CHAPTER I

THE PROBLEM AND ITS SCOPE

INTRODUCTION

The rationale of the Study

One of the famous types of vessel used in the maritime industry today is the Roll On

Roll Off (RORO) vessels. These are ships designed to transport rolling cargoes, just like

cars, trucks, trailers, and other land vehicles. ROROs are famous for their versatility

since they can also transport passengers and cargoes. (Raunek in Types of Ship, 2018)

Cargoes tend to shift during the voyage. In the case of ROROs, cars shift due to

improper lashing or securing. When cargoes move, they can cause damage to other

cargoes, to the structural members of the ship, or even cause a sudden shift on the

weight on the vessel; this can cause the ship to list, which may affect the intact stability

of the vessel. Unless corrected immediately, the listing can cause further complications.

Lashing is the procedure of securing cargoes through wrapping, tying or chocking.

Rolling cargoes are secured by cables, however, there have been cases where cargoes

were not properly secured or the lashing chains snapping during the voyage. Last June

15, 2013, a RORO ferry sank due to the poor lashing of a bus in Burias Island, Masbate

(Arguelles and Barrameda – inquirer.net, 2013); this resulted to the death of two

passengers and four were missing.

 Conforming to this, the researchers are planning to design a new way of securing

rolling cargoes through hydraulic means. The Hydraulic Car Stopper is a hydraulic

mechanism which rises up when there is an automobile to be secured and goes back

down when the automobile is about to go out of the vessel. The car stopper also has a

rubberized surface to ensure that the cargo will not be scratched or dented during the

voyage. With this innovation, rolling cargoes will have lesser chances of shifting during

transport. This could also save the time needed for cargo lashing.
Theoretical Background

RORO vessels are designed to transport wheeled vehicles that are rolled onboard and

safely secured it with lashings to the vessel's deck. These ships are also featured with

multi-tier decks for the accommodation and for the wheeled cargoes requiring higher

overhead clearance. Due to this, the depth of these ships is very high, owing to a high

depth draft ratio.

Due to this increase of draft depth ratio, ships are very sensitive to heeling

moments, and heeling moment cannot only be created by wind or waves but also

internal cargo shifting due to poor lashing. Thus, cargo lashing must be ensured

properly to prevent cargo shifts during voyages. There have been many accidents of

Ro-Ro ships which have caused due to rapid heeling moments, giving the crew very

less time for proper evacuation. The disasters of MV Sewol (Korea, 2014), MS Express

Samina (2000), MV Hoegh Osaka, and MV Lady of Mount Carmel (the Philippines,

2015) were basically due to the above-explained theory.

 Figure 1. MV Hoegh Osaka accident during January 2015

Figure 2. Inside MV Hoegh Osaka

With regards to these issues, the researchers came up with the proposed study on
improving the securing method of the rolled vehicles by putting a mechanism on the
ship. This mechanism will minimize the heeling moments caused by lashing. This
study's focal point is to improve the safety and stability of the ship.
The flow of the Research Process

INPUT

The first input is the calculation of the displacement with and without the

mechanism. Gathering information about the weight of vehicles will also be

considered and identify the type of mechanism to be used to sustain the maximum

weight of the vehicle.

PROCESS

Using the advanced technology of design software such as AutoCAD and Rhino,
the 3D model of the design will be made and simulated. Identifying the effects of the
mechanism through its moment of forces inside the hull and calculating the maximum
weight the machine can hold.

OUTPUT

The output is the comparison between the performance of conventional lashing

and the proposed hydraulic system. Also, the angle of the list made when lashing
fails.
 THE PROBLEM

Statement of the Problem

RORO vessels are prominent in transporting development because of her performance

and ability to carry wheeled cargoes. But some problems occurred on her stability,

causing of sudden movement of loads inside. When lashing fails, cargoes move and the

vessel will list.

To avoid this, the improvement of lashing must be established.

Relative to this situation, the researchers would like to answer these research

questions regarding the project study.

How can this study reduce the tendency of moving the loads and improve the ship's

stability?

