-35 1981 81D193 ATCO MANAR A.A. TURK CORP. 31 MONO ALUM. USA Panama 35-45 1982 82V037 AVONMORE AVONMORE OFFSHORE PTE.LTD. 30 MONO ALUM. USA Singapore 35-45 1982 82V014 AVONPARK LDS MANAGEMENT PTE LTD 30 MONO ALUM. USA Singapore 35-45 1989 38U060 MERBAU ALPHA TIAN SAN SHIPPING PTE.LTD. 26 MONO ALUM. Singapore Singapore 25-35 1989 38V061 MERBAU BETA TIAN SAN SHIPPING PTE.LTD. 26 MONO ALUM. Singapore Singapore 25-35 1989 38X063 MERBAU DELTA TIAN SAN SHIPPING PTE.LTD. 26 MONO ALUM. Singapore Singapore 25-35 1989 38W062 MERBAU GAMMA TIAN SAN SHIPPING PTE.LTD. 26 MONO ALUM. Singapore Singapore 25-35 1995 39L662 OCEAN FLYTE SEA FLYTE FERRY SERVICES 25 MONO ALUM. Australia Singapore 25-35 PTE.LTD.
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year NOREG SHIP's NAME OWNERS LPP Type Hull building OWNER' length built Materi country s range (m) al Country 1995 970H20 ALCANTARA TRASMEDITERRANEA 84 MONO ALUM. Spain Spain 65-125 1996 970G19 ALMUDAINA TRASMEDITERRANEA 84 MONO ALUM. Spain Spain 65-125 1981 86W339 GAC SPIRIT INTERNATIONAL SHIPPING 29 MONO ALUM. USA UAE 25-35 AGENCIES 1997 39H636 JASMIN 28 MONO COMP. France 25-35 1994 39H176 STERNE PILOTES MARITIME DE 15 MONO COMP. Australia France 15-25 NOUVELLE CALEDONIE 1996 39G014 ACX PILOTES DU HAVRE 17 MONO COMP. France France 15-25 1996 39G635 JONQUILLE DIRECTION GENERALE DES 28 MONO COMP. France France 25-35 ARMEES 1996 39E863 DAH OULD BAH 14 MONO STEEL France 15-25 1997 39C953 YONG CHOO KUI NO 40 MONO STEEL Malaysia 45-65 2795 1979 80G345 AGATHEA TRANS ANTILLES EXPRESS S.A. 31 MONO STEEL USA France 35-45 1986 37N203 AIDA COMPAGNIE DES MOYENS DE 28 MONO STEEL France France 25-35 SURFACE 1986 37M202 ANGELICA COMPAGNIE DES MOYENS DE 28 MONO STEEL France France 25-35 SURFACE 1984 36D895 ARAN EXPRESS ISLAND FERRIES LTD. 22 MONO STEEL France Ireland 25-35 1996 39N411 CORSICA EXPRESS SOCIETE D'INVESTISSEMENT 87 MONO STEEL Italy Italy 65-125 CORSICA EXPRESS 1996 39V602 CORSICA EXPRESS III SOCIETE D'INVESTISSEMENT 87 MONO STEEL Italy Italy 65-125 CORSICA EXPRESS III 1996 39U601 CORSICA EXPRESS II SOCIETE D'INVESTISSEMENT 104 MONO STEEL Italy Italy 65-125 CORSICA EXPRESS II 1994 39R138 SUPER JET 225 MADAI SHIPPING SDN BHD 40 MONO STEEL Malaysia Malaysia 45-65 1996 39C700 MING HAI NO5 TAITO CO.SDN.BHD. 41 MONO STEEL Malaysia Malaysia 45-65 1995 39Q597 SURUBI DREDGING AND MARITIME 15 MONO STEEL Netherlan Mauritius 15-25 MANAGEMENT LTD. ds 1995 39R575 SOUSS MINISTERE DES PECHES 18 MONO STEEL Spain Morocco 15-25 MARIT.& MARINE MARCHANDE 1996 39S576 DCHIRA MINISTERE DES PECHES 18 MONO STEEL Spain Morocco 15-25 MARIT.& MARINE MARCHANDE 1996 39Q574 LOUKOUSS MINISTERE DES PECHES 18 MONO STEEL Spain Morocco 15-25 MARIT.& MARINE MARCHANDE 1996 39P573 RIF MINISTERE DES PECHES 18 MONO STEEL Spain Morocco 15-25 MARIT.& MARINE MARCHANDE 1981 35T092 VIKING VAN LAAR HANDELS EN 17 MONO STEEL Netherlan Netherlan 15-25 SCHEEPVAARTBEDRIJF ds ds 1984 88G142 SEERYP ZEELEN MARINE SERVICES B.V. 29 MONO STEEL Germany Netherlan 25-35 ds 1995 39R598 HORNERITO DREDGING AND CONTRACTING 16 MONO STEEL Netherlan Netherlan 15-25 ROTTERDAM B.V. ds ds 1980 80L280 RED SWIFT PONTEVEDRA NAV. S.A. 33 MONO STEEL USA Panama 35-45 1995 39Y099 BULLET EXPRESS 5 BULLET EXPRESS CORP. 36 MONO STEEL Malaysia Philippine 35-45 s 1981 35R297 JETWISE JET MARINE PTE.LTD. 24 MONO STEEL Singapore Singapore 25-35 1981 36F092 AVONDALE ASIATIC NAVIGATION (UNIT V) 29 MONO STEEL USA Singapore 25-35 PTE.LTD. 1981 36E091 AVONLAKE ASIATIC NAVIGATION (UNIT V) 29 MONO STEEL USA Singapore 25-35 PTE.LTD.
The greatest difficulty to face carrying out this work is the lack of records and statistics, since, as known, the field of our interest reached a medium development level very recently, even if the Maritime High Speed transport has an old tradition born in 1957, when in Italy the first hydrofoil (PT20 - «Freccia del Sole») has been built by Cantieri Rodriquez.
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Further, the construction principles of High Speed Crafts were based on DSC (Dynamically Supported Craft Code) of 1997 (recommended by I.M.O.) on which all the Ships built before the issue of HSC Code were based.
The HISPEED 97 Catalogue, issued by ShipPax of Halmstad, Sweden, notwithstanding a certain error average outlined in the Catalogue itself, supplies one reference scenario. This catalogue contains information only about the Passengers plus cars Ships having an operative speed more than 25 knots and more than 50 passengers capacity. Furthermore it contains as well, information covering Ships under construction and/or officially ordered to Shipyards. The information stated are updated until 20th August 1997.
Studying the Catalogue, which describes the current world scenario, we understand that the ferries examined and in operation (or which will enter in service shortly, as for example, B60 which will be the faster Ship in the world sailing at 57 knots and the Italian MVD 3000 Jupiter which will be the largest ship in the world being 146 m long and having a capacity of 1800 passengers plus 460 cars) are 1323. Analysing the document, we have drown out 392 Ships responding to the minimum definition of Fast Ship, being able to sail at 35 knots, even if, some of these Ships are not subject to HSC Code since they have been built before it came in force (but subject to the previous DSC Code). Anyway, we deduce that the difference between the two groups (931) is able to sail between 25 and 34,9 knots. For each type of ships in service, we have noted some options responding to different criteria due to different philosophies and cultures prevailing in the various areas.
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Anyway, we have made a list of the most used types of Ships:
Position Type of Ship Total number Number of ship of ships sailing at over 35 knots 1st Catamarans 603 177 2nd Hydrofoils 372 110 3rd Monohull 216 39 4th S.E.S. 81 29 5th Hovercraft 47 35 6th Swath (*)
(*) No one of these Ships is included in the I.M.O. category of the «Fast Ships» because they represent a very recent technology since their construction is dated around the middle of years 90.
On the basis of the above, we can deduce that within the Ships examined, 255 started or will start the service between 1995 and 1999. This means that, all the ships sailing at more than 35 knots are, or will be, subject to HSC Code with more restrictive rules if compared to the ones stated by the old DSC Code.
Anyway we must emphasise that during the last two years (1995/1997) the building trend of the Shipyards changed. In fact, as understood from Classification Institutes representatives, the Shipyards are proposing to the customers more Monohulls than Catamarans, while representatives of some English Ship Owners informed that Hovercrafts will be put out of service within a short/medium period.
2.3. European and World-wide lines 2.3.1. European Community and European Situation In this chapter, we will try to examine the different situations of the European Community scenario which also includes lines connecting Member Countries to Third Countries in the different basins.
We intend to examine the prescriptive and legal situation regarding the safety in navigation in the different lines currently run by the Ships.
We will try to make an investigation, as more precise as possible, about the actions taken by the Navigation Companies following the HSC Code and applying the ISM Code.
Mediterranean Basin
In the Mediterranean Basin the Country having the greatest number of fast traffic lines is Italy; Italy is also the Country which is developing more and more this maritime transport technique.
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Italy is connected to its Islands but also to Member Countries and Third Countries; unfortunately in the Fast Transport field we found a great confusion in the prescriptive situation. This problem causes a discrepancy with the European Union general standards.
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Spain is connected to Baleares Islands, but also to Morocco through Gibraltar Straits (seasonal lines). We don’t know yet what is the situation of the connections to Canaries Archipelagos, which anyway should be of Atlantic Basin competence.
Greece operates a series of connections to its Archipelagos either in the Aegean Sea or Ionic Sea. We have not information about connections between Turkey and Cyprus.
Finally, France operates connections to Corsica with several lines, some of them mainly seasonal.
As regards Third Countries, we understand that Turkey, Egypt and Cyprus operate with few Fast Ships but we are unable to identify the lines. We also understand that in the Black Sea the coastal Third Countries (Bulgaria, Romania, Ukraine and Russia) operate with Fast Ships, but we are unable to identify the lines.
As regards the detailed situation of the Member Countries, we would like to start speaking about Italy. In Italy there are about 100 Fast Ships in service. They are owned either by public or private Companies, Italian and not Italian.
The most critical point is the Naples Gulf where are existing permanent lines connecting Naples to Ischia, Capri, Procida, Islands and to Sorrento Peninsula. Furthermore, Naples has been recently connected to Palermo with a seasonal line.
Another quite important net is connecting Sicily to minor Islands (Eolie - Vulcano, Lipari, Filicudi, Alicudi and small islands) with Terminal Ports in Milazzo and Messina. We have also identified a line connecting Catania to Malta.
The connections to Sardinia are carried out by Fast Ships on seasonal basis (at least for the moment) and have as Terminal Ports: Civitavecchia, La Spezia and Genoa, in the near future. The Toscana Archipelagos is connected to Livorno and Piombino. Also Corsica is connected to Livorno, Piombino and, starting from next Summer, will be connected to Savona-Vado which will replace the previous connection between Genoa and Bastia.
In the Adriatic Sea there are several national lines connecting Tremiti Islands to Vieste and Manfredonia in Puglia and Tremoli, Vasto, Ortona in Abruzzo.
There are some other lines connecting Italy to Croazia and Slovenia (Trieste to Spalato and Trieste to Umago and Pirano in Istria, besides to Venezia-Rovigo to Istria). There is also a line between Italy and Albany and another one between Italy and Greek Islands (Brindisi-Corfù). This last connection has been recently stopped.
We have identified another connection between the Italian Island Ustica and Tunisia, but it seems that it will be stopped because not economically convenient (it has been in service only on experimental and seasonal basis).
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Regarding the traffic density and future development possibilities, Spain can be considered the second E. U. Country; furthermore it is a Country which is developing a specialised ship yard activity (see BAZAN Shipyard of Cadiz). Structural lines have been started connecting Balearic Island to Barcelona and Valencia. Furthermore, in the Gibraltar Straits regular lines are operating (4 or 5 daily trips) connecting Spain to Morocco and we have been informed that this traffic will be increased also including goods transport. There is also an internal line connecting the Islands of the Canaries Archipelagos.
In Greece the High Speed maritime traffic matter is a structural problem. To assure a continuous service within the Territory is a statutory duty, but the answers to be given, under the technical and technological point of view, are different from the other scenarios examined. In fact, the high number of the Aegean Archipelagos islands, the small dimensions of these islands and the number of habitants varying season by season are deterrent factors for the development of Fast Ships.
The Greek Ships in operation (63 as stated in the Hispeed Catalogue) have medium-small dimensions and only few of them are able to make more than 35 knots. Anyway they respond to the needs of the Country. We have been informed by some Ship Owners that if the traffic in the Adriatic area will be significantly developed, Greece is prepared to invest to built more advanced and sophisticated Ships. Furthermore, we must take into account that the short distances to be covered inside the Archipelagos do not allow and do not make convenient significant speed increase. O.B.I., a Greek Financial Society, purchased two Ships of «Superseacat» series from Fincantieri, but they have been chartered one to Norway and one to Venezuela.
France, in the Mediterranean Sea, operates only connections to Corsica with Nice-La Balagne, Ajaccio, Calvi and Bastia as Terminal Ports. The Ships used are HSC and DSC classified and the most important service is carried out at seasonal level (March/April to October - tourists season).
Up today, we have no additional significant information about the considered area, but a research carried out by Sogreah some times ago (therefore old if compared to the current state-of-the-art), was mentioning the possibility to establish some Terminal Ports in the Continent as Toulon, Marseilles and a new Terminal in Mandelieu/La Napoule.
Baltic Basin
It seems to be more structured basin and also having a considerable development. In this area are operating almost all the coastal Countries (Sweden, Denmark, Germany, Poland, Estonia and Finland, besides the minor Russian traffic and the traffic of the other Baltic Countries).
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We have identified some lines connecting Countries to other Countries, besides the internal lines. From this scenario we understand that the Baltic Basin is becoming an extremely interesting area under the Fast Ships transport development point of view. There are the following lines: · Sweden/Denmark; · Sweden/Germany (Trelleborg - Rostock); · Sweden/Poland; · Sweden/Norway; · Sweden/Finland; · Norway/Denmark; · Poland/Germany (Swinoujscie Island-Lauterbach in Rugen); · Finland/Estonia; · Norway/Russia; · Germany/Denmark (Rostock - Gedser).
Obviously the more stable lines are the ones between the three Scandinavian Countries.
The Ships sailing in the Baltic area are about one hundred, most of which flying Norwegian flag but, also Poland, Germany, Estonia, Finland, Sweden and Denmark are significantly present, also with Ships which have recently started the service.
North Sea - Channel Basin
This area has an old tradition in the maritime connections. In this area are operating almost all the types of Fast Ships, even if the most used are Catamarans and Hovercrafts.
United Kingdom and Ireland, European Union members, since long time consider the maritime transport the best way to reach the Continent.
Even if, recently has been built the «Eurotunnel», the sea traffic between United Kingdom and Ireland and the other European Countries continue to be very active and important.
Furthermore, this scenario, just thanks to the experience acquired during the centuries, is the most structured one as regards the shore-based navigation assistance and the most regulated one, having well defined traffic lines which, even if not mandatory but only recommended, are widely used.
Nevertheless the Channel has been often mentioned by the mass media in occasion of heavy maritime accidents, either groundings or collisions, but it must be said that the Fast Ships involved in these events are very few.
The lines operated in this area are very numerous as well as the voyages. We have identified several lines employed since long time that today are used by Fast Ships as a natural evolution of transport network offer.
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Between United Kingdom and France the following lines are operative: · Poole/Cherbourg; · Southampton/Cherbourg; · Dover/Calais; · Dover/Boulogne; · Saint Malo/Channel Islands; · Saint Malo/Weymouth.
Also the line Stanraer/Belfast is still in operation as well as the line Holyhead/Dublin. Since long time is in operation the line Dover-Zeebrugge, between United Kingdom and Belgium. It seems that a line between Göteborg and Frederickshaven is operative, but this information is not confirmed.
Atlantic Basin
This area is mainly operated by Portugal either in Madeira Archipelagos or Azores Archipelagos.
We have not detailed information about Azores, while we understood that a Ship (named «Patria» sailing at 30 knots and DSC classified) is connecting Madeira to the second Island of the Archipelagos (Puerto Santo); in the near future this service will be increased.
As the text mentioned above has aimed to relate the as recent as possible european situation, it has seemed of interest to include here main elements of a report based on a early 90s analysis.
The main contribution is double: - 1 - to remind what parts of questions on FAS were at that time, - 2 - to enable the estimation of the achieved evolution from that time till now.
The published report was regarding a risk comparison of different modes of passenger transport. The direct reason was the catastrophe with the Estonia. A relevant question was whether or not ferry transport was dangerous as compared with other modes. The report attempted to picture the European ferry lines and to determine a risk figure in passenger killed per passenger kilometre. The basis for the study was Reeds’ Passenger and Ferry Guide with ferry schedules for the year 1991. The criteria to be used in classifying the ferry lines were as follows:
- the voyage needs to start or end in a European port, - the voyage needs to use open sea areas.
The application of these criteria meant that not all ferry services were included. As a consequence of earlier studies European waters were being divided in four areas as follows:
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- Atlantic area and Irish sea, - Baltic area, - Mediterranean area, - North sea area including Dover Straits. The following table provides the number of services which were included in the basic material, see Table 1.
Area Crossing Local Coastwise Total Atlantic area 48 0 2 50 Baltic 132 0 16 148 Mediterranean 375 189 2 566 North sea 78 0 28 106 Total 633 198 48 870 Table 1: Geographical distribution of ferry lines
The types of vessels which were used in the different ferry services can be seen in the next table.
Area catamaran hovercraft hydrofoil jetfoil Normal Total Atlantic area 0 0 4 0 46 50 Baltic 2 0 4 0 142 148 Mediterranean 10 0 58 0 498 566 North sea 4 2 0 2 98 106 Total 16 2 66 2 784 870 Table 2: Types of ferries as used in the different ferry lines
In this table normal means displacement vessels. They include fast monohulls in as far they were in operation in the reference year. Catamarans include SWATHs. Hydrofoils are vessels being propelled with propellers. Jetfoils are hydrofoils being propelled by jets. The conclusion that in 1991 jetfoils were seldom used for ferry lines. Later reports indicate that this segment is growing fast.
The type of connection is also interesting A distinction has been made in services between two ports and services between up two five ports. The ”=“ sign means that the service is being carried out in both directions.
Type connection Atlantic Baltic Mediterranean North sea Total A=B 23 64 92 45 224 A=B=C 1 5 17 4 2 A=B=C=D 0 0 18 0 18 A=B=C=D=E 0 0 8 0 12 Other 0 0 12 0 12 Total 24 69 147 49 289 Table 3: Route structure of the European ferry lines
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The following details can be provided regarding the number of lines, ships and ports being connected. Table 4 provides information.
Designation Atlantic Baltic Mediterranean North Sea Total # lines 50 148 566 107 870 # ships 28 114 209 84 435 # ports 27 62 140 48 277 # arrivals 27,020 265,442 94,120 76,868 463,450 hrs/trip 5.64 1.68 8.11 4.80 3.74 shipmiles 2,192,285 5,988,872 122,635,246 9,311,526 30,127,929 passengers/years 24,287,648 61,009,274 34,264,435 60,860,031 180,421,388 Table 4: Some characteristics of the ferry line infrastructure
The last row of the Table indicates the maximum capacity offered by the vessels on the ferry lines. However an inspection of the passengers that are using some ports provide an indication that only about 40 % of the capacity is being used. This sometimes implies that during the high seasons ferry are used to their maximum passenger carrying capacity.
The tables which are being shown provide the information that at the beginning of the decade the use of fast ferries was small. It also shows that since fast vessels are being introduced at a rather high pace the mean characteristics are changing.
Three tendencies became apparent:
- cruise ferries between two ports at such a distance that passengers are on board for about 12 hours. These ferries have a large cabin capacity and are luxurious with a large number of entertaining facilities. These vessels satisfy to a large extent the need for a trip with a vessel for entertainment. This is exemplified by the fact that many passengers are not going ashore in the port of destination but remain on board to get back to the port of departure. However besides the category of passengers just mentioned these vessels also satisfy the need for cheapest transport. - fast ferries between two ports at such a distance that the passengers are on board for times comparable with airplanes between European countries. These vessels do not have cabins at all. They have some facilities for entertainment. Passengers use these ferries often in competition with other transport modes because they provide different travelling experiences. Also in this case the ferry services satisfy basic needs for cheap transportation. - ferries, including fast vessels, to transport passengers on a regular basis from one port to another. These lines often comprise islands which are sometimes isolated and where a ferry service is the safest and cheap way of transportation. 2.3.2. World Situation Analysing the operators of the field, we found out that the operative areas are the traditional ones, i.e.:
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North Sea, Baltic Sea, Mediterranean Sea with particular emphasis to the Aegean Sea, South America with particular emphasis to Rio de la Plata, Antilles Archipelago, Australia with some lines in Oceania (Tahiti), Far East (South Korea, Japan, China and Hong Kong in particular), Malaysia, Indonesian Islands and Philippines.
A rough analysis outlines that, potentially the area destined to the greatest development in the future, is the Mediterranean Sea where are already active various traffic lines between E.U. Countries (Italy/Italian Islands, Italy/Corsica, France/Corsica only, Spain/Balearic Islands, Greece/its Archipelagos either in the Aegean or Ionic Seas). On the contrary, the connections between these E.U. Countries (Italy, France, Spain and Greece) are still very poor.
There is a certain traffic in the Adriatic Sea (Italy/Croatia and Slovenia, Italy/Albania, either by Italian Ships or Ships of the above mentioned Countries).
The connections between the south side and north side of the Mediterranean Sea are very poor as well as the connections to Cyprus and Malta.
Baltic Sea and North Sea are structurally connected.
Consolidated lines are operating between the United Kingdom and Ireland, France (major number of lines), Holland, Belgium and Germany. These lines are run either by Ships flying the Union flag or by Ships flying flags of the connected Countries.
The Baltic Sea seems to be a typical net. In fact there are many interconnections between the Scandinavian Countries and Finland, and the south side of the Baltic Sea (Poland, Estonia, Lithuania and Germany). The number of operators is very large and the trend is indicating a constant increasing of the traffic employing Ships more and more technologically advanced.
Changing the geographic area, we note that in the Plata Estuary there are 12 lines connecting Argentina and Uruguay.
Potentially, also the Mexico Gulf and the Caribbean Area are interested to the development of the high speed transport. Venezuela, Guatemala, Panama, Cuba, Virgin Islands and Mexico have about 30 Ships operating in their area. Nevertheless, taking into account the expanse of the Caribbean Basin, certainly we cannot say that the High Speed traffic is very heavy.
Australia and New Zealand developed a High Speed traffic, in fact there are about 100 Ships operating in that area, but, taking once again into account the expanse of that basin, we can affirm that they are still at the early beginning.
