
ALBERO
Title
Transport alternativ betriebener Fahrzeuge auf RoRo-Fährschiffen
Duration
Support programme
Das Projekt ALBERO wird im Rahmen der Bekanntmachung „Zivile Sicherheit – Verkehrsinfrastrukturen“ gefördert.
Funding body
Direct network partners
-
Fraunhofer-Institut für Kommunikation, Informationsverarbeitung und Ergonomie FKIE
-
Hochschule Bonn Rhein-Sieg
-
Loyd’s Register
-
FKFS Forschungsinstitut für Kraftfahrwesen und Fahrzeugmotoren Stuttgart
- GTE Industrieelektronik
Associated partners
-
Federal Ministry of Transport and Digital Infrastructure
-
Hafen- und Seemannsamt Hansestadt Rostock
-
VDR Verband Deutscher Reeder
-
Scandlines
-
TT-Line
- Stena Line
Overall objectives of the collaborative project
Hauptziel des Projektes ALBERO ist die sichere Integration from alternativ betriebenen Fahrzeugen in den Fährverkehr. Dabei sollen unter alternativ betriebenen Fahrzeugen sowohl Elektrofahrzeuge als auch gasbetriebene PKW, LKW oder Busse verstanden werden. Im Projekt sollen Maßnahmen für einen sicheren Transport dieser Fahrzeuge sowie Möglichkeiten für ein Aufladen from Elektrofahrzeugen entwickelt werden. Diese können nur im täglichen Schiffsbetrieb umgesetzt werden, wenn sie allen Beteiligten bekannt sind, das Personal entsprechend darauf vorbereitet ist und regelmäßig geschult und trainiert wird. Der Qualifizierung from maritimem Personal hinsichtlich des Transportes from alternativ betriebenen Fahrzeugen (abF) auf RoRo-Fährschiffen kommt daher ebenso eine zentrale Bedeutung zu.
Overall objectives of the collaborative project
Das Projekt ALBERO strebt folgende wissenschaftlich-technischen Arbeitsziele an:
- Gewährleistung eines gefahrlosen Fährtransports von alternativ betriebenen Fahrzeugen, auch unter widrigen Seebedingungen(salzhaltige Luft, Schiffsbewegungen, Salzwasserkontakt)
- Entwicklung einer On-Board-Ladestation als Testaufbau für Elektrofahrzeuge
- Erstellung eines Leitfadens für RoRo-Fährschiffe mit technischen, strukturellen und organisatorischen Empfehlungen für densicheren Transport von alternativ betriebenen Fahrzeugen
- Erarbeitung von Schulungskonzepten und Lehrmaterialien für RoRo-Schiffsbesatzungen
Results of the Institute for Safety Engineering / Ship Safety e.V.:
Needs assessment
On the basis of a questionnaire developed in the project, the functionalities and application scenarios desired by the various potential users (Mecklenburg-Vorpommern Tourism Association, DGzRS, Rostock Port, ...) for the system to be developed were recorded and evaluated in interviews. It turned out that the envisaged person forecast is particularly interesting for tourism companies. There were requests for additional information about the expected flow of people, e.g. in relation to the age of ship passengers.
Use scenarios
In recent years, the media have been showing increasing resentment about the ever-increasing streams of visitors to certain cities and regions around the world. One example is the Italian lagoon city of Venice, which has often been in the media spotlight. But also cities like Amsterdam, Palma de Mallorca or Key West in Florida - USA see themselves increasingly overrun by cruise tourists and fear, among other things, environmental damage. National authorities are therefore increasingly imposing restrictions on the number of tourists. The restrictions on passenger shipping that are currently in force or are expected in the future have been compiled in a clear chart.
In the future, the system developed in the project can help both shipping companies and land-based industries to integrate these rules into route planning in good time. It is also conceivable to establish a booking system for regions with passenger restrictions.