• How much load the machine can hold compared to conventional lashing?

• What are the advantages of the proposed mechanism comparing with

conventional lashing method?

 SIGNIFICANCE OF THE STUDY

This study is conducted to benefit the following:

Ship Owners. Safety is the primary concern of ship owners, RORO vessels have been

criticized for several reasons. One main problem is stability. This study serves as a

guide to assure safety for both cargo and passengers and improve carrying capabilities.

Ship’s Crew. The new design for securing rolling cargo will save the time the crew

has to perform lashing.

Researchers. Concerning the safety of its stability, this study will allow researchers

to identify how a RORO vessel integrates with other transport systems. Researchers

can emphasize that by improving safety, a RORO vessel can offer a number of

advantages over all other systems.

Future Researchers. The ideas presented may be used as a reference for the

researchers who would plan to make any related studies on securing cargoes in RORO

vessels. In this study, risk assessment and stability calculations will allow researchers to

identify cargo care and its future in the global scale. This will aid them to continue

improving the superior qualities of the RORO vessel.

 DEFINITION OF TERMS

AFT: toward the stern of a ship; after-body of a ship

AFTER PERPENDICULAR: the intersection between the aft side of the sternpost and

the load waterline

AMIDSHIPS: midway point between perpendiculars

ANGLE BAR: steel bars with an L shape that may differ in thickness and length

ASTERN: backward of a ship

BODY PLAN: sections by a transverse plane

BREADTH, MOULDED: maximum breadth over the frames

CAD: Computer Aided Design

CARGO SECURING: is the securing of cargo for transportation.

DEADWEIGHT: the difference between weight/mass displacement at any draft and the

lightship weight

DEPTH: vertical distance from the keel to the top of the deck beam, usually taken at

amidships

DESIGN DRAFT/DRAUGHT: vertical distance from the keel to the load waterline
DISPLACEMENT: the amount of water displaced by a ship when floating; may be

expressed as a volume (cubic meters, cubic feet, etc.) or as weight (kilograms, pounds,

tonnes, etc.)

FREEBOARD: the vertical distance from the load waterline to the upper watertight deck

HALF BREADTH PLAN: top view of the vessel; half of the hull of a ship divided

longitudinally at the centerline

HULL: the watertight body of a ship

KEEL: spine of the ship; runs along the bottom of the hull; connects the bow and stern;

where frames of the ship are attached

LBP: horizontal distance of a ship, measured from the forward perpendicular to the after

perpendicular

LOA: horizontal distance between the extreme points from forward to aft

LWL: length on the waterline of a floating ship

RORO: are vessels designed to carry wheeled cargo, such as cars, trucks, semi-trailer

trucks, trailers, and railroad cars, that are driven on and off the ship on their own wheels

or using a platform vehicle, such as a self-propelled modular transporter.

 RESEARCH DESIGN

Research Methods

The researcher chooses to apply the experimental method that aims to accumulate

the data concerning the comparison between conventional lashing and the proposed

new way of cargo securing method.

Data Analysis

Data analysis will be demonstrated through a comparison between lashing and

hydraulic mechanism for the handling of vehicles.

 CHAPTER II

PRESENTATION OF RESULTS, AND INTERPRETATION

In this chapter, data will be based on the first and second findings related

to data gathered through simulation done by an application for the comparison of the

mechanism used for controlling the cargo. Also, it depends on the characteristics to

prove its efficiency.

On the other hand, the other data will show the design for this concept and

its capability to enhance the performance of controlling the cargoes inside the vessel.

This also includes the gathered information about its estimation of cost, analyzation of

the data computed, and how the mechanism work.

Furthermore, this chapter also tackles about the possible list the cargo will

create when lashing fails. It will also discuss the difference between the conventional

and the designed mechanism. It will be done by several data based on the designed

vessel to support the credibility of the design through various measurements. This

provides a better understanding of the underlying principles involved.

 ANALYSIS OF ACCIDENTS OF RORO VESSELS

For simplifying the causes of accidents, the most common form of

occurrences is divided into two groups. In some ways, the study focuses on the side of

stability.