Hong Kong is an area with very heavy traffic. There are 32 lines connecting Hong Kong to China and 10 lines connecting Hong Kong to Macao, but as much as 150 ships are operating between China and Hong Kong. Taking into account the operative basin, we can properly define this area as a heavy traffic zone.
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Japan is the Country which developed the most important High Speed traffic, having more than 200 Ships also operating with the South Korea.
A good international traffic has been developed in South-East Asia between Singapore, Indonesia, Malaysia and Philippines with many already scheduled traffic lines.
2.4. International, national and local rules The data useful to our objectives available are very few. Considering that the regulations regarding the ship’s building are not interesting for our research, we have utilised the documents at our disposal taking into account only the parts of our interest.
Therefore, the HSC Code, which is the basic document, has been examined in the parts covering the safety of the Ships and of the Ship’s Operators while the ship’s building regulations have been disregarded since they are competence of Classification Institutes.
The HSC Code has been issued after the DSC Code (Dynamically Supported Craft), issued in 1977. Anyway, we would like to outline that «Fast Ships» were sailing since 1957 and some of them are still operating.
We also outline that either SOLAS 74 and further amendments or IMS Code came into force after the building of the Ships mentioned above and are fully compliant with HSC Code and not with other previous codes. Also «Management Safety System» is an operative concept come into force very recently.
All above mentioned creates many problems to those Countries that, as Italy, didn’t ratify the DSC Code, so their Maritime Authorities today have great difficulties to give answers in accordance to the modern principles regulating the navigation of the most advanced Fast Ferries; in fact they must take into account also the other Ships that, in the context of the study of the impact of Fast Ships in the maritime traffic, although having a similar operation, can sail following different rules, but always responding to COLREG regulations (and all the amendments that updated it since 1981 to 1993) in force for any type of Ship.
Concerning HSC Code, taking into account that the same Code in the first part promotes a technology development to give answers to problems not yet solved, we would like to make some remarks.
During some discussion with Registro Italiano Navale representatives, we understand that The Maritime Safety Committee is still working on several matters which are not yet clear and solved.
The MSC President, Ing. Giuliano Pattofatto, in some recent reports reminds that in 1992, during the International Rotary Club Meeting and later in 1993, he drew to the attention problems that are still unsolved, in particular regarding Fire Fighting, Stability and Hull Stress Control and Monitoring.
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Besides this type of activity of IMO, we have not been able to find more information about the matters that the different Commissions are examining.
We have recently received the Proceedings of the 41st Work Session of Sub-Committee «Ship Design and Equipment» which has been held from 9 to 11 March 1998. From this report, we can deduct that important revisions are being made and, in this particular case, the proposals submitted by the Sub-Committee about the passengers management and the assignation of tasks which are going from the Administration to the Shipping Company, become of great importance. Therefore, considering that the goal is to improve the organisation management, we suppose that also ISM will be amended.
Anyway it must be reminded that HSC Code, in the first chapter «General Comment and Requirements», at item 1.15 «Review of the Code» states its revision each 4 years (item 1.15.1) and, in case of further projects and/or technology development, an Administration can report them to the Organisation in order to include them in the Code in the revision stage (item 1.15.2).
Obviously the Code, as well as all international documents having a considerable impact and characteristics of generality, refers to the single Governments of the Countries «Part» of the Convention, a series of subjective/objective responsibilities. At this purpose many doubts arise about the interpretation to be given to HSC Code rules. In particular, the rules covering the authorisation to the Ships to operate and the rules stating the equivalencies, create some perplexities. In fact we have noted that several Ships have been allowed to change line various times, but we have not understood on the basis of what criteria and evaluations the authorisations to change the line have been given.
We understood that, besides the Government of the Country to which the Ships belong, also the Port State Controls of the Countries involved in the new line, must give their approval to the navigation but, we repeat, we have not been able to identify the principles on which the eventual new authorisation is based, even if it is not difficult to imagine the commercial requirements of Navigation Companies and Builders.
Furthermore, from some interviews, we understand that Financial Societies (Seacontainers, O.B.I., etc.) placed orders to Ship Yards for the supply of Fast Ships to be chartered to foreign Shipping Companies.
Taking into account what above mentioned, we can easily understand the reasons that led the European Union Commission to propose a Directive to the Council in order to match the international regulation interpretations and to assure an effective and homogeneous application of the Regulation itself within the European Union Countries. Such proposal have been published on 18th February 1998 COM (1998) 71 Final - 98/0064(SYN).
We found out an incoherence in applying the rules, i.e. the ordinances of the different Maritime Authorities in the various ports covering the landing and the manoeuvres in the port areas.
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In the documentation covering the Regulations we found a complete lack of a statement about the minimum professional requirements for the Fast Ships operators. We would like to remind that STCW 78 and further amendments of STCW 95 have been issued before the HSC Code became into force. Therefore all the Operators’ qualification certificates regarding any type and level, are referred to the Administrations of the Countries «part» of the Convention. The Italian rule, issued by the Transport and Navigation Ministry, is only requiring a training period onboard together with a supervisor and a final test in the presence of an Examination Commission. We will come back to this topic in the passage dedicated to the human factors.
The described scenario puts in evidence the need, which is mainly interesting the Ships’ operators, to obtain a regulation updating; this task, despite of the efforts already made at national and international levels, has been not yet fulfilled. We remind that in the «Telegraph» of January 1993 there was an article outlining the Numast opinion about the lack of rules about the Fast Ferries navigation. In other articles published on various technical magazines as well as during Meetings on High Speed, has been pointed out that also COLREG should be updated, taking into account the shorter decision time required to the Fast Ferries operators to avoid collision at sea. Even if the accidents involving Fast Ships have been less than generally is supposed (without any statistic support), the increase of high speed maritime transport makes more and more probable a great accident with a considerable impact on the public opinion. One of the most urgent request is the normalisation of the routes in all the areas where Fast Ships are sailing. Rules regulating the «navigation corridors» are continuously and urgently requested, especially to avoid problems that the pleasure crafts navigation may create to the commercial navigation. Furthermore, are as well requested rules able to relieve the impact of the Fast Ships on the conventional traffic, especially approaching to multi-functional Ports either in North Europe or in the Mediterranean area.
In addition, to illustrate the tables hereafter show some remarks on HSC regulations dedicated to the Baltic basin.
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Table 1: Present survey of compiling National High Speed Craft Regulations
Countries Remarks Germany There are different local/regional HSC relations of up to 15 detailed rules laid down by the maritime authorities in Hamburg, Lübeck and Stralsund Poland There are no national HSC regulations, Poland applies to SOLAS 74179 chapter X, HSC Code etc. HSCs have to comply general Harbour Regulations issued in 1993 Lithuania Addresses of maritime authorities are still to bc found Latvia Russia There are no national HSC regulations and also no local regulations by the Maritime Administration of the Port of St. Petersburg (version 1998). Estonia Bi-national HSC regulation containing 7 operational recommendations for HSC traffic between Finland Tallinn and Helsinki laid down by the Finnish Maritime Administration and the Estonian National Maritime Board (Annex to the permit No. 1082/96 entered into force 29 April 1996) Sweden There are no national HSC regulations, Sweden applies to international rules like HSC code, STCW convention, COLREGS. The Swedish Maritime Administration is aware of a lot of shortcomings in these conventions regarding HSCS. A study has been carried out concerning navigational and operational problems and together with the other Nordic countries risk assessments regarding HSC traffic. In some waters speed limits by the local authorities Norway There are national HSC regulations laid down by the Norwegian Maritime Directorate basing on the HSC Code with a few extra requirements concerning navigational equiprnent applicable to all Norwegian HSC from 24 m and above (entering into force on 1 July 1998). Denmark There are some national HSC regulations laid down by the Danish Maritime Authority concerning Wake Wash effects (Order No. 307 entered into force on 17 May 1997) and concerning the registration of navigational data on board 1-ISC (Technical Regulation No. 9 entered into force 1 April 1998) as well as a "Report on the Impact of High-Speed Ferries on the external Environrnent" and a "Technical Investigation of Wake Wash frorn Fast Ferries".
Table 2: Areas of existing USC regulations on national/local level
Prevailing USC Denmar Estonia German Lithuania Norway Poland Russia Sweden Regulations concerning k Finland y Latvia 7) Service area X X X Environmental conditions X 1) X X Crew X X Navigational equipment X 2) X 3) X 4) X 6) Navigational organisation X Traffic X Other X 5)
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Remarks: 1) Wake wash effects are considered according to "Technical Investigation of Wake Wash from Fast Ferries". 2) Only equipment for an automatic electronic collection, registration and storing of navigational data regarding for the minimum position, speed, course, water depth and time on board all High Speed Crafts is considered. 3) Only binoculars for use at night on the navigation bridge is considered. 4) Application of radar equipment with approval for HSC crafts. 5) Local maximum speed limits depend on the extent of wake wash caused by the HSC ferry type. 6) A few extra requirements over and above the HSC code concerning compasses, log depth sounder and radar etc. Apart from this the code is followed. 7) Present ongoing studies are aiming at future amendments to the international regulations.
We would like to remind that the already existing VTS net, mainly consists in P.A.C (Port Approach Control) systems, while regional VTS for off-shore navigation control in restricted basins as Baltic sea, Channel and Mediterranean sea, are practically not existing.
On other hand some decisions begin to be taken. They are stated by local maritime authorities for instance as for the reduction of allowed speed near the coast: see in bibliography "arrêté préfectoral n° 23/98 du 03.06.98". This order gives the definition of the conditions of navigation between the French continental coast and Corsica Island.
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2.5. FAS behaviour 2.5.1. What is a fast vessel? According to the HSC (art.1.4.24) a fast vessel is characterised as having a maximum speed larger than the one calculated by the following equation:
0.1667 Vmax ³ 3.7Ñ
Where:
Vmax = maximum speed of fast vessel in m/sec Ñ = displacement in m*m*m
vmax
40.00
35.00
30.00
25.00
20.00 vmax
15.00
10.00
5.00
0.00 0 2000 4000 6000 8000 10000 12000 Displacement in m*m*m
Figure 1
In this figure the upper region is the region where fast vessels are active.
An inventory has been made of existing definitions of fast vessels. In Dutch rules small craft with a speed of more than 20 km/hr is called a fast motorboat and special rules apply. This however has to do with restrictions in leisure areas where sailing boats are also active.
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The Dutch ministry of Transport is considering to introduce a maximum speed for fast vessels in environmentally sensitive areas. This speed will be probably 30 km/hr and this will ban fast ferry service in these areas.
On the river Elbe, vessels faster than 25 knots is considered as a fast vessel. A note of the Rhine Commission indicates that all vessels faster than 30 km/hrs should be considered as” fast”. However no pertinent rules are being issued and it is not known when such a definition will be included in the Rules.
In the UK different types of vessels are mentioned in the NtM #7, 1996 as being fast vessels, such as hydrofoils, hovercraft, high speed catamarans or monohull passenger vessels. Special care needs to be taken if such a vessel is encountered.
The speed where a planing craft is dynamically supported is given by: V Fr = = 3.5 Ñ g.Ñ0.3333 Where:
FrÑ= Volume Froude number g = acceleration due to gravity
When both formulae are being compared fast vessels comprise planing craft, but fast displacement vessels are also belong to fast vessels according to the Rules of the HSC.
2.5.2. Dead-weight problems with FASS A problem which is not always apparent is the problem of dead-weight which is connected to fast vessels. The following table represents some monohulls as well as a SWATH and one catamaran. In this table the principle dimensions are being given. The block coefficient is partly based on data from the technical periodicals and partly based on empirical values. The weight of the vessel is being calculated in sea water. A small addition has been used to represent the hull and appendages.
Based on comparative data and the construction material an estimate has been made of the light ship, without any provision for fuel and other fluids. type name Loa Lpp Beam Depth draft cb deplacement kg/m*m*m light ship mono Alhambra 124.70 111.50 18.70 11.00 2.50 0.36 1923.58 62 1590.35 mono Corsaire 66.00 54.00 10.90 4.90 2.00 0.36 434.41 62 218.55 swath Stena HSS 125.00 114.00 40.00 22.60 5.50 0.72 5553.00 62 4340.00 catamaran Schelde 70.70 62.50 21.80 7.20 3.30 0.36 1659.22 116 1287.26 mono Bazan 96.20 84.00 14.60 8.90 2.10 0.36 950.40 62 775.01 mono Fincantieri 118.00 106.00 19.40 11.80 3.40 0.33 2365.12 58 1566.73 mono Guizzo 101.80 85.30 14.50 9.50 2.10 0.39 1038.37 58 813.33 mono Jutland 95.00 86.50 17.40 13.90 3.60 0.37 2055.05 68 1562.42
Table: Main dimensions and weight of different fast passenger vessels
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In the following table the power and the speed for the different vessels is being given. The fifth column indicated the minimum speed which should be satisfied by the vessels to be considered as a fast vessel in terms of the HSC code. The number of passengers and number of cars is depicted in the next columns. Based on a realistic value of the specific consumption the amount of marine diesel fuel which is required for one hour steaming is indicated in the last column.
name deadweight Power speed speed fast # pass #cars fuel consump/hrs Alhambra 333.23 47350 38 25.37 1250 246 7.81 Corsaire 215.86 16592 34 19.80 400 42 2.74 Stena HSS 1213.00 107000 42 30.27 1500 375 17.66 Schelde 371.96 31000 34 24.75 600 191 5.12 Bazan 175.38 29400 35 22.56 450 87 4.85 Fincantieri 798.39 28560 40 26.26 900 320 4.71 Guizzo 225.04 28000 43 22.89 450 419 4.62 Jutland 492.63 31550 33 25.65 600 160 5.21
Table: Available dead-weight, speed passenger capacity and maximum number of cars
The following table, Table is an important one. This table indicated the maximum weight of the bunkers, maximum amount of water, the weight of the passengers and the weight produced by the cars, if all available deck space is being occupied by cars. An addition of these weight components delivers the required dead-weight. Also the range of the vessel using all fuel on board has been calculated. This range varies between approximately 550 to 1300 nautical miles. By comparing the available and the required dead-weight when the all bunkers are full and the maximum capacity for passengers and cars is being used is indicated in the last column. The Dutch design of the yard the Scheldt in Flushing and the Italian design of Fincantieri can accommodate the full utilisation of the spaces and probably the Stena SWATHs are also capable of doing that.
The other designs are not able to cope with a full complement.
deadweight oil bunkers deadweight deadweight shortage name available maximum water provisions weight pass weight cars required range Alhambra 333.23 250.00 200.00 20.00 100.00 270.60 840.60 1155 -507.37 Corsaire 215.86 100.00 100.00 10.00 32.00 46.20 288.20 1180 -72.34 Stena HSS 1213.00 420.00 240.00 24.00 120.00 412.50 1216.50 949 -3.50 Schelde 371.96 78.00 10.00 10.00 48.00 210.10 356.10 493 15.86 Bazan 175.38 180.00 190.00 45.00 36.00 95.70 546.70 1234 -371.32 Fincantieri 798.39 150.00 130.00 10.00 72.00 352.00 714.00 1210 84.39 Guizzo 225.04 150.00 130.00 10.00 36.00 460.90 786.90 1326 -561.86 Jutland 492.63 200.00 100.00 10.00 48.00 176.00 534.00 1204 -41.37
Table: Calculation and comparison of available and required dead-weight for full displacement.
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It can be argued that not all weight components are being fully utilised. One might assume that only fuel for one round-trip with some reserve needs to be taken on board. If a round-trip is taken as being 300 nautical miles then the weight of the fuel can be reduced to the value shown in the third column. Water is reduced accordingly as is shown in the fourth column. When the ships are still carrying a full complement of passengers and cars the dead-weight required is given the 8th column. By comparing the available dead-weight and the required dead-weight there are still weight problems for the Alhambra, Bazan and Guizzo. See Table hereafter.
deadweight stand oilbunkerswater deadweight deadweight name available 400 nm provisions weight pass weight cars required shortage Alhambra 333.23 86.57 69.25 20.00 8.00 297.66 481.48 -148.25 Corsaire 215.86 33.90 33.90 10.00 2.56 50.82 131.19 84.67 Stena HSS 1213.00 176.99 101.14 24.00 9.60 453.75 765.48 447.52 Schelde 371.96 63.34 8.12 10.00 3.84 231.11 316.41 55.55 Bazan 175.38 58.36 61.60 45.00 2.88 105.27 273.11 -97.72 Fincantieri 798.39 49.60 42.99 10.00 5.76 387.20 495.55 302.83 Guizzo 225.04 45.24 39.21 10.00 2.88 506.99 604.32 -379.28 Jutland 492.63 66.42 33.21 10.00 3.84 193.60 307.07 185.56
Table: Dead-weight comparisons for a 400 nautical miles round-trip
The consequences of these comparisons provide some interesting conclusions.
- Fast passenger vessels need to be built as lightly as possible in order to provide for a reasonable range and sufficient possibility to cater for passengers and cars. One car per 4/5 persons seems to be reasonable. - Aluminium as building material is necessary but at the same time the hull becomes very vulnerable for hits with floating objects at high speed. - Generally speaking shipyards will deliver a vessel which is a little heavier than as designed. This would immediately affect the carrying capacity of the vessel and ship owners will be very wary about any additional weight to be put into the vessel. - Lightly built vessels will sustain frequently damage due to heavy weather. In those conditions restrictions may be given to those vessels regarding operation in sea waves.
2.5.3. Sea keeping behaviour The behaviour of a vessel in waves is an important aspect to assess whether a vessel can be used under many different weather conditions. Vertical accelerations are of large importance to assess the degree of comfort for passengers. The probability of slamming and green water on deck are the results of the motions of a vessel but these probabilities have an impact on the structural integrity of vessels, known to be constructed as light `s possible. The intensity of ship motions is being affected to a large extent by the difference between the specific response of the vessel (heave and pitch frequencies) to a disturbance in still water and the frequencies of encounter of the oncoming waves, as well as damping of the ship hull to these motions. The specific response of a ship to heaving and pitching in still water is determined by the distribution of mass and the characteristics of the waterline plane.
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Differences in the still water periods of heaving and pitching between monohulls and SWATHs are affecting the responses of these vessels in a seaway. The frequency response functions with respect to heaving of a monohull and a SWATH are showing that the SWATH will have a top at higher values of the parameter wavelength over ship length than the monohull. However the SWATH may reach a top value of the response (heave amplitude over wave amplitude) which may be rather higher than the top in a monohull (1.6 against 1). In pitching motion the SWATH will have a ratio between pitch angle amplitude and the slope of the wave of about 1 whilst this ratio for a monohull may reach a value 5. The characteristic value of the wavelength ship length value where this top in the response curve lies is much lower than in case of the SWATH. (1 against 8). The result will be that in a seaway the total pattern of wave response of a SWATH is much and much more favourable with a SWATH. An ACV will normally possess a high frequency in still water when being excited in the heaving mode. This frequency lies outside wave frequencies normally encountered. However when an ACV moves in small waves with very small wave periods the craft sometimes shows a cobblestone effect. This is peculiar for ACVs. A Ride Control System (RCS) might avoid this behaviour by increasing damping and reducing pressure variations in the air cushion. The pitching period in still water is often unfavourable because it is near 2 to 3 seconds. These periods are often encountered wave patterns
The significant vertical acceleration which may be seen as a measure for the comfort of passengers is much lower for a SWATH than for a monohull for the whole range of significant wave heights up to 4 m. ACVs are in low waves the worst alternative but at higher significant wave heights up to 2 m they are comparable with monohulls. At higher significant wave heights and higher speeds the monohull needs to reduce speed due to unacceptable accelerations, pitch angles and a too large number of slams In many cases slams on the connection between the two hulls are a restrictive factor (This could be seen in the superficial damage of the connecting bridge of the HSS of Stenaline operated on the Hook of Holland-Harwich service).
On the basis of the sea keeping qualities Maritime Safety Agencies should have the possibility to restrict operations of fast passenger vessels in a seaway. (Operations with the Stena HSS cease in waves having a significant wave height of 4 m and even that restriction could not prevent the damage sustained based on the fact that there is a small probability of larger individual waves causing slams.
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2.6. Technologies 2.6.1. Review The European technological scenario is continuously evolving. Making reference to the HSC Code Foreword, the Research Centres and the Ship Yards have increased their efforts to give the technological answer that the market was asking for in the past and is still asking for today.
The more recent specialised magazines are giving encouraging and important news regarding the increase of the safety at sea; this is the result of the technologies transfer from Military field to the Civil one.
The Ship Yard «Intermarine» in Sarzana (close to La Spezia, Italy) is developing and building (preliminary phase) a «Wave-Piercing» prototype capable to sail up to 130 Knots.
Also regarding materials to build the hulls, the technology is quickly developing. In the Brite-Euram Program, DG VII is heavily financing a research on composite materials.
The Contract number is BRPR-CT97-0483 (DG12-GZMM) and the project is carried out by a Consortium composed by many E.U. Countries like Sweden, Spain, Italy, France, Germany, Holland and Switzerland. This type of Research Contract is just related to the Ship under development in Sarzana Ship Yard. The results of this research will be presented on 2nd January 2000.
A great evolution is being made in the research of new technologies for fire fighting and proper means to abandon the Ship. It is important to remind that HSC Code requires that a maritime traffic line always must have a recovery port located at not more than 4 hours at cruise speed.
Above all, the methodology in the safety field is being increased and is becoming more sophisticated. For this purpose see the report issued in Spring 1997 by Royal Institution of Naval Architects of London. Although the study follows the traditional analysis methods, it examines in detail the variable factors which can create the conditions for an accident and, therefore, it submits concrete proposal to avoid and prevent them.
Another field where the research is being increased is the Fast Ships propulsion with particular attention to fuel consumption finalised to obtain more range. From the data shown by publications and proceedings of various technical Meetings held in the last 4/5 years, we understand that currently, the maximum ranges obtained are not more than 700/800 nautical miles. Combining the fuel saving by decreasing the consumption to the research about the hull motion resistance, we can suppose that range increase is a target which can be reasonably reached, always applying the HSC Code rules.
On the other hand, a problem about which the Ship Yards are still concerned, is the Passengers comfort.
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The problems caused by sea-sickness, specially in bad weather conditions, cannot be easily solved. For this reason all possible efforts are spent to make the Fast Ships less sensible to the wave effect. The Passengers arrangement on the base of «avionics» procedures creates many obstacles to the solution of the above problem. Still speaking about Passengers, beside the eventual problems caused by the meteo-marine conditions impact on the physique, researches about the management of large groups of persons in distress situations (Crowd Management), are being carried out. These researches are reported by various Australian Technical magazines, like for example, «Australia and the Sea». Anyway the method to instruct, in a very short time, a large number of passengers (from 600 up to 1800, and 2400 in the near future) to face distress situations, has not yet been identified.