Legal examination of copyright, exploitation and dissemination rights of the data
According to the Ordinance on Conditions of Call, ships calling at the internal waters of the Federal Republic of Germany are obliged to report the total number of persons on board to the competent authorities. The collection of all data subject to reporting is carried out via the National Single Window System, which is used on behalf of the Federal Transport Administration, e.g. by the port offices in the respective municipalities. Data in itself is free of any rights. There is no ownership of data, neither research data, personal data nor geodata. The collected data in itself, e.g. in the joint project the collection of numbers of persons, accordingly does not constitute a work protected by copyright. Only when the collected data is integrated into a database, visualised, processed and / or evaluated, does the data become a work worthy of copyright protection. This fact applies universally to any kind of data, regardless of the effort that the data generation may have required or the intended use. However, if one understands "data" to mean content that contains, for example, images or text that goes beyond mere information, then property rights may exist. This does not apply to the numbers of persons recorded, as this is purely an indication of quantity that can be determined by simple counting.
Despite their general lack of protection under copyright law, the use of data can be subject to restrictions. On the one hand, this applies to personal data, the collection and processing of which is regulated by the Data Protection Ordinance. In addition, data may contain business secrets, the use of which may also be subject to legal restrictions. In the case of project-relevant data, the shipping companies would therefore have to prove which data, if any, are to be classified as trade secrets, so that use can be bound to certain rules. In order not to violate data protection rights, the data used in the project is based exclusively on non-personal data. Anonymised data are not considered personal data! The anonymised collection and processing of information on gender or age is therefore also possible, as long as the data collected does not allow any conclusions to be drawn about a specific person.
Results of the Institute for Safety Engineering / Ship Safety e.V.:
Algorithms for quantifying numbers of people
Since the number of passengers is rarely transmitted with the AIS data, the question arose as to whether it is possible to establish a correlation of ship size with passenger numbers. In other words, can the size of a cruise ship be used to infer the number of people on board? For the analysis, all currently known cruise ships were first recorded with their reported crew and passenger numbers and these passenger numbers were related to the ship dimensions. A chart was created to show the correlation. For the quantitative observation, a summary of ship lengths in 50-metre increments and an allocation of the average passenger numbers for the ship lengths in the respective range was carried out. A clear dependency can be seen, which is, however, not linear. It is also noticeable that with increasing ship size, less and less crew is responsible for more and more passengers. The curve found can be integrated into the system to be created and used to derive unknown passenger numbers if no other data sources are available for this.
Possible crew sizes were also determined for merchant ships. The number of personnel working on board depends less on the size of the ship than on the type (e.g. cargo ship, container ship, tanker) and the work to be carried out on board. Nevertheless, the numerical framework for all merchant ships is narrow. It ranges from a minimum of 12 to a maximum of 25 persons. A dependency between the age of the ship and the number of crew was also found: The older a ship is, the more technical crew is needed to operate and maintain all systems.
The derivation of passenger numbers for ferries is complicated. Unlike cruise ships, which are usually largely fully booked, the actual number of people on board is very variable and cannot be set approximately equal to the possible capacity.

Presea
Title
Real-time based maritime traffic forecast
Duration
2019-2022
Support programme
"Real-time Technologies for Maritime Security"
Funding body
BMWI
Direct network partners
- JAKOTA Cruise Systems GmbH | FleetMon - Coordination
- Institute for Safety Technology/Ship Safety e.V.
Associated partners
-
Reederei F. Laeisz GmbH
Overall objectives of the collaborative project
The aim of the project is the software-based implementation and graphic representation of a real-time-based forecast of maritime traffic for up to 14 days in advance with a probability of approx. 90-70 % (decreasing with requests extending further and further into the future). On a generally accessible online platform (possibly subject to a fee), it should be possible to query the expected shipping traffic at a specific time within the coming days and in a selectable sea area via a user-friendly interface. It should also be possible to limit the information to certain types of ships, e.g. tankers or cruise ships, by means of a filter.
Overall objectives of the collaborative project
The presentation is based on the linking of information readable from the ships' AIS data, the timetables of feeder, liner, ferry and cruise ships and external influences such as tides by means of a "big data" evaluation algorithm. Variants for the individualisation of usage rights for different target groups are to be provided. The presentation of the maritime traffic forecast should be possible on both PCs and mobile devices and provide a new service for the maritime industry, thus enabling innovative business models.