Figure 3. Mode of failure and form of occurrence of accidents.

(Baten ASMA,2004)

RORO's is known to her swift instability movement due to its long freeboard.

This occurrence creates a disturbance with the combination of the movements created

by the loads inside the vessel.

. Instability usually occurs due to its external and internal forces and one of

these causes is cargo handling and movement of loads. Faulty arrangement and

stowing act as a catalyst for accidents increasing the level of catastrophe.

 The researchers gathered some data about the procedure of lashing. The data

is used to compare the conventional lashing to the proposed mechanism.

Securing points provided on vehicles should only be used for lashing the

vehicle to the ship. Only one lashing should be attached to anyone aperture loop or

lashing ring at each securing point.

• The lashings are most effective on a vehicle when they make an angle with the

deck of between 30 and 60 degrees. When these optimum angles cannot be

achieved, additional lashing may be required.

• Where practicable, the arrangement of lashings on both sides of a vehicle should

be the same and angled to provide some fore and aft restraint with equal number

pulling forward as are pulling aft. (The code of practice Roll On/Roll Off ships –

stowage and securing of vehicles, 14)

Figure 4. Conventional Lashing of vehicles onboard a Ship.

 STRESS OF CHAINS AND STRENGTH OF HOOKS OF A CONVENTIONAL

LASHING SYSTEM

CHAIN

A B C Working Minimum Minimum Weight

(mm) (mm) (mm) Load Breaking Breaking per
Limit Force Force meter
(Max.) (kg) (KN) (kg)
(kg.)
7 21 25.9 1,430 2854.23 28.0 1.1

8 24 29.6 2,130 4260.96 41.8 1.5

10 30 37 2,990 5983.69 58.7 2.2
Table 1. Grade 70 (Transport chain)

**According

to Welded Steel Chain Specification

Figure 5. Chain dimension.

Nominal Size (in.) Inside width at Pin Diameter of Safe Working

Diameter of Bow (in.) Pin Load
(tons)
0.38 0.25 0.023
0.47 0.31 0.042
0.53 0.38 0.065
0.66 0.44 0.093
0.75 0.50 0.128
0.81 0.63 0.167
Table 2. The strength of hook in different diameter
**According to Welded Steel Chain Specification

THE VESSEL

LOA 68,78 m.

BREADTH 15.44 m.

DEPTH 4.50 m.

DRAFT 3.90 m.

Table 3. Particulars of the vessel

 Figure 6. The
arrangement of the vehicles in transverse view.

Figure 7. The arrangement of vehicles inside the vessel with the mechanism. (Assume
all SUV cars)

HYDRAULIC MECHANISM

With the aid of Computer Aided Design

(CAD) Software such as Rhinoceros and AutoCAD Software, the researchers designed
a mechanism for the improvement of cargo handling. It can also reduce the time in

securing the cargoes and easy to operate.

Main components of the system:

• Hydraulic Cylinder

• Leg

• Rubber Platform

• Supporting Tube 1

• Supporting Tube 2

• Base Plates
Figure 8. Hydraulic Car Stopper (Isometric View)

Figure 9. Hydraulic Car Stopper (Front View)

Figure 10. Hydraulic Car Stopper (Top View)

Figure 11. Freebody diagram of the mechanism.

 The researchers calculated the load which the mechanism can hold the vehicle

when the ship is inclined in a specific angle. Based on the tabulated data, it can be implied

that the hydraulic force depends on the angle of the leg of the mechanism. The mechanism

can withstand a maximum force of almost 400 kN and can get the lowest force when the

angle of the leg will be at 36 degrees and goes up again until to its final distance it can

attain.

FORCE OF CYLINDER

Angle A (degrees) Angle B (degrees) Force of Cylinder

(KN)

6 14 387.695

11 17 226.290
 16 22 146.045

21 27 103.466

26 32 77.971

31 37 61.441

36 42 50.134

46 52 36.160

51 57 31.736

56 62 28.399

61 67 25.902

66 72 24.116

Table 4. Cylinder force and angle.