The Italian specialised Technical magazine «Tecnologie e Trasporti in Mare», in the issue of April 1997, reports a diagram showing the total time spent by a Fast Ship, MVD type (built by Fincantieri) to cover a hypothetical 100 nautical miles distance. Two types of terminals are considered: the first one is a terminal currently used also for Fast Ships; the second one is a future and hypothetical terminal exclusively dedicated to Fast Ships.
In the first case we have the following situation: 10 minutes waiting time 20+20 minutes for passengers embarkation / disembarkation 15+15 minutes for berthing / unberthing 18+18 minutes to leave and approach the pier 2+ 2 minutes for Ship’s acceleration and deceleration 150 minutes for crossing at 40 knots ------270 Total minutes. ======
In the second case we have a reduction of 50 minutes with the following times: 10 minutes waiting time 10+10 minutes for passengers embarkation / disembarkation 10+10 minutes for unberthing / berthing 8+ 8 minutes to leave and approach the pier 2+ 2 minutes for Ship’s acceleration and deceleration 150 minutes for crossing at 40 knots ------220 Total minutes. ======
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Looking to the above report, we wonder when, and in particular, how the passengers will be instructed about the onboard safety rules. It must be taken into account that many Fast Ships crossings, are today, less than 100 nautical miles.
A publication extremely precise in describing the current level of the research is the second volumes of the Proceedings of the Nav&HSMV International Conference held in Sorrento (Italy) from 18 to 21 March 1997. Even if the matter is treated at high scientific level and therefore destined to field experts, the volume examines problems that are still (and will be so for many years) of topical interest. All the topics previously mentioned have been treated in the scientific reports shown in this volume.
There is another interesting study, here already previously mentioned, carried out by Sogreah and published in July 1993 titled «Evolution Potentielles de la Technologie et de l’Exploitation de Navires», sub-title «Etude pour la Desserte Maritime de la Corse».
In its second chapter, this study starts a discussion about the technology developments of that time, using for the simulation the Acquastrada model «Guizzo» and «Scatto» built by Rodriquez Shipyard on behalf of Tirrenia. «Guizzo» and «Scatto» are directly deriving from Fincantieri experience who built the «Destriero» prototype that, as known, has been awarded with the «Blue Ribbon» because of the U.S. East Coast /Europe Land’s End crossing. Also this study outlines the previously mentioned problems that the today’s more advanced research is still trying to solve in the better way.
The «Journal de la Marine Marchande», in its supplement to n° 4063 of October 1997, outlines an aspect of the research carried out in France with the participation of Dassault Electronic, IFN and the Saint Malo Naval School about the impact of the Fast Ships traffic on the conventional traffic. In this case the model used was the «Corsaire 6000» built by Leroux et Lotz on behalf of SNCM.
Within the Research Contract n° R94 B6-835101 SIN 623 between European Community and a Consortium named «THAMES» (Technology and Human Aspects of Maritime Efficiency and Safety) having as Co-ordinator DSB of Copenhagen, has been carried out a series of researches about the onboard instruments and accurate studies about the ergonomic design of the Fast Ships’ bridges.
The examined documents confirm that STN Atlas, within the above mentioned contract, was optimising either the design or the technical characteristics of the equipment used, with particular attention to the development of the «Support Decision» equipment devoted to assist the Fast Ships’ operators. STN Atlas outlined as well a series of improvements in the onboard instruments.
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Various documents, published on November 30th 1995, gave some answers to several open points and submitted some proposals that are still maintaining their value.
Therefore, this quick examination of the technology state-of-the-art in Europe, confirms that, starting from the beginning of years 90, the technologic level has been considerably improved and in particular that if the technology transfer from military to civil fields continues to be increased the safety in navigation will reach more acceptable levels.
It will be necessary to define the rules able to optimise these new technologies through a traffic integrated management. 2.6.2. FAS manoeuvring Normal manoeuvring models should be used in manoeuvring studies and simulator studies. This would signify that these models need to have the same structure as the models which are normally used. Many simulator facilities without model measurements facilities (towing tank and PMM technology) are building up experience in such a way that small changes can be implemented in an existing mathematical model to represent a ship with other dimensions.
However this practice cannot be used in case of a radical new hull form. In those cases one needs to take resort to model experiments. Simulator facilities with own towing tank arrangements have then the competitive edge. Examples are: SSPA, DMI, VTT and MARIN. The development of a mathematical model based on theoretical considerations is not an easy way to go. This path is not yet fully used for the calculation of the mathematical coefficients of more conventional vessels and although some experts claim that they are able to determine the coefficients, this issue is still in doubt. The progress in the science here has been substantial, nevertheless a theoretical model providing all linear and non linear coefficients on the basis of the dimensions of the conventional vessel and its appendages is not yet possible.
For exceptional ships experience is lacking and resort has to be taken on ship model tests.
Whether or not identification methods using full scale tests are useful is an issue in doubt. Some have claimed success but others report that these methods are cumbersome and not always providing the right results. What is normally done is that those coefficients which have a clear physical basis (such as masses, added masses, moments of inertia and added moment of inertia) are being determined and that then the remaining coefficients are being adapted in such a way that the best fit of the full scale values is being obtained. The difficulty here is that in non-linear model so many coefficients need to be adapted that one is not able to find an optimum solution in a relatively short time. Another disadvantage is that the normal manoeuvring tests are so specific that even when they are correctly predicted by a mathematical model that other manoeuvres are badly predicted. This is due to the fact that the frequency content of the standard full-scale manoeuvring tests is too restricted.
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In any way the problem of not having manoeuvring models is restricted to a realistic representation of the ship’s characteristics in simulators at high speed. One may expect that due to the large propulsion powers being used the required properties at high speed can always be obtained. This might not always be the case when the fast vessel is manoeuvring near the terminal at low speed and adverse environmental conditions. 2.6.3. Instrumentation The velocity of FAS implies starting from currently existing sensors: - higher rate to refresh data delivered by different sensors, - a higher rate to refresh data on the display unit, - better figures of merit thus for range of vision, range to detect ships of small dimensions (down to sail boards) or quality of inertial central unit (deviation).
New sensors are also necessary or desirable such as: - detectors of obstacles which are characterised by small signatures (for instance radar cross section), just on the sea surface or partly submerged, stationary as rocks or drifting as trunks, - measurers of the sea state around the ship and of the atmospheric conditions, - imagers to visualise the coasts (maps) or the obstacles with a helpful identification, - automatic recognition of dangers especially thanks to trajectory estimators and set on devices to aware people in charge of the navigation. These must have all the required data to quickly evaluate the state. It implies in particular to think of the better design of the control room, the man machine interfaces and all implements facilitating decisions, - assistance to night vision, - devices enabling the other ships to identify the FAS as a high velocity sailing boat.
The obstacles to be considered are: - the reefs, - the fishing boats (which are on purpose ‘discrete’ on non authorised areas), - the sail boards, - the dead or alive cetaceans, - the timbers, - the lost containers, - the buoys and the wrecks drifting and unknown, - the icebergs.
The signatures of most are unknown and should induce campaigns for measurements. The knowledge of their characteristics is however essential to estimate the ranges of current sensors or feasible in production. In other respects the sea conditions and the atmospheric parameters are important factors participating to the detection capability.
It has to be noticed that a desirable range figure is about 2 miles.
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The first three above mentioned obstacles are detectable by means of conventional (eventually improved) devices such as radars, video cameras and day observers. The other obstacles require to innovate and to build sensors derived from military products. Thus techniques for night vision and for mines detection will be reviewed.
Night vision
The addressed sensors work on two distinct principles:
- light amplifier available in the visible spectrum eventually in the near infrared, it means that it operates on the contrast between the coefficients of the reflection of the targets (= obstacles) and those of the environment illuminated by local light, - infrared imager operating on thermal contrasts. All these devices have poor performances when they work in bad atmospheric conditions.
- Light amplifier Basically it amplifies the received light by a factor of 1,000 to 50,000 depending on the class of sensors and due to the concept making use of a tube or a matrix of micro channels. The least the darkness is, the best the vision is. A way to improve the system consists in using sensors which are near infrared sensitive (up to 900 nanometers). The number of received photons is increased. The vision of objects surrounded by water is better because the reflection coefficient of water is lower while simultaneously the response of wood, plants...is higher. When the night illumination is very low scenes may be enlightened with sources generating artificial light, however the efficiency stays reduced (a few hundred meters). The advantage of an infrared source is that it does not dazzle the neighbour.
- Infrared camera The sensor is sensitive to the temperature of the object. The accuracy is less than one degree night and day. The physics proceeds differently from the previous system described one. The signature of the object is else. Hot targets even of small sizes may be detected night and day. For instance RAYTHEON sells cameras working in the (7.5-13.5) microns spectrum which detect a man at a range of 3,200 feet with a 9 ° field of view. The appendix 2-1 shows the variation of NETD (Noise Equivalent Temperature Detection) from 0.2 to 0.025 ° in the (3. - 5.) micron band. The instantaneous field of view is between 1 and 2 milliradians that is 1 and 2 meter at 1 kilometre. For such a value of range a floating timber may be detected but not identified because of a too small number of pixels. On the contrary even if the contrast of temperature with the one of the sea is low a cetacean should be seen and detected.
Technically speaking an IR camera is of greater interest than a light amplifier. However the cost is itself higher.
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Detection of submerged obstacles
Two kinds of devices are approached: - Sonar - Laser
People might think of two others:
- one concerned with surface waves HF radar which fits with transhorizon tracking but can work since the surface wave is generated. - one concerned with radiometry.
- Sonar
A soon available on the market device is a HF sonar extrapolated from sensors built for mine and torpedo detection. The working frequencies are between 50 and 200 kHz. To illustrate APELCO offers a ‘ fishing sidelooker ‘ able to detect submerged obstacles like strumps and rocks. RAYTHEON ( APELCO’s parent company) sells an obstacle avoidance system. This last makes use of sonars forward pointing to detect stationary or slow moving objects on or near the surface. Tests were done during the ‘ desert storm ‘ operation. The propagation of the EM waves in water implies a strong attenuation which increases with the frequency value. That means that the choice for the working frequency tends to the lower one. An other aspect is that the choice of the wavelength is related to the dimensions of the object and to the dimensions of the radiating device. To cope with the choice should be in the high frequency band. For the present purpose it seems that the optimal frequency is between 50 and 200 kHz even if the transmission losses are high leading to a range not over 1 km. Anyway the sonar is at present the lonely system able to deliver underwater images. For our application the resolution does not fit the necessary requirement (and the data refreshment rate might be too slow).
Thus we might think of a radar solution. This one is under studies: THOMSON CSF is working on the subject.
- Laser
Studies are carried out aiming at the detection of mines at small depths. The sensor is vertically above the target in order to minimise the length of the path in water. The carrier is for example a helicopter. The sea water transmission band is narrow: [ 410 - 550 ] nanometers (blue - green). The laser utilises a neodyme which gives a good efficiency rate at 530 nm when doubling the frequency. The range gate allows to reduce the light interferences due to the diffusion of light in water.
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Centimetre resolution and about 150 meters range (path in deep sea water). are expected. For our purpose a almost horizontal angle of incidence is possible by integrating the sensor in the mast of the FAS. Though the angle of incidence is always small, the sea path of the wave is slightly increased compared to a vertical look. The SNELL law applies with a relative index of refraction. To give an order of magnitude a vision at a 300 meters range ahead the ship is attainable considering a 10 meter depth.
One major drawback is the eye sensitiveness (danger for others). An advantage compared to the sonar is the efficiency in front of floating objects night and day.
- Surface waves HF radar
This kind of radar works at frequencies of some tens Mhz.
At present time they are used:
· to survey coasts at ranges of few hundreds kilometres (beyond the horizon), · to detect supersonic anti-ship threats sea skimming at ranges about 40 km (tests have been made on warships ; the drawback is the antenna dimensions), · to evaluate the sea state, the presence and the strength of undercurrents, · to detect ships in particular small tonnage's ones (trawlers 25 sqm.) from the coast. These radars principles might be used aiming at shorter ranges facing objects intercepting the EM waves but whose radar cross sections are unknown. A specific study should be of interest.
We may think that one of the stressing problems will come from the drift of the obstacles just allocated in the Doppler spectrum of the sea surface.
- Radiometer
Imager and mapping devices previously mentioned have poor figures of merit in presence of rain, fog and / or spray. It might be suitable to have a all weather camera. One solution might be a camera working on radiometric principles in the millimetric band. That allows a vision day and night with quite the same figures of merit. It works even in heavy foggy weather. But on the other hand the concept has to be built on request depending on the required resolution and the necessary rate. Thus the cost might be not so low.
That is why the solution must be based on great mass civil productions as for car collision avoidance devices.
More in order to obtain a sufficient image rate multiple channels must work simultaneously in parallel for reception linked to a antenna mechanical scanning. An order of magnitude for the attainable resolution is 10 milliradians.
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Measurement of sea and atmospheric parameters
Sea and atmospheric conditions are of importance when considering a FAS. They may cause when bad:
- the cancellation of the sailing in heavy weather, - the change of route, - the adaptation of the cruise velocity, - the increase of awareness or the modification of the crew and criteria of security.
Meteo Service delivers weather forecasting on 1 to 5 days but not precisely located (poor resolution) or focused on main coastal areas. However the navigator claims at ‘real time ‘ forecastings and related to his route, more eventually at sea states and currents data (strength, direction). All these data should be measured thanks to devices equipping the FAS itself. At present time some sensors are on oil production platforms which give some valuable data. Those might be fused with meteo ones and correlated to bases taking into account past observations on regular routes in order to elaborate forecastings and models. The case must be mentioned of the MIROS WAVEX system that provides historic and real time waves data for:
- significant wave height, - maximum wave height, - mean zero up - crossing period, - primary wave peak period, - primary wave velocity, - primary wave peak direction, - total energy peak direction, - total energy directional spread.
This device is working on the Stena Catamarans HSS ‘Carisma, Explorer, Voyager and Discovery‘.
2.7. Accidents / Incidents 2.7.1. General topics As previously stated, the accidents with Fast Ships during the last 40 years are very few. This is probably due to the fact that the Fast Ships represent a minimum percentage of the Ships in navigation and, at least up today, are employed in short-medium routes (Short Sea Shipping- Cabotage). Anyway it is extremely difficult to obtain information about accidents, excluding the ones reported by the media with great emphasis.
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The types of accidents we have some information about, have been summarised in a speech made by «The Royal Institution of Naval Architects» during a Meeting held in London in Spring 1997.
The results of the analysis shows the following classification:
Collisions with another Ship; Stranding; Contacts with piers, reefs or buoys; Engine failures; Fire in engine room or in garage bridge.
The causes of the accidents, as usual, are:
Human error (directly or not directly) 90% Equipment failure (engines or navigation instruments) 9,5% Fatality 0,5%.
Anyway, as clearly demonstrated by a document supplied by Maran, the Authorities, to evaluate possible accidents, continuously take into account old accidents having no relation with Fast Ships. Usually they mention «Herald of Free Enterprise», «Estonia» or «Moby Prince».
A cause of possible failures has not been taken into consideration by the «Officials» who are making the casuistry and it is the wrong application of the ergonomy in designing the bridge layout. This is put in evidence in an article published on «The Telegraph» in July 1997.
Clearly, the source of this article is Numast which is the most authoritative «voice» of onboard operators and therefore the analysis comes from «on the field» experience.
We submit here following a list, not exhaustive, of accidents of a certain level occurred during the last years and involving Fast Ships only:
1989 Jetcat «Apollo», Catamaran built in Sweden Stranding in Hong Kong Bay due to a failure of the rudder control.
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1991 «Nordlicht», Catamaran in Germany Near collision of passenger catamaran “Nordlicht“ with passenger vessel “Harlekin“ in fog situation. Cause of the fault was improper behaviour of both shipmasters (no inquiries about the traffic situation at the VTS centre, lack of radar usage, no safe speed, too late and inadequate avoiding manoeuvres) and VTS centre (lack of information by the advising pilot, inadequate monitoring of traffic situation by means of the radar display by the navigator). No-one was injured. The decision is final.
1991 Seacat «Kvaerner Fjellstrand», Catamaran in service in Norway Stranding with 2 dead and 74 wounded.
1993 Incat/Asl «Condor 10» Contact with the pier: damages to transom and engine failure.
1993 Seacontainer «Incat», Catamaran in service in the Channel Damages to the hull during the first season of service in the Channel. The cause was: probable structural stress due to bad meteo-marine conditions.
1993 «Cinderella II». Monohull Damages to the superstructure with rough sea.
1995 «Saint Malo», Catamaran in service in the Channel Stranding with a 2,5 metres leak and overflowing of one of the two hulls. Due to the 28° listing, the inflatable slipways to abandon the Ship was not usable.
1995 Incat/Asl «Condor 9», Catamaran in service in the Channel. Various failures to main engines
1995 «Kattegat», Monohull, length: 95 metres Various structural failures and breaking of three teeth of the reduction gear.
1996 «Stena Explorer», Stena type HSS 1500, Catamaran in service between Dublin and Holyhead Due to unknown operative problems, the vessel stopped in open sea for one day before entering the port.
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1996 (June) «Procida», Monohull Stranding leaving the Port of Procida. 4 dead and 66 wounded (7 crew members and 158 passengers rescued).
1996 (August) «Scatto», Monohull, Acquastrada series in service between Civitavechia and Olbia. Failure to gas turbines; transfer of passengers to another Ship to come back to the port.
1996 «Stena Lynx», Catamaran in service between Goteborg and Frederickshaven Several operative problems to the gangway door and breaking of the crank-shaft of one of the main engines.
1996 «Delphin», Catamaran owned by Austal Ships Collision with a sailing boat.
1997 «Stena Carisma» Catamaran, Stena HSS900 class, in service between Goteborg and Federickhaven. Serious problems to reduction gears stopping the service several times.
1997 «Silvia Ana», Monohull built by Bazan Ship Yard Structural damages to the outside plating and serious problems to the electrical installation, to the air conditioning plant and to the structural fire protection. The service was stopped for one month.
1997 «Holyman rapid» built by Incat Tasmania The service was stopped to carry out modifications to the engine plant.
1997 «Condor 12» Incat86 type Problems to the engines; service stopped.
1997 «Stena Discovery», StenaHss 1500 B type Several electrical failures that forced the Ship to come back to the port. Once repaired, the vessel suffered another electrical failure, therefore it was taken back to the port by the tugs, although classified «B» category.
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1997 «Catling II» in service in Danish Sea Collided with another Ship (details unknown) sinking her.
1997 «Holyman Diamant» Incat Tasmania type Collided in English sea with another conventional ferry. The accident occurred in Ramsgate Port due to manoeuvres in narrow waters with lack of visibility for the presence of fog.
1998 «Flora» Jetfoil in Hong Kong Bay On May 2nd 1998 the Jetfoil «Flora» had an accident in the Hong Kong Bay, as reported by the «Lloyd’s List» n° 56952 of 4th May 1998. Also in this case, the cause of the accident remains unknown but the consequences are that 122 of the 236 passengers are injured and in particular:
- a 77 years old passenger is in very critical conditions - 6 passengers are seriously injured - other 22 passengers have been hospitalised in Hong Kong.
The Jetfoil was in service on the route Hong Kong-Macao. It seems, but it is only an hypothesis, that the Fast Ship collided with an unidentified submerged obstacle.
An article published by the same Magazine few days later, informs that the researches carried out have been unsuccessful and the submerged obstacle has not been found.
To simplify the reading of the above information, we have put the same data also in the following tables:
Period Type of Ship Failure Cause of accident Consequences Name of Ship 1989 Catamaran Failure to the rudder Unknown Stranding «Apollo» control 1991 Catamaran Unknown Fog Unknown «Nordlicht» Inadequate manoeuvres 1991 Catamaran Unknown Unknown Stranding with 2 «Kvaerner dead Fjellstrand» and 74 injured 1993 Catamaran Damages to transom Unknown Contact with the pier «Condor 10» and engine failure 1993 Catamaran Structural stress Adverse meteo- Damages to the hull «Incat» marine
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Period Type of Ship Failure Cause of accident Consequences Name of Ship conditions 1993 Monohull Unknown Rough sea Damages to the «Cinderella II». superstructure 1995 Catamaran Unknown Stranding with 2,5 Due to the 28° «Saint Malo» metres leak and listing, the inflatable overflowing of one of slipways to abandon the two hulls the Ship was not usable 1995 Catamaran Various failures to Unknown Unknown «Condor 9» the main engines 1995 Monohull Various structural Unknown Unknown «Kattegat» failures and breaking of three teeth of the reduction gear 1996 Catamaran Unknown Unknown Stop in open sea for «Stena Explorer» one day before entering the port 1996 Monohull «Procida» Unknown Unknown Stranding with 4 dead and 66 injured 1996 Monohull Failure to gas turbine Unknown Transfer of «Scatto» passengers to another Ship to come back to the port. Stop of service. 1996 Catamaran Operative problems Unknown Stop of service. «Stena Lynx» to gangway door and of the crank-shaft of one of the main engines 1996 Catamaran Unknown Unknown Collision with a «Delphin» sailing boat. 1997 Catamaran Serious problems to Unknown Stop of service «Stena Carisma» reduction gears several times. 1997 Monohull Structural damages Unknown The service was «Silvia Ana» to the outside plating stopped for one and serious problems month. to the electrical installation, to the air conditioning plant
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Period Type of Ship Failure Cause of accident Consequences Name of Ship and to the structural fire protection 1997 Catamaran Unknown ------Stop of service to «Holyman rapid» execute modification to the engine plant. 1997 Catamaran Problems to the Unknown Stop of service. «Condor 12» engines
1997 Catamaran 1. Several electrical Unknown Return to the port. «Stena Discovery» failures 2. Another electrical Unknown Vessel was taken failure back to the port by the tugs. 1997 Type unknown Unknown Unknown Collision with «Catling II» another ship sinking her. 1997 Catamaran None Manoeuvres in Collision with a «Holyman Diamant» narrow waters with conventional ferry. lack of visibility due to the presence of fog. 1998 Jetfoil Unknown Unknown Collision with an «Flora» unidentified submerged obstacle. 122 injured
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Discussion on the case of the collision of “Delphin” and the yacht “Cyran”.
On July 6th, 1996 the catamaran “Delphin” “collided” with a yacht “Cyran” North off Warnemuende. The “Delphin “ was making a speed of 34 knots when the accident occurred The mast of the yacht broke but the vessel survived since the catamaran had hit her with the connection bridge between the two hulls. The skipper of the yacht survived. During the session of the admiralty court it was found that insufficient look out was being held on board the “Delphin”. They did not have a continuous visual look out and the radars were not being observed all the time. The same fact was also true for the skipper of the sailing yacht. The final verdict of the court stated that the court held the master of the high speed catamaran and the skipper of the yacht responsible.