Results of the Institute for Safety Engineering / Ship Safety e.V.:
Verhalten havarierter Li-Ionen-Batterien
Es wurde theoretisch und praktisch untersucht, welche Ursachen zu Schäden an Lithium-Ionen-Batterien führen können und welche Auswirkungen dann zu erwarten sind. Neben einer strukturierten Literaturrecherche wurden auch Real-Brand-Versuche mit Li-Ionen-Fahrzeugakkus durchgeführt und die dabei entstehenden Temperaturen sowie die freigesetzten Gase bestimmt. Wasserstoff wurde als sehr früh freigesetztes Gas identifiziert, so dass hier ggf. ein Ansatz für eine frühe Detektion von Gefahren möglich wäre. Es bestätigte sich zudem, dass die Menge der freigesetzten Gase vom Ladezustand der Batterie abhängt. Auch die Zellchemie und die Form der Zellen hat einen wichtigen Einfluss auf das Brandverhalten. Insgesamt wurde festgestellt, dass die Gefahr einer Brandausbreitung durch Brände von Elektrofahrzeugen größer ist, da sie schwerer zu löschen sind (also länger brennen), Batterieteile weit umherfliegen können und es immer wieder zu Rückzündungen kommen kann. Dies gilt insbesondere für die enge Stausituation während einer Fähr-Überfahrt. Während des Brandes können zudem Gase und Abbrandprodukte entstehen, die sich von denen konventioneller Fahrzeuge unterscheiden. Einsatzkräfte müssen darauf vorbereitet sein.
Bewertung der Risiken für den Transport von abF auf RORO-Fährschiffen
Im Teilprojekt wurden strukturierte Statistiken zur Bewertung des Risikos durch alternativ betriebene Fahrzeuge auf RORO-Schiffen erarbeitet. Zunächst wurde eine Aufstellung von Unfällen mit Elektrofahrzeugen weltweit angefertigt, wobei das besondere Augenmerk darauf gelegt wurde, in welcher Situation ein Brand entstanden ist. Hauptsächlich gerieten E-Fahrzeugen während des Aufladens oder während des Parkens in Brand. Auch Unfälle sind eine wichtige Brandursache. Interessant, insbesondere im Zusammenhang mit der Flutkatastrophe 2021 ist, dass es in einigen Fällen auch durch Überflutung von Elektrofahrzeugen nachfolgend zu einem Brand kam.
Eine weitere Statistik ermittelte, inwieweit die Gefahrensituation von außen (also vom Schiff oder vom Transportprozess) ausgehen kann, also welche Schiffshavarien auch Elektrofahrzeuge hätten derart beschädigen können, dass diese in Brand geraten würden. Als häufigste Schiffshavarie für Fährschiffe wurden Kollisionen, insbesondere mit Hafenanlagen, ermittelt. Dabei kam es auch immer wieder zur Beschädigung von Fahrzeugen. Auch schweres Wetter führte durch Ladungsverschiebung an Bord zuKurzbericht zu ALBERO, Teilprojekt des Institutes für Sicherheitstechnik / Schiffssicherheit e.V. massiven Beschädigungen von Fahrzeugen. Ein Brand auf einem Fahrzeugdeck ist auch eine wichtige Ursache für Folgebrände. Insgesamt ist die Gefahr von Folgebränden durch Schiffshavarien jedoch für Elektrofahrzeuge ähnlich groß wie für konventionelle Fahrzeuge.
Besonderheiten ergeben sich bei der zusätzlichen Betrachtung eines Aufladens während der Fahrt. Hier wurden Situationen definiert, in denen ein Aufladen nicht gestattet werden sollte, u.a. bei schwerem Wetter oder bei Transport von speziellem Gefahrgut auf dem gleichen Deck.