HYDRAULIC CYLINDER FORCE IN DIFFERENT ANGLES

Figure 12. Cylinder force and angle.

 CALCULATION OF LIGHTSHIPS

Without the mechanism:

Lightship = 1670 tonnes

(from the initial stability calculations)

With the mechanism:

Total weight of the mechanism = 0.414 tonnes

Final Lightship = Lightship + Weightm x 36

Final Lightship = 1670 + (0.414x 36)

Final Lightship = 1670 + 14.904

Final Lightship = 1684.904 tonnes

Table 5. Comparison of lightships of lashing and with the mechanism tonnes.

LIGHTSHIP WITH CONVENTIONAL LIGHTSHIP WITH HYDRAULIC

LASHING MECHANISM

1670.01584 tonnes 1684.904 tonnes

 Based on the table shown above, it shows that the lightship with mechanism is

heavier than the conventional lashing. The mechanism is heavier than the conventional

lashing because the mechanism has more parts that gave more weight to the vessel.

ANGLE OF LIST

Table 6. The angle of the list produced when lashing breaks assumed the number of
cars and distance.

NO. OF CARS SHIFTING DISTANCE ANGLE OF LIST

(m) (degrees) (Starboard
or Portside)
6 1.92 0.11
6 2.06 0.15
8 7.72 0.58

8 10.54 0.79

6 13.52 0.76

14 1.92,3.98 0.4

22 1.92,3.98,6.04 0.86

30 1.92,3.98,6.04,8.1 1.46

36 1.92,3.98,6.04,8.1,10.16 2.03

This vessel, it can accommodate up to 36

vehicles with the arrangement of the mechanism as seen in figure 4. The design also is

only applicable for the car with a weight of 1500 kgs – 5000 kgs particularly SUV’s.
The table above shows the different angle of the list produced when lashing fails.

Shifting distance and a number of vehicles are assumed at every row of the vehicle

arrangement.

MATERIAL SPECIFICATIONS

HYDRAULIC CYLINDER COMPLETE SPECIFICATION

Table 7. Hydraulic Cylinder Specification

Model Number R502

Maximum Operating Pressure (psi) 10,000

Capacity Class (Tonnage) 50

Cylinder Capacity Advance (tons) 55.2

Stroke (in) 2

Plunger Type solid

Material steel

Return Type Single acting spring return

Cylinder Effective Area Advance (in2) 11.04

Oil Capacity Advance (in3) 22.09

Weight (kg) 20

HYDRAULIC OIL SPECIFICATIONS

Anti-wear hydraulic oil (Zinc dialkyl dithiophosphate (ZnDTP)

fluid formulated for use in high-pressure stationery and mobile hydraulic systems.
Incorporate zinc phosphate additive technology.

Application

The fluid used in any high-pressure, high-performance hydraulic system

•
• Applicable to the heavy load condition
•
• A wide range of industrial hydraulic equipment
•
Benefits

• Outstanding pump and equipment protection, even in very severe operating

conditions.
• Extends oil and equipment service life
• Reduces yellow metal corrosion by controlling oil stability
Specifications

• DIN 51524 Part 2 (HLP) & Part 3 (HVLP)

• GM LS2
• ISO 11158 Categories HM and HV
• ASTM D 6158 Type HM and HV
• Afnor NF E 48-603 HM and HV
• US Steel 126 and 127
• Cincinnati P-68, P-69, P-70
• Denison HF-0, HF-1 and HF-2
• Eaton 694 for 35VQ25A (formerly M-2950 and I-286-S)

Key Properties

32 46 68 100 150 220

ISO GRADE
5.0 6.7 8.6 11.0 11.2 11.4
Air release @ 50
˚C; min
32 46 68 100 150 220
Viscosity @ 40
˚C
5.4 6.7 8.6 11.1 14.8 20.3
Viscosity Cst @
100 ˚C
99 98 97 96 95 95
 Viscosity Index
210 220 226 240 254 262
Flashpoint ˚C
(min)
-33 -30 -24 -22 -21 -18
Pour Point ˚C
(max)

Table 8. Key properties of hydraulic oil.