This verdict has some peculiarities. It assumed that on board a catamaran a visual look out could be helpful and that visual navigation in conditions of reasonable visibility would be normal. A further assumption was that the skipper of the yacht could have implemented any avoiding action. However, it is not easy that on board of a high speed catamaran a visual look-out is being taken. The vessel is designed for instrument navigation which is much similar with the way how commercial airplanes are being navigated. Furthermore the Administrations have permitted those vessels at sea, whilst it is evident that some of the Rules which are in use for ships with moderate speed are inadequate for fast vessels. They should have implemented preliminary rules for fast vessels regarding their duties, but also implemented those rules and equipment replacing the human eye on the basis that visual navigation on the bridge of a fast vessel is impossible. Radar conspicuity should be enhanced by mandatory carriage requirements of radar reflectors on small yachts which provide a large probability that they will detected at far larger distances than are usual at present. How somebody on a yacht can help to avoid a collision when the presence of the yacht is not observed by the fast vessel is unclear, given the large ratio of the speed of the catamaran and the yacht. When it was clear that the Administrations were not able to implement rules where the principle of instrument navigation was fully adopted, because no equipment is available to replace the look out function, they should have made areas for fast navigation and exclude the use of those areas for pleasure and leisure craft. In those areas where it is necessary that mixed traffic is present they should have implemented a maximum speed (say 10 knots) for fast vessels and make provisions that visual navigation under those conditions is possible on the bridge of a fast ferry. It is painful that on the one hand new fast vessels are being admitted by the administrations whilst on the other hand old rules remain to exist. This situation is bad for the credibility of the maritime safety authorities, it is bad for the masters and mates of fast craft, because they are asked to do something which they cannot do on the bridge of a fast vessel and it is sad for those who like to sail at sea for pleasure whilst there is always a small probability that they will become involved in an accident of which they have not the slightest chance to avoid and in many cases have to pay with their lives.
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Analyse of Saint Malo’s accident.
- The facts:
In 1995 an accident happened to the catamaran Saint - Malo that was sailing towards Saint - Hélier port on the south of Jersey. One hull has been cut open on 20 meter long.
- What has been reported and what might be the teaching content:
The major reason seemed to be related to an ‘ operational system failure ’: ( first, it has been established that there was a lack of standards concerning the navigability of the ship after any such damage. Indeed the hull of a fast ship is not constrained to be double bottom. Thus the damages may be higher than those for more conventional ships. (second, the question of the knowledge and training arose. For about one year French Authorities have called for the adequate certification of crews having to sail on a given ship in a given area of navigation. This certification is valid for two years. (more, overseers are due to make sure of the quality of the shipping company’s procedure: for instance they check the number of seamen, their duties for each phase of the navigation. (it has also become evident that some devices were working too slowly as the radar, the gyrocompass and the automatic pilot. Some new standards are under discussions which should enforce minimal speeds for reaction. (finally local rules of navigation are to be altered.
Evaluation of the ‘ Sea Cat ‘ passenger catamaran accident
- The facts:
It happened on November 4th 1991. This was the second serious high speed passenger vessel accident in Norway, but the first one in which passengers were killed. Calling to mind the ‘ Sea Cat ‘ is a 38.8 m catamaran build in 1988. It was on route from Selje to Bergen carrying 146 passengers and a crew of 6 including 2 catering personnel. There were heavy rain storms, strong winds, small choppy waves and it was dark. The vessel is equipped with a radar with a high speed running antenna but it was insignificant as the radar picture at the speed of 36 knots appeared after the vessel has already advanced 18.5 meters. The light flashes every fifth second thus the vessel moves 93 meters between each flash. When the captain saw the flash he turned port. He observed the island directly ahead and realised that the vessel was too far out in the sound. He activated a crash stop procedure but it was too late. The vessel continued at full speed straight into the nearly vertical rock. The tragic facts: two killed, 74 injured.
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- Lessons learned and improvement identified:
A group of experts considered many areas:
- collision - accommodation with equipment - manoeuvring performance - operating compartment - navigational equipment on board - external navigational equipment - procedures - manning number - manning qualification - contingency on land - contingency on board - certification of HSC.
Among all these topics have been noticed the following recommendations:
All HSC moving at a speed of 25 knots or more should be equipped with a flashing amber light. The international rules should be changed to allow all fast ship above 25 knots to carry such a light. About the navigational on board, optimisation must be carried out for radars and other equipments influenced by the high speed. There should always be two independent radar systems. An electronic chart system must be combined with DGPS (Differential Global Positioning System) and may be requested for route alarm. Low light camera might be of interest. Specifications and requirements for gyrocompasses must be adapted to the needs relative to the high velocity. About the external equipment, it is asked that in the concerned areas the dark period of flashing light houses does not exceed 1-2 seconds. Many other ‘ good intentions ‘ have been indicated: a great number has dealt with the awareness of passengers, an increased list of tasks to be achieved by the well qualified crew (special training course, simulations of normal operating / emergency procedures...) as the definition of contingency plans incorporating different organisations and the shipping companies.
We have received a document issued by the English Marine Safety Agency which is examining accidents related to the Catamarans only, from 1981 to 1996 and covering only three types of accident: collisions and/or contacts, fire, and damages to the hull.
Ships taken into consideration are from Hong Kong/China, United Kingdom, Norway and Finland, therefore the scenario is not complete.
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The most frequent accident is the collision/contact, both with other Ships and with other fixed obstacles as piers and other structures. Fire and damages to the hull are respectively seconds and third. This document is not useful for our purposes because it is very generic and examines only one type of Fast Ships (catamarans). Furthermore, the document is difficult to be read since many internal codes have been used and practically it is impossible to identify the name of the Ship examined and the causes/consequences of the accident.
Anyway, using some data we have deducted, we can roughly affirm that from 1981 to 1996 occurred 176 accidents with 7 dead, 154 seriously wounded and 231 slightly wounded.
Furthermore, the majority of the information sources does not seem to be reliable, since they are coming from the Navigation Companies involved and certainly not from the Insurance Companies that keep these information secret.
In the questionnaires submitted to the onboard Operators, it was asked if they ever had an accident. One operator only answered YES and he is the Captain who had the accident in Procida. Nevertheless, among the interviewed, there was also the Chief Engineer of «Scatto» which had the failure previously described. We have contacted him by phone and he replied that he was unable to answer due to «Superior orders».
As you can deduct from what reported above, it is extremely difficult to define a detailed situation of accidents involving Fast Ships. Nevertheless, it is possible to make an hypothetical analysis based on the few data we were able to obtain and, also taking into account what said during the various Meetings about this topic, evaluate the risky situations where accidents are more probable.
Knowing that WP 2 will take care in particular of matters about the Risk Analysis, some considerations may be stated.
The few statistics available, show that the most frequent accident is the collision/contact. Up today we have no notice of collisions that caused a high number of dead and/or wounded. But we have to take into account that up today the number of passengers present onboard has ever been extremely limited.
What would be the result of a collision having onboard more than 500 passengers? Furthermore, we have no notice of collisions between Fast Ships during navigation. What would be the result of such an impact?
The technological delay in order to guarantee more safety in navigation is constantly decreasing.
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Will it be possible to make mandatory the use of devices that might be derived from the «Military» field? Another matter undoubtedly disregarded is the prevention.
Are the COLREG rules still sufficient to avoid collisions at sea? Does exist the «politic will» to update these rules according to the needs of the high speed traffic? Can we expect that the route monitoring will become more constant by the use of the satellites and the regional off shore VTS?
Today’s technology is proposing larger and faster Fast Ship, but will there be a limit ? Ship sailing at 130 knots can be a fascinating innovation, but what will be the impact on the conventional traffic and what will be the safety problems arising about?
The second type of accident, in order of importance, is the stranding. Just this type of accident caused the loss of human lives, even if, fortunately, the number of losses is limited.
Stranding is the accident where the most frequent cause is the human error. But are the electronic charts currently used so precise to avoid strands?
Canada, leader Country in the elaboration of the electronic charts, obtained to improve the development of better and more accurate charts within the G7 «Maris» Program - sub-topic «Safemar». From this we can deduct that the precision of the charts currently used must be optimised and that ECDIS has to be improved.
The third accident to be taken into consideration is fire onboard. Nowadays ferries have onboard up to 500 cars and this fact increases the fire risk, besides other causes proper of the Ship itself. If up today the number of accidents of this type remains within «physiologic» limits, nobody can deny that the risk factor is increased. Also in this case, technological devices to avoid these risks exist either in terms of passive safety or active safety.
Will it be possible, for example, to forbid to smoke in the passengers hall, taking into account the short time to run the cross? We have not notice about the fact that the «No Smoking» rule, at least in some areas, has become mandatory.
Coming back to some accidents mentioned, we refer to an article published in 1992 by «WBW» and signed by Dag Pike. Through FMEA have been analysed the accidents of «Apollo» in Hong Kong and of «Sea Cat» in Norway. While the second accident was undoubtedly due to a human error, the one occurred to «Apollo» was due to a lack of power, not being the Ship fitted with an emergency power generator.
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If it is true, as it is, that during the years after 1992, some macroscopic failures (as the one of «Apollo») have been eliminated, still today there is a lack of equipment that become evident only after the accidents.
For example, we would like to mention the fact that many accidents are due to contact with the piers during the mooring operations. The Doppler Docking is the proper instrument to avoid this type of accidents, but it is not mandatory to have it installed onboard the Fast Ships.
Anyway, we take the liberty to affirm that, in view of a further development of the maritime transport by Fast Ships, both regarding passengers and goods (there is an hypothesis of containers transport in the Atlantic Sea), it will be probable an increase of the accidents and in the next years discussion and polemics will surely continue.
Use of experts systems to support masters in critical situations.
Some reports have been made that the evacuation time of fast vessels in trial conditions could not be met. The evacuation time should be calculated according to article 4.8 of the HSC code. These trials are being made alongside with sufficient people to represent a full complement of crew and passengers. The results of these trials are appalling, especially when one considers that no critical conditions are being present. Some of these trials indicate that even under normal conditions the required results cannot be attained. What will happen if a vessel is in jeopardy in bad weather having a list and when panic is reigning? References indicate some phenomena which are associated with panic and heavy listing. The results show that there may an appreciable loss of life if the vessel is not abandoned in an early stage when it is still upright. The catastrophe with the Estonia did show that the chances of aged people are very remote if abandonment of the vessel is not starting at an early time. On the other hand no master wants to be accused of a premature abandonment if the vessel is not going to sink and it appears absolutely safe to stay on board. It would be a great help if experiences of masters in real critical situations, predictions of the state of the vessel in the near future and model calculations of abandonment would indicate a certain time of abandonment which would result in a large number of survivors. The development of such an expert system to support those crucial decisions of the master should have a large priority. In the remainder of the project we may put some effort in outlining the set-up of such a model.
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Exposure measures for comparative risk analysis.
Recent catastrophes with ferries have caused a lot of anxiety among potential passengers. There is a need to have comparative figures between the modes of transport. Since air traffic is still the most safest way of transportation it is clear that other modes need to improve their safety records. To compare safety records a common mean of expressing “exposure” of a passenger should be used. The most frequently encountered exposure is the passenger mile. If we are able to estimate the number of passengers travelling over given distances as served by the carriers, the number of passengermiles can be calculated. Another often used exposure measure is the vehicle mile (shipmile). Since the speed is not included in these figures another exposure method such as the passenger hour and the vehicle hour is also being used. The differences in speed of different modes are being taken into account. In air transportation it is known that the take-off and landing phases are the most dangerous parts of a voyage. Consequently sometimes the number of landings and take-offs are being used as exposure. Since this part is generally not the most dangerous part for ferries another parameter may be used, which is the number of voyages. The latter parameter is very difficult to be calculated for other means of transportation such as cars and buses.
The following table has been established.
Killed persons/ ship hour 8.42 E-05 Killed persons/ ship kilometre 2.61 E-06 Killed persons/ passenger hour 1.48 E-07 Killed persons/passenger kilometre 4.58 E-09
Table: Survey of ferry risks in terms of persons killed
It would be interesting to provide more information regarding the safety of transport of passengers with high speed craft in relation to conventional ferries in order to see whether or not the safety level needs to be improved. This could be done if we have data regarding the connections, the fast vessels which are being used, the number of passengers which were using these connections and the number of passengers killed. 2.7.2. Wake wash - 1 - Problems and registered incidents
After the introduction of fast vessels in many countries in Europe complaints were filed against the waves generated by these fast vessels. It was claimed that these waves were larger as the waves generated by conventional ferries. The general public thought that these waves reduced the safety for small ships, posed risks for the people on the beaches, affected adversely the erosion of the coastal regions and put the environment at risk. Also reports were made about violent motions of small craft in marinas.
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The complaints filed are due to the fact that waves generated by fast ferries do have another nature than the waves generated by displacement vessels. Since speed is the most important parameter in the generation of waves, the waves from fast ships are different than those coming from conventional ships. The public’s awareness is also ignited by the sudden appearance of the waves in shallow water where they break before running ashore.
Complaints due wake wash are appearing in France, Italy, Denmark, Sweden, Ireland, Australia, New Zealand, UK, Portugal, Spain, the USA...
In order to illustrate this purpose just below is a translation of a press article published in INFOCEAN ( French papers September 1997):
‘ Since the FAS have sailed on the Mediterranean sea some damages have been reported due to the wake wash generated by the fast ships when breaking ashore. Equivalent incidents happened in Scandinavia since FAS have been introduced in service on STENA and SEACAT lines.
Thus at Goteborg in July two holiday makers were injured. Their ship has been damaged by the wake wash due to the ferry STENA CARISMA which was cruising fast off the coast. Some time latter a wave drove them and their boat on the rocks. Two similar accidents were also caused by the LYNX of STENA line and the FAS SUPERCAT of SEACAT.
It seems that the wake washes generated by the FAS are different from those induced by slower velocity boats. They look like a unpredictable swell not visible from the surface that breaks on the nearby coast at a high speed.
Swedish and Finnish media pointed out incidents in the Straits of Öresund between Sweden and Denmark. There the draught is 7.85 m maximum. The swell due to the FAS should have induced bumps. ‘
Other events have been noticed.
When observing the evolution of the situation we have remarked the increase of incidents during the last months. That is the case in particular in Italy since the new fast ships ARIES and TAURUS of TIRRENIA di NAVIGAZIONE have started the service between Civitavecchia and Olbia.Various newspapers reported accidents that fortunately did not cause victims but for example the fact that a light double raft has been set up and the bathers have been suddenly thrown out, gives an idea of the possible danger.
The just above events forced the Authorities to reduce from 40 to 20 Knots the allowed speed of the fast ships six miles from the coast.
In Liguria, in the outskirts of Vado Ligure which is the port of departure of the fast ferries going to Bastia, the newspapers reported only one incident due to the wave effect on the beach. Some children and long-chairs have been swept away by the wave. ______WP1 : State of the Art IDD D 113.00.08.042.001 Date: 23/12/98 WP1 Report Page: 56/137 FASS ______
In the Balearic Islands where bathers usually stay on the cliff, BUQUEBUS caused a serious accident with two injured persons.
As for the environmental impact, it has not yet strongly arisen at the moment but it is foreseen that with the increase of the high speed traffic the problem of the coast erosion will become a serious matter to be faced.
Anyway we have been told about several complaints coming from some areas having a naturalistic value as for example Golfo Aranci in Sardinia.
In Liguria, where the effect of the coastal erosion is particularly taken into account, this matter is deeply discussed at various levels.
- 2 - Comprehension of the phenomenon
Based on measurements in Denmark it could be established that waves generated by a fast vessel having a speed of 35 knots have periods of 9-10 sec whereas waves from conventional ferries are producing waves with periods between 4 and 5 sec. These two groups of waves ill have different effects on the coast.
As a result of towing tests it was concluded that wateriest tend to increase the height of the generated waves, but near the critical point where the Froude number based on water depth reaches the value one, the differences were small. Water jets do not effect the period and direction of propagation of the waves generated.
Reference contains review of wave generation and wave hindrance using questionnaires. Low wash ships are often catamarans with extremely slender hulls and very lightly constructed, leading to a Ñ0.3333 minimal tenderness ratio .Both hulls may have in some cases a length beam ratio of more than L 30.
A small entrance angle of the waterline will reduce wave generation over the whole speed region. Both hulls may interfere at speeds around the value 0.5 of the Froude number based on length. At higher speeds interference is being reduced.
Measurements reported from experiments in Australia indicate that the maximum wave height was 0.27 m at 30 m from the centreline of the vessel when the ship’s speed was 19 knots and the water depth 9 m. Maximum wave heights were measures as being 0.56 m when the vessel was making 19 knots and the water depth 10 m.
Amplitude of waves caused by hydrofoils are not very different of the value of amplitudes found by catamarans. Since the Froude numbers based on the chord length of the foil are very high, large wave periods and wave lengths are being generated. Despite small amplitudes of these waves they are reported to cause hindrance to ships moored alongside. Mooring lines of ships moored alongside are reported to break each time when a hydrofoil was passing. ______WP1 : State of the Art IDD D 113.00.08.042.001 Date: 23/12/98 WP1 Report Page: 57/137 FASS ______
Special attention has to be given to the take-off condition of hydrofoils. They need to pass a region with high resistance before the hull is becoming airborne and this causes large waves. This leads sometimes to a prohibition to take off in ports and rivers where many vessels are moored alongside.
When a hydrofoil is in airborne position it is said by observers that the waves generated are less damaging than the waves coming from normal displacement vessels.
Waves generated by monohulls might have heights up to 1.0 m. In this case the Froude number based on depth was more than 1. For smaller monohulls in the subcritical speed regions smaller values of the wave height were measured. (0.2 to 0.3 m).
Reference recalled an assumption of the acceptability of wave hindrance. Wave hindrance of a fast vessel should not exceed the hindrance of other vessels using the same fairway. The value of the associated wave height lies by 0.3 m. Generated wave heights less than that value are acceptable. Although this is a Dutch interpretation of results of measurements and an interpretation of the fear of the general public, it may be expected that this assumption will not change in many other countries. One should also note that so far an inventory has been made by researchers regarding wave hindrance, but that criteria based on research are not being developed.
-3- Safety precautions.
The danger due to the wake wash is reinforced since it is totally unexpected.
Thus:
- this phenomenon arises even when the sea is smooth, - the wave in shallow water is not visible particularly by non experienced tourists, - more the FAS may be quite far from the impacted area and may have generated the wake wash a long time before it breaks ashore.
Different types of measures may be adopted:
- the decrease of velocity (speed limitation) near the coasts and at the entrance of harbours: it is encouraged by local rules (see for instance orders as NICE maritime prefectoral one) - the designing of ships for low wake - the site route optimisation: working out contingency plans dealing with different vessel, traffic, tidal and weather situations, - the specific designing or arrangement of the port: wave reducing constructions, choice of port locations.
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2.8. Education, training and simulation When the first Fast Ships began to operate, their personnel can be defined «self-taught men». This is the factor common to all the subjects interested in this investigation. The first operators in service onboard Rodriquez hydrofoils learnt to conduct these transport means during their construction and during the trials at sea.
This system to select the personnel is into force since very long time and still today, it is the more used one.
Why this situation, evidently very dangerous, is accepted? The answer can be found examining the analysis of the available literature on this subject. Among more than 200 articles we have read to write the State of the Art, only 8 of them have as subject the Human Factor in the Fast Ships management.
The above statement clearly indicates that the Public Administrations demonstrated a very poor attention to the Fast Ships’ operators matter, although it is of capital importance.
Also STCW 78/95 doesn’t include any paragraph regarding the Fast Ships’ personnel, while it has defined in detail the «minimum» requirements regarding the conventional Ships’ personnel.
As already stated in the chapter 2.4, dedicated to the Regulations SITUATION, the more considerable deficiency is the lack of rules and criteria to select the Fast Ships’ Personnel. On the contrary, in the avionics field, detailed and precise regulations are into force, even if, the beginning of the operation of the Fast Ships decreased the conceptual difference between the maritime transport and the air transport.
With the evolution of the High Speed Maritime Transport, the Shipping Companies preferred to select their personnel among the operators having previous experience or to send onboard additional personnel to support the operators already onboard.
The first operators destined to manage Fast Ships of «Acquastrada» Series have been selected between personnel that previously operated on hydrofoils, or otherwise they attended a brief «training course» held by Companies managing hydrofoils in order to familiarise, at least, with the «speed sensation».
Notwithstanding this dramatic situation, the training activity destined to Fast Ships’ operators, currently is only carried out directly «on the field» or with the support of senior personnel.
During our investigations on this matter, we have found out that in Europe doesn’t exist a Simulator for the training to manage High Speed Crafts.
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Some training courses are held with the following subjects:
«Manoeuvring», «Bridge Resources Management», «High Speed Familiarisation», but it doesn’t exist any instrument which can be defined «Simulator for Fast Ships management training».
We believe that the reason of this lack is mainly due to the high cost involved and to the fear that the market, in this new field, could be not enough wide to pay back the investment.
Nevertheless, in the few literature about the human resources, it is continuously underlined the tragic factor of the human error.
Fortunately, despite this general opinion, Ing. Cazzullo of Italian Naval Register, during a Conference held in Genoa, pointed out that the human error has increased its own incidence in the casualties analysis, because the technology development is ten times quicker than the development of the human resources. In fact the new equipment are able to operate safely and practically without any error because they are designed to perform automatic process correction. These are the reasons as the responsibility of casualties is usually mainly ascribed to the human factor.
To deeply understand the problem of maritime formation and training which is the task 2 of our Project, it is necessary to make some political considerations.
As already mentioned, the acquired literature is very rich of mentions about the Human Resources in function of the development of the high speed transport, either regarding safety or the economic convenience of the System under development.
Therefore, taking into account all Lecturers’ interventions to various Conferences and Meetings on the matter, we clearly understand that the juridical and regulations situation on which the training should be based does not yet exist. IMO is amending STCW 78/95 Code but, notwithstanding this fact, currently, there is a macroscopic lack about the definition of roles, tasks and qualifications necessary to individuate the type of Operator who is needed onboard of Fast Ships.
Unfortunately we noted a second serious lack in this situation which is the psycho/attitudinal selection of the Personnel to be allowed to conduct Fast Ships. We refer to several Conferences held in the last five or six years that had the Human Resources as subject of discussion. We mention Ishfob in Bremen in 1995, the more recent NAV & HSMV of Sorrento, «Bringing Ships and People together: the maritime Industry’s challenge» in 1997 and other Meetings promoted by IMLA in Canada and Singapore. All these Meetings evidenced the matter of the psycho- attitudinal Personnel selection, taking into account that the high speed maritime transport is the closest point of approach to the Air Transport ever reached in the Merchant Marine story.