Results of the Institute for Safety Engineering / Ship Safety e.V.:
Maßnahmen zum sicheren Transport
Im Projekt wurde eine Vielzahl technischer, baulicher und organisatorischer Maßnahmen für einen sicheren Transport von alternativ betriebenen Fahrzeugen konzipiert und in Demonstratoren umgesetzt, u.a.:
- Empfehlungen für besonders geeignete Stellplätze für die verschiedenen Arten von abF
- Mitarbeit an der Entwicklung eines mobilen Wassersprühsystems, welches unter bzw. neben ein Fahrzeug gelegt werden kann und so eine effektivere Kühlwirkung hat als ein Sprinklersystem
- Berechnungen zu sinnvollen Luftwechselzahlen auf einem geschlossenen Fahrzeugdeck zur Verhinderung der Bildung explosionsfähiger Gemische durch Abblasen von Gastanks
- Empfehlungen zum Einsatz von Brandbegrenzungsdecken auf der Basis von Real-Brandversuchen
Maßnahmen zum sicheren Aufladen
An Bord sind andere Bedingungen als an Land, z.B. metallische Umgebung, Schiffsbewegungen und andere Stromnetz-Parameter. Eine für diese Bedingungen ausgelegte Ladesäule gibt es bisher nicht. Im Projekt wurde daher ein Anforderungskatalog entwickelt, der die besonderen technischen Spezifikationen benennt. Zudem wurden begleitende Umstände für die Ladeinfrastruktur bewertet und ggf. Empfehlungen ausgesprochen, u.a.:
- Unter welchen Bedingungen sollte eine AC- oder DC- Ladesäule installiert werden?
- Wie sollte die Kabelführung zwischen Auto und Ladesäule gewählt werden, um Gefahren (Beschädigungen, Stolperfallen) zu vermeiden?
- Welche Steckertypen sollte die Ladesäule anbieten?
- Wie kann man sicherstellen, dass nicht „normale“ Steckdosen an Bord durch Passagiere illegal zum Laden verwendet werden?
Online-Trainingssystem für beteiligte Personen
Im Teilprojekt wurde ein E-Learning-System für alle am Transport beteiligten Personen entwickelt. Es ist gemäß den einzelnen Prozessschritten (Buchung, im Hafen, Beladen, der sichere Stellplatz, die sichere Überfahrt, Aufladen an Bord, der Havariefall, Entladen) gegliedert und richtet sich an verschiedene Zielgruppen, z.B. Mitarbeiter in der Buchungszentrale, Stauplaner, Einweiser auf den Fahrzeugdecks oder Brandbekämpfungstrupps an Bord. Das System ist zweisprachig aufgebaut und barrierefrei, da die Informationen sowohl gelesen als auch gehört werden können. Für eine anschauliche Umsetzung wurden im Hafen und an Bord einer Fähre 360°-Fotoaufnahmen gemacht, wodurch ein modernes Design und eine innovative Bedienbarkeit möglich wurden. Das Lehrsystem wurde allen assoziierten Reedereien des Projektes (Scandlines, Stena Lines, TT-Lines) zur Verfügung gestellt und ist vollumfänglich nutzbar. Anpassungen an die ganz konkreten Bedingungen auf den einzelnen Schiffen sind möglich.

EFAS
Title
Mission support system for fire brigades to combat hazards on board seagoing vessels
Duration
2016-2019
Support programme
"Civil Security - Innovative Rescue and Security Systems" as part of the Federal Government's "Research for Civil Security 2012-2017" programme
Funding body
BMBF
Direct network partners
- Fraunhofer FKIE - Coordination
- Institute for Safety Engineering/ Ship Safety e.V.