RUBBER SPECIFICATIONS

NITRILE RUBBER

Table 9. Rubber specification.

Polymer Nitrile

Quality Commercial

Hardness ( Shore A ) 70

Specific Gravity 1.45

Tensile Strength Mpa 40

Elongation % 250

Abrasion mm3 430

Compression Set % 35

Tear Kg/cm 15

Operating Temperature -20C. to + 90C.

Resultant Forces and Mobility of the Mechanism

Table 10. Resultant Forces, mobility and area.

Resultant Force 70.71 kN

Force in horizontal 21.85 kN

Force in vertical 67.85 kN

Mobility 3

Area of Grip 572.55

ESTIMATION OF COSTING OF MATERIALS

TOTAL UNIT

ITEM QUANTITY WEIGHT WEIGHT PRICE AMOUNT

(KG) (KG) (PHP) (PHP)

Hydraulic 2 20 40 8600.00 17200.00

cylinder
Tubes 4 5 20 2000.00 8000.00

Steel Plates 4 50 200 50.00 10000.00

Rubber 2 5 10 78.50 785.00

Platform
Leg 8 16.75 134 19.00 2546.00

TOTAL 414 KG ₱38531.00

Table 11. Estimation cost of one set of mechanism per vehicle.

(Based on the standard pricing,2018)

Failures of the Mechanism

1. Scissors do not work.

2.Leaks in the joints of hydraulic tubes.

3. The stock does not create the necessary pressure.

4.Leak under the hydraulic cylinder cover.

COMPARISON OF LASHING AND THE HYDRAULIC MECHANISM

Table 12. Advantages and disadvantages of lashing vs hydraulic mechanism.

Conventional lashing Hydraulic Car Stopper

• Less weight 1. More weight

-(Based on table 5) -(Based on table 5)

• Needs more manpower 2. Manpower can be reduced

-It is manually done. -Automatically operated.

• No power needed 3. Needs the power to generate

-Doesn’t need electricity. -Need electricity to generate since

it is an electrically powered
 • Inexpensive mechanism.

-Based on Table 8 4. Expensive

• Hassle in securing the vehicles -Based on Table 8

-Since it is not automated. 5. Easy to operate

-Automatic

CHAPTER III

CONCLUSIONS AND RECOMMENDATIONS

CONCLUSION

Due to lashing failures, accidents happened at sea. Data were gathered because

of these accidents. Lashing failures creates list caused by the moments done by the

vehicles inside the vessel.

By the data shown in table 6, there are assumed a number of vehicles and the

distance they have moved that created an angle of list. It shows that with the

mechanism, it can withstand the force done by the vehicle.

 This study has been proven as a potential replacement for conventional lashing.

Due to the durability, the force that it can hold, it could improve the hold of the vehicle

for maintaining the good stability of the vessel. The mechanism can hold almost 50 kN

while the conventional lashing can hold 24 kN which means the machine can hold about

fifty percent (50%) of the force which the conventional lashing can hold according to

from Table 1 and Table 4.

Also when the machine is attached, considerably it reduces the tendency of

moving the loads. It can prevent the movement of the vehicle to affect the stability of the

vessel. The advantage of the mechanism is having a greater control the movement of

the vehicle depending on the angle of legs of the mechanism. When the angle becomes

larger it reduces the working load of the mechanism. It enhances the securing method

of vehicles in the vessel and decreases the possibilities of human error. The costing and

weight of the mechanism were also the disadvantages of the mechanism.

RECOMMENDATION

Safe design of the mechanism might bring some positive changes to the

current approach. These recommendations are intended for further study.

The researcher would recommend expanding the ranges of weight it can hold from SUV

to buses or even bigger vehicles.

The researchers recommend consulting a mechanical expert to gather data about the

materials in order to bring out more improvements to the mechanism.

• The researcher recommends having a study in which the mechanism will be

used in other cargo vessels.

• The researchers would recommend making a cargo securing manual for the

designed vessel.

• The researchers recommend making safety measures in case the mechanism

will fail.