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All the speeches made during Conferences and Meetings underlines the HUMAN ERROR and one of the solutions to decrease the human errors is to put the right man in the right place! And, finally, the right man can be found through a psycho-attitudinal selection.
The more impressive fact is that the European Union Commission, through DG VII, should have the exact feeling about this situation because already in the Frame Program III, the MASIS Consortium developed a project named Masis 1 about the Human Resources, while the ATOMOS Consortium developed a research project about the technological innovation finalised to the High Tech Ships development. STN ATLAS of Bremen, partner of such project, already faced and studied the technical problems of the Fast Ships.
At the end of the Frame Program III, all the Partners involved realised that nobody faced the Man/Machine Interface problem and for this reason, it was necessary to join the two Consortia in a project named THAMES that just evidenced the problem we previously spoke about. In the Frame Program IV are present both MASIS and ATOMOS 2 that are deeply examining the problem arisen in THAMES.
Evidently, within the two projects we have mentioned above, nobody take care of the Fast Ships as we do, but, undoubtedly, the general situation shows that the problems we are evidencing are already in their Agenda.
From what above stated, it is easy to understand that the world of Formation and Training of Personnel destined to Fast Ships is still moving the first steps. We previously affirmed that the formation particularly dedicated to Fast Ships’ Operators needs didactic structures and instruments absolutely innovative.
STCW 95 Code, at least in this field, defines the general characteristics of the simulator destined to the maritime training. Unfortunately, where the funds to build a Training Simulator for the Management of the Fast Ships must be searched, remains still unknown.
We have to take into account that, up today, data necessary to develop hydrodynamic models of Fast Ships are still not available. In fact, within preliminary studies already carried out by simulators Manufacturers, have been fixed some basic principles in order to offer a product having effective training functions. We think that the better solution is to follow the conceptual criteria used to develop and build the Flight Simulators.
There are great differences of response for each Ship in navigation (we mean for example, the behaviour of a Monohull compared to a Catamaran or to a Hovercraft, an so on). Therefore it will be necessary to develop a simulator able to run each time, a different hydrodynamic model representing the Ship where the trainee will perform his exercise. For these reasons it is foreseen that the funds necessary to develop and manufacture a Simulator having the characteristics described above will be quite wide.
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There are some Training Centres that are proposing various training courses dedicated to Fast Ships but, in our opinion, they can be considered a corollary to the formation program that we believe is necessary.
Anyway, we list here following the Centres and the courses they are proposing:
DMI (Danish Maritime Institute) - Denmark
· Manoeuvring courses for berthing and unberthing at low speed in different ports; · «High speed» navigation (Seajet 250 model) in poor visibility conditions; · Navigation and landing with strong wind in different conditions; · Navigation and landing with poor visibility; · Ship management inside the port; · Berthing and unberthing manoeuvres with adverse Meteo-marine conditions; · Proper responses to different failures; · Communication from the Bridge and navigation procedures.
S.A.S (Scandinavian Air Service) Flight Academy - Sweden
· Bridge resource management course.
Warsash Maritime Centre - Southampton, U.K.
· Updating course for the use of the Radar/ARPA dedicated to Fast Ships.
Ente Gestion Istituto Osservatori Radar «G. Marconi» - Genoa, Italy
· Low speed Manoeuvring courses;
We have obtained information about the above courses directly from the above mentioned Training Centres, but we are not able to judge the quality and validity of the courses held.
Cetemar informed us that the National Centre of Gijon is carrying out training courses, but, up today, they have not specified the type of courses and the relevant contents.
2.9. Comments During our research, we have collected a very large quantity of documentation consisting of technical magazines, single articles and proceedings of various Meetings and Conferences. With this wide selection of material we are able to express some general comments about the State of the Art.
First of all we can affirm that some problems existing before the entering into force of the HSC Code have been further partially solved, but this was not enough to «reassure» the operators of the maritime field.
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The technology has undoubtedly enhanced and we have seen a technology transfer from the military to the civil field; also the research is continuing and is positively developing.
But the rules and regulations situation, the support infrastructures, the selection and training of human resources are today still extremely delayed. Also IMO is very slow in the elaboration of new regulations and in particular to define amendments to STCW 95 Code, specifically concerning the Fast Ships operators.
Nevertheless, all the literature at our disposal widely speaks about the future development of the maritime transport thanks to Fast Ships.
If we take into account the content of the articles continuously published by the specialised technical magazines, in particular the Australian ones, we can deduct that the implementation of the cruise speed of the Ships is the primary target in all fields, including the leisure one.
«The Lloyds Ship Manager» of February 1998, updates the world situation of the high speed crafts under construction destined to transport goods and goods/passengers. Obviously the article speaks about Australia which is one of the leader Countries in the field, specially regarding catamarans and aluminium new buildings.
The specialised technical magazine «Il Battelliere» in its column «Fast Ferries and Boats», in the issue of January 1998, reports that the Australians, who cover about the 40% of the Fast Ships market, are proposing to use Fast Ships also for goods transport purpose.
«AUSTAL» is proposing «Cargo Express 95» which is able to transport 80 Teus and 51 air containers at 42 Knots and is classified as HSOF category (High Speed Ocean Freight), while «INCAT» is proposing the Cargo Cat which is able to transport, at 35 Knots, from 200 to 400 passengers plus goods and lorries for about 500 linear metres in the under-deck parking. The declared autonomies are from 500 to 1500 Nautical Miles.
The above statement should not surprise, since «The Telegraph» in the issue of April 1998, in the column entitled «News in brief» reports that Australia evaluates that the greater capacity of competition which Fast Ships are acquiring in respect of air transport, could transfer at least the 8% of the world goods load from the air to Fast Ships transport.
Confirming the data reported by «Il Battelliere» and «The Telegraph», LSM informs that a cost analysis has been made examining the transport costs of goods by High Sped Crafts compared to the costs of transport of goods by other means. In order to simplify the reading, we have put the data reported by LSM in a comparative table:
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Means of Transport Distance run Price per Kilo in NM (or equivalent) U.S. $ Airfreight More than 500 0,55 Conventional Ship More than 500 0,03 Cargo Freight Express (*) More than 500 0,10
(*) Transport capacity: 1.000 Tons – 80 Teu – 50 containers (airfreight type) Speed: more than 42 Knots.
Another confirmation of the news already supplied in the State of the Art is given by «Ship and Boat International» of January/February 1995. The article examines the use of Fast Ships to transport perishable goods as fish or fruit on routes like Norway-United Kingdom or on routes interesting Japan-Korea-Easter Russia-China. The article also shows a costs comparison between conventional Ships and Fast Ships which demonstrates that the use of Fast Ships is more convenient, notwithstanding the higher fuel consumption.
The news we gave about the next start of service of a transatlantic Fast Ship is reported by «Ship and Boat International» and «The Motor Ship» of February 1995. The second magazine speaks about also the investment costs that should be in the range of 130/150 millions of U.S. Dollars with an operation cost of 100 millions of U.S. Dollars per year. The chosen route, as already said, should be Philadelphia-Zeebrugge.
The speed of the Ship is more than 42 Knots.
Length: 236 metres; Width: 35,5 metres; Load Draft: 10,54 metres; Volume Capacity: 56.650 cubic metres; Container transport capacity: 1.360 teu.
The classifications should be given by Det Norske Veritas.
As already stated in this report, a target technically reachable is the increase of the autonomy of the Fast Ferries. United States are working to build a transatlantic Container Carrier able to run North Atlantic Sea cross in less than 96 hours with a load of 1448 Teu. In the meantime, Japan and Australia are studying the possibility to transport significant loads at more than 35 Knots with an autonomy over than 1000 Nautical Miles.
In this scenario, therefore, have to be included the future projects about the construction of carriers defined «Navions», i.e. High Speed Ships about which we have previously spoken.
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The «Journal de la Marine Marchande» of Friday 13 March 1998 reports that there will be a Ship named «MPE-400» built by Synitsin, able to sail at a speed double or triple of the today’s hydrofoils (about 100 Knots) with an autonomy major than 2000 Miles and with a fuel consumption 40% less than an aircraft transporting 450 passengers.
It appears evident that this enormous quantity of news about the future development of the high speed maritime transport is the result of a formidable promotion campaign of the Ship Yards, of Industries and also of Navigation Companies that, through great investments in technological innovation, wish to become more competitive, taking into account that Ships sailing at about 30 Knots are already present on the international maritime transport market (specially in the RO-RO and Container Carriers field).
We have met great difficulties in collecting reliable news about accidents regarding Fast Ships. The available literature usually reports few words and very poor details. Often the name of the Ships involved in the accident is not mentioned.
For example, reading a little article about an accident published by «Speedship» in 1996, to understand that the Ship involved was «Procida», «it was necessary» to be Italian and to be aware of the Press and TV news reported in that period in Italy.
«The Telegraph» of February 1998 reports that one of the Fast Ferries of Stena Lines has been put out of service for more than two months due to damages caused by extremely adverse meteo-marine conditions. The article reports that the involved Ship (the name is not mentioned) has been replaced by «Stena Voyager», but only the picture published on the review allowed us to understand that the Ships involved was «Stena Discovery».
The documents published by the Marine Safety Agency of London (which is a public Institution) issued on behalf of IMO, are written using secret codes. Nevertheless, examining these documents very carefully, we have deducted at least the number of dead and wounded due to the 176 accidents reported.
Classification Registers and Insurance Companies are very reluctant to give information about accidents involving Fast Ships.
Concerning the training, due to the lack of juridical basis defining duties and characteristics of Fast Ship’s operators, we have found on the market various courses that, practically, are not proposing something interesting for training to conduct Fast Ships. The courses proposed cover manoeuvring in harbour waters, the use of the radar (specific for high speed Ships but subject to continuous technical updating), management of Bridge Resources. We have not been able to find something more.
On the contrary, in the literature at our disposal is constantly present the invitation to heavily increase the professional quality of the onboard Operators.
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When they speak about «comfort» of passengers, they do it in a very soft and attractive manner. But no technical magazine and/or newspaper at our disposal speaks about the problems that the Operators, in case of rough sea, will be forced to face having onboard from 800 to 1800 passengers. We will be forced to wait the conclusion of this first Summer season to have some data, obviously confidential, about what may happen onboard if, unfortunately, during some crosses, for example between Italy and Sardinia, Corsica and France or Spain and Balearic Islands the sea strength was 4/5.
The President of MSC of IMO, Ing. Giuliano Pattofatto, in an editorial article published by «L’Automazione Navale» in April 1993, already at that time, mentioning the two Conferences (Singapore and Naples) of March 1993, heavily emphasised the need both for the Ship Yards and the Owners to take into due consideration the problem of the passengers’ «comfort» not only in relation to the services offered (serviceability) but, mainly, in relation to the Ship’s movements and acceleration/deceleration phenomena with adverse sea conditions.
We have found, in various articles, expressions of worry about the capability of the Operators to manage a consistent heap of passengers in case of adverse sea conditions (Crowd management). We do not know what operative solutions are proposed to solve these problems.
The paramount importance of the topics mentioned so far is also evidenced by the speech of the IMO General Secretary Mr. William A. O’Neil to the «Fast 97» Conference held in Sidney from 21 to 23 July 1997. The Secretary outlines the particular importance of the problems arisen with the introduction of the maritime high speed technologies and emphasises the role of the SOLAS Convention and the ISM Code with particular attention to the aspect of the human factor either onboard and ashore. Although treating the above matters looking at the next future (1999), he announces a series of innovations about the Fast Ships safety. The Secretary confirms that no one of the 134 SOLAS Convention «Parties Countries» would allow to a Fast Ship built without meeting the HSC Code requirements to utilise its own port.
The Secretary does not mention how the SOLAS safety rules are applied. Also the Secretary O’Neil admits that a Ship sailing at 60 Knots has different problems than a Ship sailing at 20 Knots. Therefore he emphasises that the onboard instruments and equipment must be high quality ones and the Fast Ships Operators must be carefully trained and qualified.
Furthermore, the Secretary states that in the next years amendments to STCW 78/95 will be made in order to better define the characteristics of the Fast Ships’ Operators. But we wonder: what about the Operators of the more than 1400 Ships currently in service?
The speech that we have mentioned indicates what are the IMO worries, but we take the liberty to define this speech the expression of good intentions that, if put in concrete form, will be finalised too late, even if they will be of the quality wished by the General Secretary.
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A recent visit, personally paid to a Fast Ship of very recent construction, allowed us to acquire some data that we report here following, avoiding, for discretion, any comment. As per the Regulation into force, in case of possible collision, Passengers and Crew must be seated in order to reduce the impact effect. Also with heavy meteo-marine conditions the Passengers are ordered to sit down. Onboard the Ship that we have visited the crew seats are located out of the Passengers Halls (it seems this is merely due to aesthetic reasons).
On the same Ship, the First Mate is also in charge as Purser and therefore he has to take care of the passengers, being more present in the Passengers Hall than on the Bridge. Furthermore, we have noted that, notwithstanding the enormous investment made by the Owners, they have not predisposed a light signalling system in the «escape paths» which, on the other hand, are in use on the aircrafts since long time. We wonder what may happen in case of black-out during an accident, being necessary to abandon the Ship.
It is evident that the above mentions are safety measures regarding the Maritime Authority, but unfortunately, we have to confess that we have not even been allowed to submit these matters to the persons in charge.
We would like to emphasise another topic. We have read on several Australian technical magazines, advertisements dedicated to the yachting field and we got astonished to understand that Ships capable to reach tremendous speeds are offered. They are speaking about 70 Knots, while yachts sailing at 40/45 Knots are already in service. We wonder how these boats are classified and, through some information obtained by Classification Institutes, we understood that they are included in the leisure category with all the consequences that this fact can have on the safety of navigation.
It is task of IMO and Classifications Institutes to face problems related to Ships (or yachts) construction, but the competent Authorities are in charge to verify the problems arising about the safety in navigation. In fact, a Ship transporting passengers and cars is a «public service» and therefore must be protected; but on the contrary, she may be forced to face the risk of the total unskilfulness of the Masters of private yachts, who, culturally are convinced that the sea is a «private road» where no rule must be respected and where they can do anything they like and go anywhere they like.
In conclusion of this chapter, we believe it is useful to communicate some information about the river and lake navigation in Europe.
As already evidenced some Countries like Hungary and Bulgaria have in services Fast Ships operating on Danube River, while Italy has a series of Fast Ships operating on the Italian Lakes (Lago di Garda, Lago di Como, Lago Maggiore).
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Some of the above mentioned Ships are sailing at more than 35 Knots and transport both passengers only and passengers and their cars.
These ships are controlled by «Civil Motorisation», even if are classified by Registro Italiano Navale (RINa). We have not been able to have further information about E.U. Countries operating on large rivers like Reno and Schelda, while is known that former Soviet Union has Fast Ships sailing in Caspian Sea.
These news are reported just for general and complete information.
Concluding our research, we would like to outline the following primary points that we have individuated during our work:
1) The maritime transport by means of Fast Ships is increasing. In fact, in September 1997 there were 1324 Ships in service and at the end of February 1998 there were more than 1437 Ships (these data can be verified through the Classification Institutes).
2) Industry and Research Centres are solving the technical and operative problems that HSC Code evidenced in the Introduction of its first issue.
Furthermore, the technological development of the Fast Ships is very well supported by proper researches both on new materials and new hull models, obtaining good results as regards autonomy and speed. Also technology and functionality of propulsion devices are constantly developing.
3) A negative point is the slowness in taking care of the problems related to the impact of High Speed Transport on the conventional traffic. Furthermore, no action is scheduled to verify what will be the impact on the Safety in Navigation of the leisure crafts which are following the same development trend of the commercial field.
4) Notwithstanding the statements of the European Union, the application of HSC and ISM rules is still not sufficient as regards the change of service destination of the Fast Ships (the same Ships are employed, within the same year, on completely different routes).
5) The most macroscopic lack has been found in the formation and selection of the Human Resources destined to Fast Ships. This is due to a lack of rules on the matter and to a lack of training and formation instruments (simulators).
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2.10. Bibliography 2.10.1. Introduction The references listed hereafter are splitted following the ‘literature review’contents.
The articles, the publications and the documents are available on request.
It is to be noticed that most of them belong to open literature. 2.10.2. Fast ships - 1 - Formal safety assessment
Trial application to high speed passenger catamaran vessels Final report Sub-Committee on ship design and equipment 41 st session agenda item 5 (12.12.97)
- 2 - High speed surface craft conference
Eighth international conference (January 21-23 1992)
- 3 - Intersociety High Performance Marine Vehicle
HPMV’92 conference and exhibit (24 - 27 june 1992) ARLINGTON
- 4 - Novel hullforms shun naval convention
JANE’s international review (march 1997)
- 5 - Frégates et corvettes furtives rapides pour le siècle prochain
ARMADA international (may 1997)
- 6 - Catamaran construit en 1993 aux chantiers OCEA
LES SABLES D’OLONNE http://www.ifremer.fr/boc/navires/europe.htm
- 7 - Fast cargo carriers
Range of fast freighter designs grows. The motor ship (February 1995)
- 8 - Towards the fast freight ferry
Ship and boat international (January / February 1995)
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- 9 - fast ferries Designs benefit from service experience. The motor ship (February 1995)
- 10 - LLOYD’s Ship Manager Fast ferries: the strengths of being lightweight,... LSM (February 1998) pp 25-28
- 11 - High speed craft Keeping fast craft safe, comfortable and environmentally correct. Marine Log (november 1994)
- 12 - HISpeed 97 The annual register of fast ferries in the world HALMSTAD, SWEDEN / http://www.shippax.se 2.10.3. Lines - 1 - La flota de trasmediterranea azul marino
- 2 - BUQUEBUS overview of some existing lines
- 3 - HPMV’92 Jetfoil operational experience in Japan
- 4 - Risicovergellijking van het passagiersvervoer Risk comparison of transport of passengers MARINE ANALYTICS B.V.
- 5 - COST 301 Final Report - 6 - CALVI - AJACCIO en deux heures dès le mois d’avril Emilie ARRAUDEAU
- 7 - operational recommendations for the high speed craft traffic between TALLIN and HELSINKI 29 April 1996
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2.10.4. Rules
- INTERNATIONAL RULES - 1 - Official journal of the European Communities L 144 volume 41 (15may 1998) - 2 - Analysis of international rules and regulations BUREAU VERITAS - GERMANISCHER LLOYD - REGISTRO ITALIANO NAVALE Technical report 1998: see appendix 2-1 of this FASS WP1 report. - 3 - Council directive 98 / E.C. on safety rules and standards for passenger ships 5 march 1998
- LOCAL RULES - 1 - Arrêté préfectoral n° 23/98 « conditions de navigation pour NGV Continent - Corse »: - conditions d’accès aux ports de NICE, BASTIA, AJACCIO, ILE ROUSSE et CALVI - conditions de navigation entre le Cap CORSE et le Cap SAGRO. - 2 - Progetto FASS DG VII per navi veloci (HSC) Capitaneria di porto del compartimento marittimo di BRINDISI ordinanza n° 7 /87 - 3 - Regolamento di servizi marittimi, sicurezza e polizia portuale Capitaneria di porto GENOVA - 4 - Ordinanza n°09/97 Capitaneria di porto di NAPOLI e di CAPRI - 5 - Ordinanza n°165/95 Capitaneria di porto della SPEZIA - 6 - Ordinanza n°20/243 dell’8 marzo 1984 Laguna di VENEZIA - 7 - Regolamento per il servizio marittimo nel porto di VENEZIA 1994 - 8 - Regolamento per la disciplina degli accosti nel porto di ANCONA e nelle rade di ANCONA e FALCONARA marittima - 9 - Progetto FASS DG VII per navi veloci (HSC) Capitaneria di porto di OLBIA ordinanza n° 21 / 97 - 10 - Order on the approval of the safe navigation of high speed ferries Danish authority 1 Mai 1997 - 11 - Rules for classification of high speed and light craft (Det Norske Veritas) - Safety of navigation - Janvier 1996 - Nautical safety - Janvier 1993 - 12 - High Speed Craft Regulations Norwegian Maritime Directorate 17 Juin 1998 - 13 - Operational recomendations for the high speed craft traffic Tallin/Helsinki 29 April 1996 2.10.5. FAS Behaviour - 1 - “Snelle schepen in relatie tot overige vaarweggebruikers » Fast vessels in relation to other fairway users
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Directoraat-Generaal Rijkswaterstaat, Adviesdienst Verkeer en Vervoer - 2 - “Mechanics of Marine Vehicles” Clayton, B.R. and Bishop, R. E. D. 1982, E & F. N. Spon, London - 3 - Personal communication with Mr E. Vossnack, retired chief designer of Nedlloyd - 4 - “Harbour Experiences and Observations regarding Wavepiercers and HSS Catamarans” Carter, J. - 5 - High Speed ferries: The New Zealand Experience Wijngaarden, A. Van - 6 - High speed ferries working in harmony with the Port Authority DOCHERTY T. J. - 7 - Les navires rapides et legers Navires ports et chantiers P.J. Latreille
2.10.6. Technologies
- GENERAL TOPICS - 1 - Type testing and type approval of navigational equipment for high speed craft and related problems from the view of an authority German Maritime Industry Journal (march 1995) - 2 - Impact of the new IMO high speed light craft code and DNV rules on integrated bridge design on fast ferries - 3 - Development of the ABS guide for building and classing high speed craft FAST’93 - 4 - Remote control, instrumentation and automation DET NORSKE VERITAS Tentative rules for classification of high speed craft, machinery and systems equiment and operation .....part 4 chapter 4 , january 1991 NORWAY - 5 - Evolutions potentielles de la technologie et de l’exploitation des navires étude de la desserte maritime de la CORSE SOGREAH Ingéniérie juillet 1993 - 6 - Developing a cargo carrying high speed Ro-Ro monohull 11 th. Fast Ferry International Conference HONG KONG 21 - 23 February 1995 - 7 - Propulsion for large fast ferries Shipbuilding technology international 1995 - 8 - Fast sea transportation: the effect of present and future technical development on operating economics FAST’93 - 9 - Integrated bride systems for high speed craft KVEARNER EUREKA a.s.
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- INSTRUMENTATION - 1 - Improvement of lidar system by modulation of an optical pulse laser for under- water detection SPIE vol 3100 - 2- Detection d’objets flottants Air & cosmos 20 fevrier 1998 - 3 - Detection active d’objets flottants ou faiblement immerges M.J. Certenais - Thomson-sintra ASM - 4 - Detection lidar de cibles faiblement immergees en incidence rasante à partir d’un navire M. Floc’h - 5 - Lidar neodyme moyenne portee Les Lasers - Applications operationnelles et militaires - Science et Defense 90 - 6 - New High Speed Marine Radar antennas from Racal-Decca bring technology breakthrough Racal-Decca Marine http://home.racal.com/news/news50.htm - 7 - High-Frequency Surface-Wave Radar Jane’s - 8 - Overseer (surface wave HF radar) GEC- Marconi Radar and Defence Systems - 9 - Progress in ship tracking by HF ground-wave radar International radar conference 1987 - 10 - Automated Vessel Alert System / Obstacle Avoidance System Raytheon Electronic Systems - 11 - Traitements des signaux pour les systemes sonar par M. Bouvet editeur: Masson - 12 - Radarmétéorologie par H. Sauvageot editeur: Eyrolles - 13 - Passive Millimeter-Wave Imaging Technology Proceeding of SPIE Volume 3064 // 21-22 April 1997 Orlando,Florida 2.10.7. Accidents / Incidents
- GENERAL TOPICS - 1 - Formal safety assessment Trial application to high speed passenger catamaran vessels Final report Sub-Committee on ship design and equipment 41 st session agenda item 5 (12.12.97) - 2 - Accidentology Subtask-2.1 TEC 2.1 -01 (05.05.97) - 3 - High speed craft and the collision regulations Navigation news (January / February 1998) - 4 - DGON Zeitschrift 1/1998
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- 5 - “Ship listing: reaction of passengers” Boer, L. C. - 6 - “Prize Dissertation given by the Danish Investment Foundation of July 1, 1976” Madsen, F and Harbst, J. - 7 - Accident Data Karl Lumbers Thomas Miller P & I Ltd - 8 - Case study of small Crews Masis II - WP1 Marconsult Report - 9 - “Final Report on the Capsizing on 28 September 1994 in the Baltic Sea of the Ro- Ro passenger vessel MV Estonia” Joint Accident Investigation Commission of Estonia, Finland and Sweden - 10 - An approach to human error analysis during steering and manoeuvring of FAST ferries C. VIVALDA BUREAU VERITAS - 11 - Risk influence model applied to Norwegian domestic ferry traffic HOKSTAD P. and DAHLE E. - 12 - Jetfoil crash in Macau injures122 Lloyd’s list May 4 1998 - 13 - Crashed jetfoil shows no signs of any collision By: Matthew Flynn - 14 - Fast Ferry Accidents By: Dag Pike & Neil Baird Work Boat World - 15 - Stena Challenger _ Les enseignements de l’accident du St-Malo Journal de la Marine Marchande n° 819 11avril - 16 - An evaluation of the « SEA CAT » passenger catamaran accident By: Konrad Magnus Havig /The NorwegianMaritime Directorate Jan Fredrik Paulsen / Kvaerner Fjellstrand - 17 SNCM : une saison vraiment exceptionnelle ‘le NGV ASCO a heurté un cétacé au large de NICE...’ Journal de la Marine Marchande 28 août 1998 - 18 - Une baleine sur la route du NGV Jean-Michel LAURENCE et Dominique COZZI
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- WAKE WASHES - 1 - Technical Investigation of Wake Wash from Fast Ferries Kofoed-Hansen, H. - 2 - Le NGV au pas les navires à grande vitesse n’en finissent plus de faire des vagues...’ Journal NICE matin - 3 - A l’heure des grands retours: colère sur les quais LA MARSEILLAISE ACTMAR - 4 - D’improvviso ecco l’onda anomala Il MESSAGGERO 1 Agosto 1998 - 5 - L’onda improvvisa adesso fa paura Il MESSAGGERO 4 Agosto 1998 - 6 - La capitaneria studia l’onda anomala Il MESSAGGERO 5 Agosto 1998 - 7 - Capalbio: rallentati traghatti per evitare l’onda anomala Il MESSAGGERO 6 Agosto 1998 - 8 - L’onda resta, ma fa meno paura Il MESSAGGERO 6 Agosto 1998 - 9 - Anche Golfo Aranci chiede di frenare i superveloci Il MESSAGGERO 12 Agosto 1998 - 10 - NGV: Mise en garde a suivre INFOCEAN 15 septembre 1997 - 11 - NGV: Vitesse limitee devant la cote INFOCEAN 15 mai 1998 - 12 - Le retour des NGV NICE MATIN 2 avril 1998 - 13 - De nouvelles vagues autour du NGV NICE MATIN 14 mai 1998 - 14 - Fast Ferries Decision: Seeing Sense in its Wake Ressource Management Law Association of New Zeland Inc. http://www.rmla.org.NZ/feb96/ffother.htm - 15 - Terminals for high-speed Ferries, Denmark Model testing of wave agitation and ship response. http://www.dhi.dk/project/odden/odden.htm - 16 - Report on the impact of high-speed ferries on the external environment Danish maritime authority Janvier 1997 2.10.8. Training - 1 - Operational procedures and standards for the operating compartment FAST’93 NORWAY. - 2 - Radar / ARPA updating course for high speed craft WARSASH Maritime Centre (SOUTHAMPTON) - 3 - Maritime simulation towards safer seas and cleaner oceans 1st international conference (23 - 27 february 1996) ALEXANDRIA
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2.10.9. Other topics - 1 - Project summaries of transport research programme waterborne sector D.G. VII 1998 - 2 - Fast Sea transportation system in the aspect of logistics Thore E.W. Hagman / Kenth R. Lumsden FAST’93 - 3 - When to use Fast Ferries and when not to! Thore Hagman - 4 - Introducing Eurofast Giorgio Arena / Vincenzo Farinetti FAST’93 - 5 - The Royal Institution Of Naval Architects Spring meetings 1997 ‘A safety case for stena line’s high speed ferry HSS1500’
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Appendix 2-1 : Characteristics of infrared cameras
Hereafter are given a few examples of the major parameters concerning cameras available on the market.
They are listed in different tables. type Thermovision 510 manufacturer AGEMA Infrared Systems characteristics bandwith 3 - 5 mm detector Pb Se number of elementary detectors linear array, 160 detectors number of lines 160 number of pixels in image 320 x 160 thermal resolution 0.1°C to + 30°C accuracy measurement range - 30°C to + 100°C (Auto Mode) ; to 800°C (Manual Mode) cooling Thermoelectrical (Peltier effect) cooling time 10 to 15 seconds image rate EIA: 15 Hz ; CCIR: 12.5 Hz optical field of view 18° x 9° external characteristics dimensions 92 x 148 x 171 mm3 (2.3 l) weight < 1.6 kg (including battery) functioning temperature -20°C to +55°C storage temperature -40°C to +70°C mechanical stress 25g / 2g IEC 68-2-29/68-2-6 applied software type
______WP1 : State of the Art IDD D 113.00.08.042.001 Date: 23/12/98 WP1 Report Page: 77/137 FASS ______type Thermovision 550 manufacturer AGEMA Infrared Systems characteristics bandwith 3.6 - 5.0 mm detector Pt Si number of elementary detectors focal plane array, 320 x 240 detectors number of lines 240 number of pixels in image 320 x 240 thermal resolution 0.1 °C to 30 °C accuracy ±2% on the range or ±2°C measurement range -20°C to 250°C on 3 ranges ; extension 1500°C (standard filtre) ; Option 2000°C cooling Stirling at 77°K (life duration 10000 h) cooling time 5 minutes image rate 25 or30 Hz optical field of view 20° x 15° / 10° x 7,5° / 40° x 30° / 75° x 55° external characteristics dimensions 220 x 132 x 140 mm3 (4 l) weight 2 kg with viewfinder, without battery functioning temperature -15°C to +50°C storage temperature -40°C to +70°C mechanical stress 25g / 2g IEC 68-2-6 applied software type IRWin Report 5.21 ; IRWin Research 2.,01 (5Hz) ; TRACER PLUS (60Hz)
______WP1 : State of the Art IDD D 113.00.08.042.001 Date: 23/12/98 WP1 Report Page: 78/137 FASS ______type CYCLOPS TI 35 + manufacturer LAND Infrarouge characteristics bandwith 3.5 to 5 mm (L: 0-120°C) ; 3.9 mm (M: 100-300°C ; H: 300- 1500°C) detector HgCdTe number of elementary detectors 12 detectors (mechanical scanning) number of lines 96 number of pixels in image 170 (H) x 96 (V) thermal resolution 0,3 °C NETD ; 1°C (L range) ; 2°C (M range) ; 5°C (H range) accuracy ±1% (L range) ; ±1.5% (M range) ; ±3.5% (H range) measurement range -20°C to 1500°C cooling Thermoelectrical cooling time image rate 25 Hz optical field of view 16° x 16° / 0,4X (40° x 40°) / 2,5X (6.4° x 6.4°) external characteristics dimensions 224x247x546.5 mm3 (30 l) - 130x130x350(+50) mm3 (5.9;6.8 l) weight 6.1 kg with battery functioning temperature -20°C to +50°C storage temperature -30°C to +70°C mechanical stress applied software type L.I.P.S. for Windows
______WP1 : State of the Art IDD D 113.00.08.042.001 Date: 23/12/98 WP1 Report Page: 79/137 FASS ______type GALILEO manufacturer Amber, a Raytheon Company characteristics bandwith 3.0 - 5.0 mm detector InSb number of elementary detectors focal plane array, 256 x 256 detectors number of lines 256 number of pixels in image 256 x 256 thermal resolution < 0.025 °K to 23°C (NEDT) accuracy measurement range cooling Stirling closed cycle cooling time image rate 120 Hz (256x256) to 1400 Hz (64x64) optical field of view 17.5° / 8.8° / 4.4° / 5.9°-1.8° external characteristics dimensions 130 x 146 x 173 mm3 (3.3 l) + lens weight ~ 4 kg (0.9 lbs) + Objectif 0.61 lb / 0.48 lb / 1.35 lb / 6.5 lb functioning temperature 0°C to +50°C storage temperature -54°C to +65°C mechanical stress applied software type
______WP1 : State of the Art IDD D 113.00.08.042.001 Date: 23/12/98 WP1 Report Page: 80/137 FASS ______type RADIANCE 1 manufacturer Amber, a Raytheon Company characteristics bandwith 3.0 - 5.0 mm detector InSb number of elementary detectors focal plane array, 256 x 256 detectors number of lines 256 number of pixels in image 256 x 256 thermal resolution < 0.025 °K (NEDT) ; Q = 2 1014 ph/cm2/s accuracy measurement range cooling Stirling closed cycle (life duration > 4000 h) cooling time 10 mn image rate 60 frames/s ; 50 fps w/PAL optical field of view 22.02° / 41°(32°?) / 11.11° / 5.57° / 7.4°-2.23° external characteristics dimensions 112 x 262 x 183 mm3 (5.4 l) weight 5.5 kg + lens 0.61 lb / ? / 0.48 lb / 1.35 lb / 6.5 lb functioning temperature -10°C to +40°C storage temperature -20°C to +70°C mechanical stress applied software type
______WP1 : State of the Art IDD D 113.00.08.042.001 Date: 23/12/98 WP1 Report Page: 81/137 FASS ______type IR-M700E manufacturer MITSUBISHI characteristics bandwith 1.2 mm to 5.9 mm (filtre #1) or 4.0 mm to 5.9 mm (filtre #2) detector PtSi number of elementary detectors focal plane array, 801 x 512 detectors number of lines 512 number of pixels in image 801 x 512 thermal resolution 0,08°C NETD accuracy measurement range cooling Cycle Stirling cooling time image rate 50 Hz optical field of view 14° x 11° external characteristics dimensions 128 x 250 x 131 mm3 (4.2 l) weight 5 kg functioning temperature -10°C to +45°C storage temperature mechanical stress applied software type
______WP1 : State of the Art IDD D 113.00.08.042.001 Date: 23/12/98 WP1 Report Page: 82/137 FASS ______type PV-320 manufacturer Electrophysics characteristics bandwith 3 - 14 mm detector Pyroelectrical BST (Texas Instrument) number of elementary detectors number of lines number of pixels in image 320 x 240 thermal resolution < 0.2°C MRTD (at 25°C) accuracy measurement range cooling cooling time image rate optical field of view external characteristics dimensions 115 x 115 x 128 mm3 weight 2.3 kg functioning temperature storage temperature mechanical stress applied software type
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Appendix 2-2 : Rules and regulations
1 - Introduction
The analysis aims to identify the existing Rules and Regulations concerning the HSC navigation.
It will also identify the areas where no rules exist but where the consortium will consider necessary to introduce rules in the future.
The first step has been to clarify the sense of the acronyms concerned by the study (chapter 2)
The second action has been to identify the titles in the IMO and IALA documents concerning rules for HSC. For each identified Regulation it is mentioned the IMO (IALA) catalogue page in which the Regulation is noted, and the page where the abstract can be found (chapter 3).
Then it has been selected, from the index title of the IMO Publications 1997/1998 Catalogue (p107 to 115) the titles which could be of interest for the safety navigation of HSC (chapter.4).
Within the framework of Classification Societies Regulations, the Rules which have been established jointly by BUREAU VERITAS- GERMANISCHER LLOYD- REGISTRO ITALIANO NAVALE will be examined and commented (chapter 5).
NOTA:
All the here mentioned appendixes are available on request.
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2- Acronyms meaning
P.A.L : Athens Convention relating to the Carriage of Passengers and their Luggage by Sea.
F.A.L : Convention on Facilitation of International Maritime Traffic.
MARPOL : International Convention for the Prevention of Pollution from Ships.
GMDSS : Radiocommunications for the Global Maritime Distress and Safety System.
IMDG Code : International Maritime Dangerous Goods Code.
SAR : Maritime Search and Rescue.
SFV : Safety of fishing Vessels.
SOLAS : International Convention for the Safety of Life at Sea.
STP : Special Trade Passenger Ships.
OPRC : Oil Pollution Preparedness, Response and Co-operation.
CLC : International Convention on Civil Liability for Oil Pollution Damage.
STCW : International Convention on Standards of Training, Certification and Watch-Keeping for Seafarers.
OILPOL : International Convention for the Prevention of pollution of the Sea by Oil.
ODAS : Ocean Data Acquisition Systems.
ECDIS : Electronic Chart Display and Information System.
GNSS : Global Navigation Satellite Systems.
IBS : Integrated Bridge Systems.
VDR : Voyage Data Recorders.
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ARPA : Automatic Radar Plotting Aids.
DSC : Digital Selective Calling.
CIRM : Committee of Maritime Radio.
RTCM : Radio Technical Commission marine.
NMEA : National Marine Electronic Association.
COSPAS-SARSAT : International Search and Rescue Satellite System.
GLONASS : Global Navigation Satellite System.
SMDSM : Système Mondial de Détresse et de Sécurité Maritime.
MERSAR Manual : Merchant Ship Search and Rescue Manual.
LSA Symbols : Life-Saving Appliances Symbols.
LL : International Convention on Load Lines.
LLMC : Convention on Limitation of Liability for Maritime Claims.
INMARSAT : Convention on the International Maritime Satellite Organisation.
HSC Code : International Code of Safety for High-Speed Craft.
COLREG : Convention on the International Regulations for Preventing Collisions at Sea.
Salvage : International Convention on Salvage.
ISM Code : International Safety Management Code.
VTS : Vessel Traffic Services.
FSA : Formal Safety Assessment.
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3- IMO / IALA FASS PROject correspondence
In conformity with paragraph 10 (References) of the Annex 1 to the Contract n° WA-97- SC.2206, this chapter allows to draw up the traceability between the IMO titles(Index of IMO titles in annex) which specifies the page of the title selected as also that the page of the draft which correspond it to the IMO publication 97/98 catalogue(Abstracts of IMO in annex).
1. International Regulations for Preventing Collision at Sea (COLREG) and their amendments 1981-1987-1990-1993. IMO list p.108 - COLREG see Int.Regs. for Preventing Collisions at Sea.
IMO list p.110 - Int.Regs. for Preventing Collisions at Sea 1972, Int.Conf. on Revision of. see Draft p.49
2. International Convention on Safety of Life Sea (SOLAS) and its amendments. IMO list p.113 - Safety of Life at Sea 1960, Int.Conf. on. see SOLAS 1960. SOLAS 1960 see Draft p.11 Safety of Life at Sea 1974, Int. Conf . on. see Draft p.11 Safety of Life at Sea 1974, Int. Conv. for.(1986 edition) see Draft p.11
3. International Convention on Standard of Training Certification and Watch keeping for Seafarers (STCW) and its amendments. IMO list p.114 - STCW 95 see Draft p.51 IMO list p.115 - STCW Conv.,IMO Workshop Material on Implementation of Revised see Workshop Material. Workshop Material on Implementation of the revised STCW Convention, IMO. See Draft p.52 STCW- F 95 see Draft p.52
4. International Code of Safety for High Speed Craft HSC Code. IMO list p.109 - HSC Code see High Speed Craft, International Code of Safety for. High Speed Craft, International Code of Safety for. see Draft p.10
5. International Safety Management Code (ISM Code). IMO list p.110 - ISM Code see Safety Management. IMO list p.113 - Safety Management Code, Int. see Draft p.10
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6. IMO Performance Standards for navigational equipment (Resolution A 222 VII, A 278 VIII, A 477 XII). · Resolution A 222 VII (1971) - Recommendation on Performance Standards for Navigational Radar Equipment. · Resolution A 278 VIII (1973) - Supplement to the Recommendation on Performance Standards for Navigational Radar Equipment. · Resolution A 477 XII (1981) - Performance Standards for Radar Equipment. Annex.: Recommendation on Performance Standards for Radar Equipment.
7. IMO Resolution A 578 XIV (1985) - Guidelines for Vessel Traffic Services. Annex: Guidelines for Vessel Traffic Services.
8. Final Safety Assessment. Draft guidelines for FSA application to the IMO rule making process.
No rules and regulations
9. IALA V.T.S Manual.
10. Reports on maritime accidents involving fast ships issued by some European administrations or published in professional journals such as Seaways.
No rules and regulations 11. A guide to the COLREG, A.N. Cokcroft and J.M.F. Lameijer 1981.
12. Technologie e Transporti Mare, November 1996.
No rules and regulations
13. Navires à grande vitesse. Etude de risques induits et d‘un poste de pilotage adapté, IFN june 1996.
4- Selected IMO titles
The titles selected of the IMO Publication which could be of interest for this study are mentioned below. (the number at the end of each following line refers to the list available in the concerned appendix).
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1. Automatic Radar Plotting Aids (ARPA). Operational Use of [Model Course] 59 2. Carriage of Passengers and their Luggage on board Ships 1974,Int. Legal Conf.on 24 3. Comprehensive Index of Valid Technical Guidelines and Recs. 6 4. Fire Safety Requirements for Ships Carrying not more than 36 Passengers, Rec.concerning 44 5. Fire Tests Procedures 45 6. GMDSS Handbook 54,55 7. High-Speed Craft, International Code of Safety for 10 8. Inmarsat, 1985 Amdts to Conv. and to the Operating Agreement on 50 9. Inmarsat, 1989 Amdts to Conv. and to the Operating Agreement on 51 10. Intact Stability for all types of Ships covered by IMO Instruments, Code on 44 11. Int. Maritime Satellite SYSTEM 1975/76, Int. Conf. on Establishment of 50 12. Int. Regs. For Preventing Collisions at Sea 1972, Int. Conf. on Revision of 49 13. Int. SafetyNET Manual 55 14. Life-Saving Appliances, Testing and Evaluation of 56 15. Merchant Ship Search and Rescue Manuel 54 16. Protocol of 1978 re SOLAS 1974, Amdts concerning Radiocommunications for GMDSS 11 17. Radar Observation and plotting [Model Course] 59 18. Radar Simulator [Model Course] 59 19. Safety Management Code, Int. 10 20. Safety of Life at Sea 1974, Int. Conf. on 11 21. Safety of Life at Sea 1974, Int. Conv. for (1986 edition) 11 22. SOLAS 1960 11 23. SOLAS 1960, Amdts adopted in 1966, 1967, 1968, 1969 11 24. SOLAS 1960, Amdts adopted in 1971, 1973 11 25. SOLAS 1974, Amdts concerning Radiocommunications for GMDSS 11 26. SOLAS 1974, 1988/1989 Amdts 11 27. SOLAS 1974, 1990/1991 Amdts 11 28. SOLAS 1974, 1992 Amdts 9 29. SOLAS 1974, 1994 Amdts 9 30. SOLAS 1974, Protocol of 1988 re 10 31. SOLAS (Consolidated Edition, 1992) 8,9 32. SOLAS (Consolidated Edition, 1997) 7,8 33. STCW 95 51 34. STCW-F 95 52 35. Subdivision and Stability of Passengers Ships, Regs. on 44 36. Workshop Material on Implementation of the Revised STCW Convention, IMO 52
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5- E.E.I.G. UNITAS RULES(BUREAU VERITAS- GERMANISCHER LLOYD- REGISTRO ITALIANO NAVALES
RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF HIGH SPEED CRAFT
These rules incorporate the text in full of the « International Code of Safety for High Speed Craft » (« HSC Code ») adopted by the IMO Maritime Safety Committee, at its 63rd session, in May 1994, through Resolution MSC.36(63).
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LIST OF THE TITLES OF THE ABOVE REFERRED APPENDIXES
1. Index of titles. 2. Abstracts of IMO documents 3. Applicable rule texts 4. Contents EEIG UNITAS (BV- GL- RINA) Rules for the construction and classification of High Speed Craft
(These appendixes are as previously mentioned available on request).
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3. INTERVIEWS
3.1. Procedure The interviews aim at obtaining interested experts' opinions thanks to their experiences and knowledge. The questions are related to the factors which interfere in the safety. They fit with current devices but also with what might lead to a risks reduction.
As different European Consortium Partners were in charge of interviews and their examination the requirement has become evident to define a single proceeding which gives the method, harmonises the supports and fixes the same attainable objectives.
Thus standards of questionnaires have been written (see appendix 3.1).
A method for analysing the interviews has been developed (see appendix 3.2) where generally speaking we strove for the drawing of a list as exhaustive as possible of parameters contributing in the FAS navigation safety.
It is to be noticed that to conduct an interview is a tricky job. The reasons are miscellaneous such as the obtaining of prior agreements (from maritime Authorities, from navigation Companies,...).
More the expert’s opinions are inevitably biased. That is why we have been led to evaluate the rate of confidence in the different answers thus weighting them to tend to a reliable analyse. The consequence is a very consistent work and delays.
At present time only a part of results has been collected that does not place us in the position to draw up the final assessments. (It has been decided not to include in the report all the contributing answers but to deliver the synthesis). That is to be completed by the end of September and reported in the final WP1 document.
To illustrate an example of results of an interview is given in appendix 3.3. To respect the interviewed people the anonymity has been remained.
At this state we must remind that the results of this task "interviews" are complementary to the analysis of the literature.
More other elements will be added as the functional analysis and the results of simulations which are the WP2 contents.
The scenarios for the simulations will take into consideration the factors estimated as priority issued from the analysis of interviews and literatures (according to the capacity of the existing simulators).
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Here after is mentioned the adopted contents in relation to the agreed definition (appendix 3.2).
Contents of item "interviews":
3.1 Introduction
3.2 HSC Traffic 3.2.1 Ship on journey 3.2.2 Routes 3.2.3 Other ships
3.3 Commercial Traffic 3.3.1 Ship types 3.3.2 Ship control 3.3.3 Identification signals 3.3.4 Routes
3.4 Leisure Traffic
3.5 Obstacles 3.5.1 Coast 3.5.2 Shallow waters
3.5.3 Floating objects 3.5.4 Fishing traffic
3.6 Meteo 3.6.1 Sea States 3.6.2 Currents 3.6.3 Visibility 3.6.4 Winds
3.7 Organisation 3.7.1 International regulations 3.7.2 Local regulations 3.7.3 VTS
3.2. Comments on interviews to Navigation Companies The most baffling answers (absolutely common to all Companies contacted) are the ones regarding the criteria used to choose the personnel destined to manage the Fast Ships. They are, for example: "He belongs to our Company since long time", or "He had previous experiences on similar vessels".
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We absolutely didn’t find a Company which organised a selection to evaluate the psycho - physic aptitudes of the candidates, besides the generic compliance to the STCW 78/96 Code requirements.
As regards the qualification courses, it results that:
- they have been carried out directly onboard - they have been held by Companies operating in the High Speed traffic field, with the support of an «expert», for about one week - they have not been carried out at all.
Looking to the above, we can suppose that the personnel have been usually sent «into the fight».
The topics of the courses usually held are: «Ship’s Manoeuvring» - «GMDSS Management». Only a Company declared that their Personnel attended a course on «Bridge Resource Management», but the contents of the course have not been specified. At this purpose, we have obtained some information about, having had a direct contact with SAS FLIGHT ACADEMY - SWEDEN which is carrying out this kind of courses for Fast Ships’ operators.
As regards the question about the Safety Organisation onboard, the common answer has been: «Safety onboard is organised in conformity to ISM Code requirements». We repeat, the same answer has been obtained by all the contacted Companies.
On the other hand, more than the 80% of Companies foresee that within 5/10 years the number of high speed crafts managed at the moment will increase and Tirrenia S.p.A. di Navigazione, the main Italian Company (its capital is public) managing the transport of Passenger in connecting the islands, foresees that in the first decade of the year 2000 all the connection services will be carried out with Fast Ships, even more developed than the present-day ones (MVD 3000 - Jupiter).
3.3. Comments on interviews to onboard Personnel Even more remarkable are the results of the interviews made to Captains and Chief Engineers of Fast Ships. Of course the questionnaires contained «trap» questions in order to verify the «sincerity» of the answers. The most impressive difference regards the evaluation of skills by interviewed Subject. In fact, while the answer to the question «Do you feel ready to carry out the task assigned onboard?» has generally been affirmative, the one «Which courses would you like to attend?» has been various, in the shape of several proposals, from manoeuvring courses to GMDSS related ones to courses regarding the automation applied onboard or the management of passengers. The need of training expressed is astonishing, despite someone’s self-assurance of feeling ready to carry out his own task.
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A second problem appears if we confront the answers to different but complementary questions. The general answer for the question «Is the Subject stressed and often tired?» is NO. But when asked about the psycho-physical problems the majority declares: LACK OF SLEEP.
The same thing can be said when they are asked about the quantity of shifts within the 24 hours. During Summer months the Fast Ships sailing the route between Naples and the Gulf Islands (Capri, Ischia and Procida) run ten trips a day. The ferry Acquastrada type which connected La Spezia and Olbia took the Captain to a continuous appliance to his task from 7 a.m. (when he woke up) to 10 p.m. (when he was able to go to bed), bearing an 11 hours crossing (5 hours and 30 minutes each trip, considering a return trip with 1 and a half hour break). The problem of the lack of any resting room onboard, even only for a short nap during the breaks, has come out in more than one questionnaire, both Italian and Spanish.
Concerning navigation instruments, only one Captain operating on a Pegasus in service in the Caribbean, between Puerto La Cruz and Isla Margarita, has clearly complained for the radar insufficiency and the problems during night hours navigation.
The general answer to the question if the navigation is considered risky has been: NO. But complains regard the pressure of the Company on respect of timetables, which is considered excessive; coastal navigation, chaotic and not watched over by the Authorities, the fact that passengers are not easily manageable and, despite instructions, go wherever they find an access to the garage bridge (absolutely forbidden); the excessively approximated upkeep during «high seasons».
Direct talks (about fifteen) have, even better, put in evidence the incongruity of answers and their self-contradiction. Especially regarding navigation in not favourable Meteo-marine conditions the problem doesn’t seem to be so difficult, while on the other hand someone tells about re-entries in the port or arrivals with hours of delay on the timetable or unbearable nervous tension. Particularly hard is the evaluation of sea conditions, not being only a matter of wave height, but also of sea and wind direction, which can be more «annoying» than a Force 8 sea.
We would like to give a particular emphasis to the interviews done to various Captains, Chief Engineers and First Mates who are surveying the fitting out and the trials at sea of the High Speed Crafts MVD 3000. The first of these Ships will be delivered to the Owners on 9 May 1998 and will sail between Civitavecchia and Olbia. The service will start approximately on 15 June 1998.
All the Officers interviewed have an experience acquired onboard of high speed crafts «Acquastrada» type and belong to the same Navigation Company since more than ten years.
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They believe that the shifts onboard could be acceptable, if they should take care of the mere navigation only, because the trips takes only 5 hours and 30 minutes each. But unfortunately, they have many other tasks to carry out that increase the shift time to 16/18 hours within the 24 hours. These shifts, during the 30 days of engagement onboard, make the personnel extremely tired. Also these interviewed Officers complain about lack of sleep and not sufficient rests.
One of the Chief Engineers interviewed affirmed that, in his opinion, to 6 hours of work onboard should correspond just 24 hours of rest.
A second important remark that we note in the interviews, is about the watch keeping carried out by the Masters during the night. Due to organisation needs, the Navigation Company decided that the First Mate is also in charge as Purser and therefore he has to take care of the passengers, being then more present in the Passengers Halls than on the bridge where, on the contrary, the Chief Engineer is always present; but as known, he has many tasks to perform and he cannot bear the Commander company. This often causes a «monotony and boredom» situation that can generate the loss of the necessary concentration.
One of the most critical points before the starting of the Ships’ service, is the poor knowledge of the operative scenario, taking into account that from 14 July to 15 September 1998 these Means will sail with Summer timetables, i.e.: instead of the two daily crosses foreseen for the remaining part of the year (Departure from Civitavecchia 19.00 hrs and arrival Olbia 22.30 hrs - Departure from Olbia 24.00 hrs and arrival Civitavecchia 5.30 hrs with nocturnal navigation at 23 knots) there will be 4 crosses (Departure from Civitavecchia 08.30 and arrival Olbia 12.00 hrs - Departure from Olbia 14.00 hrs and arrival Civitavecchia 17.30 hrs, plus the usual two crosses above mentioned, employing alternatively two Crews within the 24 hours).
Another great worry is the management of passengers. The maximum load foreseen is 1800 persons. There are two classes onboard (1st and 2nd on two different floors).
In the passengers halls smoking will be forbidden and therefore, the smoking passengers will be forced to go outside. Alarm buttons for «man at sea» are strongly needed. Furthermore kennels are foreseen in the stern area. It is easy to imagine that some passengers will go to visit the animals and they think that it will be not possible to prohibit it.
They believe that there will be difficult situations in case of rough sea; since as known, for psychological reasons, sea-sickness could «contaminate» many persons onboard. First Aid courses for the Officers are foreseen by the Catania University, because, due to the short time of the crosses, even if there are 1800 passengers onboard, a Doctor is not included in the «Crew List».
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As known, in case of bad weather conditions, the Master must order to the passengers to sit down; also the crews must be put in safe conditions and therefore seated, but there are not seats for the crew in the passengers halls, therefore nobody will be able to take care of the passengers in difficult situations.
It seems that nobody has the power to decide on the above matters and that the decisions are up to the Navigation Company. This means that there is an absolute lack of rules and regulations covering the assistance to the passengers. Unfortunately Masters stated that they met many difficulties in submitting these matters to the Shore Management.
In conclusion of this analysis of the information coming from the Operators we can notice an evident fear in showing openly their own worries, together with the proud of their job and the non evaluation of the potential dangers existing.
Hypothesis of possible disasters are clearly rejected and only the Captain of the high speed ferry which had an accident outside the port of Ischia, where four men died (the Subject is still under judicial inquiry) has confessed that the level of risk is definitely high. We must take into account that the Captain’s answer can be due to his anger toward the Navigation Company, which left him alone in this struggle. Therefore his judgement can be a little distorted.
Regarding interviews with Port and Maritime «Authorities», we must say that the problems of human resources are not taken into consideration.
Concerning Port Authorities, the only interest is to give adequate answers and receive and manage the traffic, so much that, as we will say in the following, the matter of specialised terminals for Fast Ships is not of great importance in the several ports which already work with fast lines.
Probably only in the future, with a further development of such type of traffic, Port Authorities will consider a series of problems which today, in their opinion, does not exist.
As for Maritime Authorities, as we already said before, the problem of safety of navigation and landing has been solved with several ordinances. Off shore navigation is uncontrollable owing to the lack of means and for human resources the rules issued by the Central Authorities of each Member Country, inspired to the STCW 78/95 Code, are sufficient. Therefore, the only thing to be taken in care remains the concession of the qualification to operate.
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During an interview to a Manager of the Holding on which Tirrenia Spa di Navigazione (that during next Summer will put in service the two Jupiter MVD-3000 Aries and Taurus on the Civitavecchia- Olbia line) is depending, we have understood that, besides the manoeuvring courses at the DMI in Copenhagen, about 80 Officers (Deck Officers and Chief Engineers) will attend internal courses, with the assistance of Registro Italiano Navale, regarding the application of the ISM Code with particular attention to safety and management of safety, while Chief Engineers will be deeply involved in courses regarding repair and maintenance of the new types of equipment Ships are equipped with.
All that we said as so far, has been taken from interviews both with onboard Operators and Personnel Managers of Shipping Companies owning Fast Ships.
Finally we would like to summarise what we have said during the building of the situation: the Human Factor is taken into account, when it happens, marginally and, basically, superficially. The last evidence is given by the proceedings of the International Meeting on the Human Element held in Genoa in June 1997. The title of the Meeting was «Bringing Ships and People Together: The Maritime Industry’s Challenge». Present Giovanni Leardi of the Italian Ministry of Transports and Navigation; Robin M. Bradley of the Marine Safety Agency-U.K.; Mrs Marjorie M. Murtagh Chief Marine Division, United States National Transportation Safety Board U.S.A.; Admiral E. E. Mitropoulos Director of the MSD I.M.O/ and other renowned representatives of the maritime field.
All these Personalities have told what should be done in order to support the development of the Human Resource related to Technological development. None of Them has told how this should be done, when, with which means and, most of all, who should finance the enterprise.
The only thing, in our opinion, which is useful to understand the situation of the Human Resources, is the affirmation of the difference existing between the real needs of the Onboard Operators and the offer of training present on the world market.
In fact the application of the ISM Code, consists in the elaboration of the operative manuals which have been approved. How they are used onboard and which possibilities to utilise them concretely exist is a problem which does not have an interest until the moment of a serious accident.
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3.4. Synthesis of the results of the interviews Through the analysis of the compiled data (about 30 interviews gave results) it is to be noticed the following:
- seniority and previous experiences :
interviewed people had a 10 to 15 year experience in the navigation but very few of them on fast ships, and when they had, the duration was restricted to 2 years,
- that proves that the selection of the personnel done by the companies does not refer to previous knowledge on FAS. More captains show their capacity while working in real situation on board.
- more than 2 thirds say that they have not been teach prior they sail on FAS and they have not intended training courses.
- the average time for operating on board is 12 hours, the minimum being 8 and the maximum 16. Of course these values are valid when considering the summer season.
- the ratio worked / rest days is 6 for 1. However some cases were related mentioning 1 month work, 1 month rest. Only 1 third claims that the rests are not sufficient, but surprisingly 2 thirds insist on the fact that they feel the « fatigue » effect.
- as evident 80 % of interviewed people say that the navigation aids assure a safe sailing but when trying to investigate deeper in the explanations it immediately arises that the confidence we must have on the answers is very poor. 80 % say that they have never had accidents which is logical in respect to the previous considerations.
- on the risks they may encounter, people (1 third) fear some factors :
· (bad conditions of visibility (night, fog), · (sea states and bad weather, · (obstacles (floating objects while crossing), · (busy traffic (density, leisure crafts,...), · (constraints imposed by the companies (as operating hours,...), · (lack of maintenance for some elements (motorization, equipments),
- as for the training aspects very few people answered the questions only 1 fifth says that courses on simulators should be of interest,
- on the working conditions 1 third says they are good, less than 1 third claims that they are stressed and the others might belong to this last category when interpreting their absence of answers.
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- about the «crew list» adequation, only 1 third says that it is not. These expect 1 to 3 persons more.
In addition, people insist on some requirements:
· (data knowledge on the sea state and the winds, · (necessary aids for berthing at night, and more generally on the navigation close to the coasts (dangers due to small crafts badly signalled as leisure ships,...), · (during the crossing itself, equipments to avoid collision against drifting objects (dead cetaceans,...) and to help the control by poor visibility.
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Appendix 3-1 : FASS questionnaire
Type of navigation maritime navigation river navigation lake navigation
1. COMPANY
1.1 Fast Ships department Manager name Tel/Fax:
1.2 Name and address of the Company:
1.3 Name of operating Fast Ships: ______
1.4 Fast Ships Types:
1.5 Frequency of voyages and service seasons: ______
1.6 Duration of each voyage: ______
1.7 "Crew List" for each type of Fast Ship: persons ______type ______Voyages ______persons ______type ______Voyages ______persons ______type ______Voyages ______persons ______type ______Voyages ______
1.8 Onboard safety organisation ______
1.9 Personnel selection criteria: ______
Training Courses Yes no Training Tools ______
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Location: ______duration: ______
1.10 Development plan for the next 5/10 years: ______
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2. PERSONNEL
2.1 Qualification, duty onboard: ______
2.2 Seniority: ______
2.3 Previous experiences: ______
2.4 Criteria used for your selection: ______
2.5 Have you attended training courses for Fast Ships: Yes no 2.6 Relation between the courses and the real operation onboard: yes no low medium
2.7 How many hours are you operating onboard: ______
2.8 What intervals between a turn and another: ______
2.9 How many day running onboard: ______
2.10 How many day of rest: ______
2.11 Are the rests sufficient: yes no
2.12 Do you feel the "fatigue" effect: yes no
2.13 Is sailing by Navigation aids safe: yes no
2.14 Are the Navigation aids reliable: yes no if no, why ?______
2.15 Have ever had accidents: yes no if no, why ? ______
2.16 Do you believe that your navigation presents risks: yes no what was the cause ? ______
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2.17 Problem affecting safety in navigation day, night, bad weather, "fatigue" effect personnel, passengers: ______
2.18 What type of training you believe to need: ______
2.19 Evaluation of your working conditions: ______
2.20 Is the "Crew List" adequate: yes no How many persons should it need: ______
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Appendix 3.2
Guide to analyse a FASS interview
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CONTENTS
1. INTRODUCTION 105 2. GENERIC FORM 106 3. EXPLANATION ON MEMENTO PARAMETERS 110 4. COMMENTS DATA SHEET 112
APPENDIX 1: DIAGRAMS 113 APPENDIX 2: DETAILED MEMENTO 122 APPENDIX 3: COMPLEMENTARY QUESTIONNAIRE 132 APPENDIX 4: EXAMPLE OF INTERVIEW 134
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1. INTRODUCTION
According to the work packages description of the FASS project:
- the WP1 contains the interviews of specialists known as such either they are in command of a fast ship or they belong to authorities involved in the maritime business, - the WP2 is concerned with the definition of scenarios where security rules might be improved in order to prevent from happening incidents. In that way the program for interviewing has to be comprehensive.
The more the interfering parameters will be taken into account, the more attractive the result will be.
It started from a good harmonisation between European partners and obviously the same understanding of the FAS linked problems.
To cope with a leading procedure has been defined the principles of which are gathered here after.
The aim is to bring out crucial factors for security of FAS navigation that implies to audit as efficient as possible experts interested in Fast Ship Systems. In other words that means:
- first to obtain information's through different inquiries, - second to analyse the compiled results of the interviews in order i) to extract sensibly significant parameters, ii) to build a classification in terms of dimensioning weighted priorities making the WP2 task easier.
The proposed method consists in completing a form thanks to the answers issued from the questionnaire.
This form is to be filled in for the three navigation phases:
- 1 - the unberthing, - 2 - the crossing, - 3 - the berthing.
Depending on the considered phase some parameters are purposeless.
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It has seemed meaningful to edit this document untitled ‘Guide to analyse a FASS interview‘. It includes:
- a generic form gathering parameters for estimation, - attached explanations on memento parameters,
- a comments data sheet to write down elements in regard to the answers linked to the memento parameters.
Helpfully two appendixes are added:
- 1 - diagrams - 2 - detailed memento.
More a third appendix suggests a set of questions.
It has to be noticed the items content which is not exhaustive however goes larger than this mentioned in the written contract.
It is clear that the number of accidents which happened to FAS in the last years are not so numerous that a restrictive questionnaire campaign will be productive. So it has to be enlarged in order to imagine (derived from extrapolated experimentation) situations to be faced.
Furthermore the foreseen increasing number of FAS (passengers / goods transport) will induce new considerations.
From an other point of view it will be instructive to collect quantitative values for some parameters such as the ship domain, the arena and the CPA (Closest Point of Approach).
2. GENERIC FORM
For each interview data are expected to be gathered which are:
- 1 - related to the references, - 2 - synthesised under quantitative estimations on selected parameters.
Some comments on both are the following:
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- 1 - References
They concern the interviewer and the interviewed expert. For this last it is of importance to give an estimate of his knowledge and the degree of his expertise.
To illustrate indications must be delivered on:
- the type of ship - the cruising conditions as. the number of passengers, . the number of the crew members, . the number of turnarounds per a day, . etc... - the type of environment.
All these indications must be reported in the comments data sheet (see paragraph 4).
- 2 - Forms
Here after is a typical one.
It is reminded that one is to be completed for each item (previously called navigation phase)
1) - unberthing 2) - crossing 3) - berthing.
One form is a matrix:
- column ‘1’ = chapter 6 subjects are defined : - HSC traffic - commercial traffic - leisure traffic - obstacles - Meteo - organisation - column ‘2’ = parameter number each chapter is subdivided in parameters numbered in order to facilitate the interviewer’s work in the use and the understanding. - column ‘3’ = parameter title description of each parameter - column ‘4’ = A,B,C,D level all the answers corresponding to one parameter lead to an estimate of the importance level: this is to be appreciated by the interviewer.
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four levels are defined for quotation:
A = highly important B = important C = less important D = significantless
it may happen that questions on some parameters remain without answers: that will be interpreted. as possible any ambiguity in the estimation is to be avoided (level choice done by the interviewer according to the answers but also to the confidence in the results).
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FASS ITEM : DATE :
CHAPTER PARAMETER PARAMETER A B C D NUMBER
1 - HSC TRAFFIC 1.1 SHIP ON JOURNEY 1.2 ROUTES 1.3 OTHER SHIPS SUBTOTAL
2 - COMMERCIAL 2.1 SHIP TYPES TRAFFIC 2.2 SHIP CONTROL 2.3 IDENTIFICATION SIGNALS 2.4 ROUTES SUBTOTAL
3 - LEASURE TRAFFIC
SUBTOTAL
4 - OBSTACLES 4.1 COAST 4.2 SHALLOW WATERS 4.3 FLOATING OBJECTS 4.4 FISHING TRAFFIC SUBTOTAL
5 -METEO 5.1 SEA STATES 5.2 CURRENTS 5.3 VISIBILITY 5.4 WINDS SUBTOTAL
6 -ORGANIZATION 6.1 INTERNATIONAL REGULATIONS 6.2 LOCAL REGULATIONS 6.3 VTS SUBTOTAL
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3. EXPLANATIONS ON MEMENTO PARAMETERS
1. HSC TRAFFIC 1. 1 SHIP ON JOURNEY 1.1.1 Ship type (catamaran, mono hull), 1.1.2 Cargo type (goods, cars, lorries), 1.1.3 Ship control (equipments for navigation, communication, detection, safety survey), 1.1.4 Identification signals 1.1.5 Crew efficiency (competence: education + experience + training / labour organisation: ILO + STCW + quantity of work / MMI: ergonomy + decision making / standards / procedures / behaviour) 1.1.6 Passengers 1.1.7 Maintenance 1. 2 ROUTES 1. 3 OTHER SHIPS 1.3.1 Catamaran, mono hull, hydrofoil, hovercraft, SES, swath, offshore craft 1.3.2 Ship control 1.3.3 Identification signals
2. COMMERCIAL TRAFFIC 2. 1 SHIP TYPES Tankers, ferries, chimics, others 2. 2 SHIP CONTROL 2. 3 IDENTIFICATION SIGNALS 2. 4 ROUTES
3. LEASURE TRAFFIC
4. OBSTACLES 4. 1 COAST 4. 2 SHALLOW WATERS Sand banks, isolated rocks, wrecks, buoys 4. 3 FLOATING OBJECTS Timbers, containers, drifting nets, cetaceans 4. 4 FISHING TRAFFIC
5. METEO 5. 1 SEA STATES 5. 2 CURRENTS 5. 3 VISIBILITY Day, night, fog 5. 4 WINDS
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6. ORGANIZATION 6. 1 INTERNATIONAL REGULATIONS 6.1.1 COLREG (crossing at 90° routes, parallel routes, random routes low / high density), 6.1.2 Routing measures (traffic recommendations, traffic separation schemes, areas to be avoided, coastal zones) 6. 2 LOCAL REGULATIONS Speed limits, priority rules, surveyed area 6. 3 VTS Communication systems, radars, identification systems
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4. COMMENTS DATA SHEET
Obviously the expert’s answers call for remarks. On the other hand the interviewer may wish to comment his choice of the level estimation. Both information's may be registered in a comments data sheet. The suggested pattern of which is the following one.
EXPERT’S REFERENCES
Type of ship
Number of passengers......
Number of the crew members......
Number of turnarounds per a day......
Type of environment
Degree of reliability
FASS ITEM : DATE : PAGE :
PARAMETER REMARKS / COMMENTS NUMBER
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Appendix 1 : Diagrams
Contributing to the comprehension diagrams have been drawn.
Thus 8 figures show the relation between the chapters and the parameters previously mentioned and more precisely detailed in appendix 2.
They deal with :
- fig. 1 : the navigational area - fig. 2 : the HSC traffic - fig. 3 : the parameter ‘ ship on journey ‘ of the HSC traffic - fig. 4 : the parameter ‘ other ships ‘ of the HSC traffic - fig. 5 : the commercial traffic - fig. 6 : the obstacles - fig. 7 : the Meteo - fig. 8 : the navigation organisation.
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HSC TRAFFIC
( 1 )
COMMERCIAL TRAFFIC
( 2 )
LEASURE TRAFFIC
( 3 )
NAVIGATIONAL
AREA
OBSTACLES
( 4 )
METEO
( 5 )
ORGANIZATION
( 6 )
Figure 1
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SHIP TYPE
( 1.1.1 )
CARGO TYPE
( 1.1.2 )
SHIP CONTROL SHIP ( 1.1.3 ) ON JOURNEY
( 1.1 ) IDENTIFICATION SIGNALS
( 1.1.4 )
CREW EFFICIENCY
( 1.1.5 )
HSC
TRAFFIC PASSENGERS
( 1 ) ( 1.1.6 )
MAINTENANCE
( 1.1.7 )
ROUTES
( 1.2 )
OTHER SHIPS
( 1.3 )
Figure 2
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CATAMARAN
( 1.1.1.1 ) SHIP TYPE
( 1.1.1 ) GOODS MONO HULL ( 1.1.2.1 ) ( 1.1.1.2 )
CARGO TYPE CARS
( 1.1.2 ) ( 1.1.2.2 )
NAVIGATION LORRIES EQUIPMENTS ( 1.1.2.3 ) ( 1.1.3.1 )
COMMUNICATION EQUIPMENTS
( 1.1.3.2 )
SHIP CONTROL DETECTION EQUIPMENTS
( 1.1.3 ) ( 1.1.3.3 )
SAFETY SURVEY EQUIPMENTS COMPETENCE
( 1.1.3.4 ) ( 1.1.5.1 )
LABOUR ORGANIZATION
IDENTIFICATION ( 1.1.5.2 ) SIGNALS MAN MACHINE ( 1.1.4 ) INTERFACE
( 1.1.5.3 )
CREW EFFICIENCY STANDARDS
( 1.1.5 ) ( 1.1.5.4 )
PROCEDURES
PASSENGERS ( 1.1.5.5 )
( 1.1.6 ) BEHAVIOUR
( 1.1.5.6 )
MAINTENANCE
( 1.1.7 )
Figure 3
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CATAMARAN
( 1.3.1.1 )
MONO HULL
(1.3.1.2 )
HYDROFOIL
( 1.3.1.3 )
SHIP TYPE HOVERCRAFT
( 1.3.1 ) ( 1.3.1.4 )
SES (1.3.1.5 )
OTHER SHIPS
( 1.3 ) SWATH
( 1.3.1.6 )
OFFSHORE CRAFT
( 1.3.1.7 )
SHIP CONTROL
( 1.3.2 )
IDENTIFICATION SIGNALS
( 1.3.3 )
Figure 4
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TANKERS
( 2.1.1 )
FERRIES
( 2.1.2 ) SHIP TYPE
( 2.1 )
CHIMICS
( 2.1.3 )
OTHERS
( 2.1.4 )
COMMERCIAL TRAFFIC
( 2 )
SHIP CONTROL
( 2.2 )
IDENTIFICATION SIGNALS
( 2.3 )
ROUTES
( 2.4 )
Figure 5
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COASTS
( 4.1 )
SAND BANKS
( 4.2.1 )
ISOLATED ROCKS
( 4.2.2 )
SHALLOW WATERS
( 4.2 )
WRECKS
( 4.2.3 )
BUOYS
OBSTACLES ( 4.2.4 )
( 4 )
TIMBERS
( 4.3.1 )
CONTAINERS
( 4.3.2 )
FLOATING OBJECTS
( 4.3 )
DRIFTING NETS
( 4.3.3 )
CETACEANS
( 4.3.4 )
FISHING TRAFFIC
( 4.4 )
Figure 6
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SEA STATES
( 5.1 )
CURRENTS
( 5.2 )
METEO
( 5 ) DAY
( 5.3.1 )
VISIBILITY NIGHT
( 5.3 ) ( 5.3.2 )
FOG
( 5.3.3 )
WINDS
( 5.4 )
Figure 7
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COLREG
( 6.1.1 )
INTERNATIONAL REGULATIONS
( 6.1 )
ROUTEING MEASURES
( 6.1.2 )
SPEED LIMITS
( 6.2.1 )
NAVIGATION LOCAL PRIORITIES ORGANIZATION REGULATIONS RULES
( 6.2.2 ) ( 6 ) ( 6.2 )
SURVEYED AREA
( 6.2.3 )
COMMUNICATION SYSTEMS
( 6.3.1 )
VTS RADARS
( 6.3 ) ( 6.3.2 )
IDENTIFICATION SYSTEMS
( 6.3.3 ) Figure 8
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Appendix 2 : Detailed memento
Following pages are added to the different documents helpfully to conduct an interview and to guide the analysis of the results. They include some details on each chapter previously mentioned.
1. HSC TRAFFIC ______
1. 1 SHIP ON JOURNEY ------
1.1.1 SHIP TYPE
Different types of FAS are sailing: catamaran, mono hull, hydrofoil, hovercraft, SES, swath, offshore craft. With the help of available data, they have been checked off. It is to be pointed out that the more numerous ones are of the following categories: catamaran, mono hull. More the discrimination has been based on the number of passengers (equal or more than 300). On the other hand it appears that both structures will expand.
The security of navigation concerns the ship itself as for: - the hull and the superstructure: the attention will be focused on some aspects: * watertightness: partition of the ship, effect of a leak, *impact resistance: the predictable damages are function of various key parameters (kind of obstacle, relative velocity, geometry of impact, damaged parts, state of the sea, meteorology conditions,...), *time wearing: it concerns the quick works and the dead ones. It returns to the maintenance and to the means of estimation. Furthermore it generally leads to make repairs or to replace parts either under water or not. It means no use during a more or less long time and periodical technical tests. - the motorization: Linked to the type of engine and propulsion parts must be examined in term of vulnerability such as the turbines, the water intakes, the screws ......
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- the navigation characteristics: Some points to be considered: efficiency: optimum speed / consumption, manoeuvring capacity: time constant, acceleration, aptitude to change of course (as a N-parameter function depending on the state of the sea, the navigability of the ship [seaworthy or not according to eventual faults, damages,...]).
1.1.2 CARGO TYPE Goods, cars and lorries may be transported depending on the characteristics of the navigation line. Taking into account different interests a compromise must be defined between the maximal load and the higher velocity to achieve the there and back navigation while maintaining the maximum security.
In terms of rules of security that means permanent orders opposite to emergency instructions are given by the ship owners or the shipping companies. For instance they deal with the trimming of the ship’s cargo, the distribution of the containers or the vehicles, the actions aiming at the stability.
1.1.3 SHIP CONTROL
It refers to various equipments split in functional categories.
1.1.3.1- Equipments for navigation
- location: * gyro compass, * receivers: GPS, DGPS, GMDSS, LORAN C, VTS data,... - pilotage operators.
1.1.3.2- Equipments to communicate
- FAS internal: intercom,... - between FAS and the environment: HF radio (including safety channel), satellite liaisons (INMARSAT).
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1.1.3.3- Equipments to detect
- Watching: miscellaneous devices * meteorology sensor, * ECDIS * visible or infrared imagery * light amplifier * bearings devices. - Obstacles detection for avoidance: * optronics * sounders * sonar * radar * ARPA.
1.1.3.4- Equipments for safety survey
- FAS internal detectors of anomalies (leaks, fires, faults, failures,...). - Devices to evaluate the incidents: switched on in case of difficulties: * sensors to estimate the damages * warning devices * abandoning and life saving systems.
NOTA Here after some points participating to the analysis of equipments contribution on security: 1) The increase of the security rate may derive benefit from: - the redundancy requirement for stand by devices. - the complementarity examination of the interest of devices working in the same time on different principles but aiming to deliver the same data. 2) A functioning checking is obviously required: about the necessity to periodically test the equipments.
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1.1.4 IDENTIFICATION SIGNALS
Beside these equipments some others are of importance not on the strict ship control but aiming at the secure navigation. Those are dedicated to identification and signalling.
- either systematic:
* for identification and to advise of manoeuvres (bodies or reflecting trihedrals, luminous, sound transmitter,...) * adding to location facilities (ARGOS beacons,...)
- or when in trouble:
* distress indicator.
1.1.5 CREW EFFICIENCY
-1.1.5.1 - Competence
It appeals to the qualification and the versatility. Generally speaking each workman must be skill to do the assigned tasks. In the event there are lacks people have to be set on the right level. That means: - 1) education specific knowledge is needed due to:
* the kind of boat itself: fast ship, and the on board equipments, * the specific dedicated roads.
- 2) experience previously acquired on a fast ship or on-working practice...
- 3) training It is partly linked to real time running simulators which model in precise details the fast ship behaviour (craft and equipments) as much as the environment.
Especially scenarios must be build which represent risky situations.
A special training refers to the capacity of reaction under a stressing situation. In other words simulations might place crew members in front of hazardous situations, to improve the behaviourism and to evaluate the degradation of the human factor.
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-1.1.5.2 - Labour organisation
It defines the tasks to be achieved for each navigation phase. More it assigns the part of each member of the crew. Depending on the situations one may be led to share his time and thus to be versatile in the meaning of multi-tasks. Due to the stressing of the endurance (numbers of rotations, environmental difficulties) the concentration may decrease implying the change of the crew.
Obviously the definition of the applied labour organisation has to be in accordance with the ILO (International Labour Organisation) and in respect to the STCW (Standard s of Training Certification and Watch keeping).
-1.1.5.3 - Man machine interface
Ergonomics aims at the easier use of all the equipments and the better control of the ship. Its tends to the better choice as possible for equipping the compass platform / deck for instance allowing the maximum field of view on the ship structure and its environment and gathering the crucial data at the same decision place. On that way the man machine interface takes its real value essentially for the centralisation aspect. It participates to the rationalisation [multi sensor data gathering, integrated compass platform, easy use, automatisation (alarm, visualisation)].
-1.1.5.4 - Standards
-1.1.5.5 - Procedures
Among the correct procedure when considering safety attention must be brought on special emergency instructions.
In case of warning produced by on board equipments or external ones measures must imperatively be adopted.
They are either preventive (for instance in case of difficulties due to meteorological disturbances) or curative (to face fires or damages due to collision).
They are to be codified:
- keeping of order with amendment: modification of navigation parameters such as decrease of the FAS velocity, - change of the duty mission: change of course, return..., - abandoning of ship.
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- It is obvious to note that:
- various means are specified as sensors, launches... (which are supervised at regular intervals), - crews are put through tests (abandoning exercise, anti-fire training, first aid....).
-1.1.5.6 - Behaviour
Many human factors have to be considered adding to those above mentioned thus: - the disposal: to be on duty relates to: * the degree of attention and the availability,
* the tiredness endurance related to the quantity of work to be done, * The organisation of labour (management of tasks and priorities). Both first may be tested thanks to medical examinations.
- the interpretation of the navigation rules
- the estimation of situations * it is a function of: - the type of ship - the environment
* it depends on the personal valuation of:
- the ship domain, - the arena, - the CPA (Closest Point of Approach)
(more or less critical).
1.1.6 PASSENGERS
The security of the passengers is obviously the higher priority. It implies to consider: * the reasonable number of passengers, * the place they must have while the berthing, during the crossing, while the unberthing and thus the allowed movements for each phase of the navigation. Consequently, the decks must be designed considering the security of the passengers as well as their comfort. All must be thought to prevent from problems during the cruising and at the extreme limit to achieve the abandoning under the «best » conditions.
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1.1.7 MAINTENANCE
Different operations must be done to overhaul and to upgrade the ship and its equipments. The frequency of these operations and their duration have to be defined in regard to profitability too.
In order to illustrate, the following examples may be given:
* inspection of the quick and dead works and definition of resulting actions, * supervision of the equipments as the gyrocompass (bias,....).
It is understood that the maintenance review does not prevent from the technical testing which is to be achieved more often, thus the verification of
* the vitals and the upper works of the FAS, * the equipments (adjustment, upgrading,....).
1. 2 ROUTES ------
It refers to the navigation course (reef avoidance, road, channels crossing...) but also to the harbours structures (entrance facilities, pier configuration, harbour development...).
On the other hand some constraints are settled either by the ship owners and the shipping companies or by the maritime business concerned authorities (economical constraints, profitability, regulation,....).Those have effects on:
- the conditions of navigation: the FAS navigation is commissioned to do profit. In that way it implies to respect a strict time schedule making use of the high speed capability of the ship whenever possible. - the FAS traffic: due for instance to the busy season crossings may increase leading to unusual configurations. - the management as for instance: . to have a pilot on board, . to adapt to the wharf business. - the prevention of vicinity damages: possible disturbances must be analysed which might be caused to the environment: the wake, the reflected wave on obstacles, the ground swell or the heave, all elements having possibly consequences on other boats or people on the coast.
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1.3 OTHER SHIPS ------
Considering the HSC traffic the various types of FAS must be taken into account in the case where their roads may interfere in the navigation of the considered FAS. The types are : catamaran, mono hull, hydrofoil, hovercraft, SES, swath, offshore craft.
As for the ship control and the identification signals refer to sections 1.1.3 and 1.1.4.
2. COMMERCIAL TRAFFIC ______
It is one key element in the definition of FAS scenarios. It includes :
-2. 1 SHIP TYPES ------which are far different from FAS as tankers, ferries, chimics, others
-2. 2 SHIP CONTROL ------
-2. 3 IDENTIFICATION SIGNALS ------
-2. 4 ROUTES ------That means the roads parameters as well as the density (number of ships, kinds, speed, ....).
3. LEASURE TRAFFIC ______
Sailing boats, yachts, surf-boards,.... Their trajectories are not easily predictable. More they are not always detectable and their reactions may baffle the normal common sense.
4. OBSTACLES ______
They are more critical at the time that they can highly affect the safety navigation. May be discerned:
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-4. 1 COAST ------depending on the case either the shore is advertised or the coast must be mapped thanks to all weather electronic equipments (for instance millimetric waves radiometers imagers).
-4. 2 SHALLOW WATERS ------
here are concerned the identified obstacles in the environment external to the ship such as: sand banks, isolated rocks, wrecks, buoys.
-4. 3 FLOATING OBJECTS ------unfortunately miscellaneous obstacles are not identified, thus: timbers, containers, drifting nets, cetaceans.... their number increases more and more. they represent real dangers necessary leading to the use of electronic detectors on board.
-4. 4 FISHING TRAFFIC ------among other items it regards a bad signalling or the disrespect of areas.
5. METEO ______
The Meteo parameters have a direct impact on the FAS navigation. Have to be considered:
-5.1 - SEA STATES ------heavy, strong,...
-5.2 - CURRENTS ------
-5.3 - VISIBILITY ------Day, night Reduction factors as the fog
-5.4 - WINDS ------
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6. ORGANIZATION ______
-6.1 - INTERNATIONAL REGULATIONS ------
texts edited by IMO and ratified by countries, they deal with the navigation. are stated:
6.1.1 - the COLREG: * crossing at 90° routes, * parallel routes, * random routes low / high density
6.1.2 - the routing measures: * traffic recommendations * traffic separation schemes * areas to be avoided * coastal zones.
6. 2 LOCAL REGULATIONS ------
It deals with speed limits, priority rules, surveyed areas. These regulations depend on various parameters: - the harbour installations, - the traffic supervision: real time knowledge of the navigation flux (ferries, trawlers,...) - the availability in zones: local ; territorial waters or continental area (harbours, shores, deltas,...). The verification of the rules observance associated to the objective of the more secure navigation lay on several means some of them being not on board. To illustrate, the close or not supervision appeals to the connection of miscellaneous devices as CROSS, VTS or patrol boats.
6. 3 VTS ------As well known the Vessel Traffic System is a key element in the organisation of the navigation, and that stands for all kinds of ships including obviously the high speed crafts. The VTS integrates communication systems, radars and identification systems.
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Appendix 3 : Complementary questionnaire
Here after are gathered precise questions related to the collision avoidance either the FAS against an other ship or the FAS against any obstacle (deriving or not).
- 1 - FAS / ship to prevent from the collision whatever the conditions are (day / night ; bad Meteo)
- has the FAS to be identified by the other ship ?...... Yes No in the case where the answer is Yes, thanks to what kind of signalling device ?
- optronics...... Yes No - sound transmitter...... Yes No - message / identification label generator (plot on the radar screen for instance) Yes No - other suggestions :
-has the FAS to initiate avoidance manoeuvres at a long distance from the other ship ? Yes No - has the FAS alone to assume the responsibility of avoidance manoeuvres ? Yes No - what criteria must be adopted in the event of the other ship being itself a FAS ?
- 2 - FAS / deriving obstacles
- which is the minimum range for detection, whatever the conditions are ?
- are new detectors necessary ?...... Yes No
- 3 - FAS / fixed obstacles
- has the rate of refreshing alert signals to be increased (for instance flashing lights) ?...... Yes No - has the FAS to be equipped with an imaging device ?...... Yes No - has the FAS to integrate on board a route alarm system ?...... Yes No
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- 4 - What kind of data is to be delivered by simultaneous systems working on different principles, the set of data being the same ?
- 5 - Any other comments ?
[ Remark : the answers to this inquiry are necessary to guide towards solutions as amendments of navigation rules and / or design and integration of equipments ]
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Appendix 4 : Example of interview
Obviously the expert’s answers call for remarks. On the other hand the interviewer may wish to comment his choice of the level estimation. Both information's may be registered in a comments data sheet. The suggested pattern of which is the following one.
EXPERT’S REFERENCES
Type of ship FAS, monohull
Number of passengers ...... 500
Number of the crew members ...... 9
Number of turnarounds per a day ...... 4
Ship: very good Type of environment Meteo: very important and good Traffic: important, not known enough
Degree of reliability very good
FASS ITEM : DATE : PAGE :
PARAMETER REMARKS / COMMENTS NUMBER
During summer exists a large leisure traffic, close the coast. Thanks to HSC local regulations (speed less than 15 knots to 1 nautical mile from the coast it is not a real problem.
Journey meteorological coverage is very important. HSC changes its roads according to sea state.
Approaching the coast at night (berthing) is delicate because of numerous lights and fishing, leisure and commercial traffics. A VTS is wished.
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FASS ITEM : Berthing / unberthing DATE : 10/07/1998
CHAPTER PARAMETER PARAMETER A B C D NUMBER
1 – HSC TRAFFIC 1.1 SHIP ON JOURNEY X 1.2 ROUTES X 1.3 OTHER SHIPS X
SUBTOTAL
2 – COMMERCIAL 2.1 SHIP TYPES X TRAFFIC 2.2 SHIP CONTROL X 2.3 IDENTIFICATION SIGNALS X 2.4 ROUTES X
SUBTOTAL
3 – LEASURE X TRAFFIC
SUBTOTAL: Approaching the coast at night (berthing) is delicate because of numerous lights and fishing, leisure and commercial traffics. A VTS is wished.
4 – OBSTACLES 4.1 COAST X 4.2 SHALLOW WATERS X 4.3 FLOATING OBJECTS X 4.4 FISHING TRAFFIC X
SUBTOTAL
5 –METEO 5.1 SEA STATES X 5.2 CURRENTS X 5.3 VISIBILITY X 5.4 WINDS X
SUBTOTAL
6 –ORGANIZATION 6.1 INTERNATIONAL REGULATIONS 6.2 LOCAL REGULATIONS X 6.3 VTS
SUBTOTAL
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FASS ITEM : Crossing DATE : 10/07/1998
CHAPTER PARAMETER PARAMETER A B C D NUMBER
1 - HSC TRAFFIC 1.1 SHIP ON JOURNEY X 1.2 ROUTES X 1.3 OTHER SHIPS X
SUBTOTAL
2 - COMMERCIAL 2.1 SHIP TYPES X TRAFFIC 2.2 SHIP CONTROL X 2.3 IDENTIFICATION SIGNALS X 2.4 ROUTES X
SUBTOTAL
3 - LEASURE X TRAFFIC
SUBTOTAL: Sailing boats, without navigation lights during the night, are dreaded.
4 - OBSTACLES 4.1 COAST X 4.2 SHALLOW WATERS X 4.3 FLOATING OBJECTS X 4.4 FISHING TRAFFIC X
SUBTOTAL: A lot of whales and cachalots have been seen during the journey. Living ones move aside. The danger comes from floating dead ones.
5 -METEO 5.1 SEA STATES X 5.2 CURRENTS X 5.3 VISIBILITY X 5.4 WINDS X
SUBTOTAL
6 -ORGANIZATION 6.1 INTERNATIONAL X REGULATIONS 6.2 LOCAL REGULATIONS 6.3 VTS
SUBTOTAL
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APPENDIX 3
COMPLEMENTARY QUESTIONNAIRE Here after are gathered precise questions related to the collision avoidance either the FAS against an other ship or the FAS against any obstacle (deriving or not).
- 1 - FAS / ship to prevent from the collision whatever the conditions are (day / night ; bad Meteo)
- has the FAS to be identified by the other ship ? ...... Yes No X in the case where the answer is Yes, thanks to what kind of signalling device ? - optronics ...... Yes No - sound transmitter ...... Yes No - message / identification label generator (plot on the radar screen for instance) Yes No - other suggestions :
- has the FAS to initiate avoidance manoeuvres at a long distance from the other ship ? Yes AND No - has the FAS alone to assume the responsibility of avoidance manoeuvres ? Yes No X - what criteria must be adopted in the event of the other ship being itself a FAS ?
RADIO CONTACT....
- 2 - FAS / deriving obstacles
- which is the minimum range for detection, whatever the conditions are ?
2 NAUTICAL MILES
- are new detectors necessary ? ...... Yes X No
- 3 - FAS / fixed obstacles
- has the rate of refreshing alert signals to be increased (for instance flashing lights) ? Yes No X - has the FAS to be equipped with an imaging device ? ...... Yes No X - has the FAS to integrate on board a route alarm system ? ...... Yes X No (that is the case)
- 4 - What kind of data is to be delivered by simultaneous systems working on different principles, the set of data being the same ?
- 5 - Any other comments ?
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