- German Institute for Textile and Fibre Research Denkendorf (DITF)
- Ingenieurgesellschaft für Maritime Sicherheitstechnik und Management mbH Warnemünde
- Hubert Schmitz GmbH
- ATS Electronics GmbH
Associated partners
- Wilhelmshaven Fire Brigade
- German Shipowners' Association
- Port of Rostock
Overall objectives of the collaborative project
The overall objective of the project is to increase the safety of firefighters fighting hazards on board seagoing vessels in ports. Unlike in the case of accidents at sea, the shore-based fire brigades are deployed in the case of accidents on ships in ports. However, these fire brigades only have a basic nautical training. In principle, it is hardly possible to transfer land-based measures and systems to ship-based hazard control. The reasons for this are the very different spatial conditions on different classes of ships and the diversity of cargoes. In addition, there are situation-dependent conditions such as the manoeuvrability and stability of the ship (e.g. in the event of the ingress of extinguishing water), the steel environment, which has special properties, e.g. with regard to the development of heat, and the fact that, unlike in the case of a house fire, emergency forces have to make their way to the source of the fire in the opposite direction to the development of smoke when fighting the danger in the ship's hull. This creates an increased risk for the emergency services. In order to avoid damages and impairments, the project aims to increase the safety, efficiency and effectiveness of the emergency services with new technological developments. For this purpose, an innovative overall technological concept is being developed, which is composed of individual components. A constantly updating situation display system will be designed for the fire brigade's on-site operations management, which will be available to the fire brigade's operations management. On the one hand, depending on the type of ship, this is fed from a database to be developed with basic information such as fire-fighting equipment and safety systems available on board as well as the fire-fighting plan of the respective ship, technical ship data and access possibilities. On the other hand, it processes ship-specific cargo and dangerous goods data as well as passenger lists.
Overall objectives of the collaborative project
Digitised deck plans are to form the basis of the situation display. The situation display system will also receive a component for decision support, which will suggest sensible attack tactics taking into account the danger location (e.g. superstructure, engine room, cargo) and the expected development of the situation.
A system for locating firefighters on board during operations is to be developed. In addition, the condition of firefighters is to be recorded through the further development of intelligent clothing, e.g. for recording the ambient temperature, oxygen supply and other parameters. The localisation of the emergency forces and the recording of their condition via real-time monitoring represent an important input for the decision support system and help to correctly assess situations and to protect and guide rescue forces depending on the development of the danger. For the necessary broadband communication, a robust data connection from the ship is required. LTE systems are being researched for this purpose. A holistically optimised communication concept should also improve the efficient exchange of information between the on-site command, the teams on board the ship, the crew of the ship and the situation centre.
In addition, the acceptance of the developed support systems will be examined during the project, technical solutions will be transferred into standards and future developments such as changes in the fuels used (e.g. LNG; methanol, hydrogen) will be estimated.
Results of the Institute for Safety Engineering / Ship Safety e.V.:
Analysis of shipwrecks, scenarios
In order to narrow down the type of information required, an analysis of shipping accidents in port areas was first carried out. The period under investigation was 2000-2016. Reports in the media as well as investigation reports by the competent authorities in Germany (BSU) and other countries were evaluated for the list. The data was classified according to the type of accident (fire, water pollution, leakage of hazardous substances, industrial accident, water ingress) and relevant aspects (type of ship, type of cargo, alarm chain, cause of the accident, measures, problems during operation, damage). A total of 390 accidents were recorded, most of which were incidents involving water pollution. In these incidents, the intervention of the fire brigades is usually not associated with an operation on board, so they were not examined in more detail in EFAS. A more detailed evaluation was made of 45 incidents that appeared to be of particular relevance. Based on the accident analysis, the scenarios "fire" and "hazardous substance leakage" were identified as particularly frequent on the one hand and as particularly relevant on the other.
Analysis of training content
A survey was conducted to find out which topics the fire brigades think should be trained more in the future. A comprehensive questionnaire was developed for the survey. The results showed that especially issues related to water ingress, evacuation of persons and the use of alternative fuels should be taught more frequently and intensively in further training courses. The reading and evaluation of ship plans for a quick preparation of bearings and planning of measures was also assessed as a necessary need for further training, similarly to questions related to communication between all parties involved and maritime English.
Development of teaching materials
Within the project, the "Handbook for fire brigades - emergency management on seagoing vessels" was produced - a compendium for fire brigades on the specific conditions on board and the special features of the safety systems on different types of ships. The book was presented to the Havariekommando, where it was rated as very good teaching material.
Furthermore, a deck model was made for the illustrative presentation of ship plans and for use in the preparation of situation pictures. An accident can thus be quickly illustrated and possible attack routes for the emergency forces can be discussed using the model. At the same time, the deck model can also be used for simulation games. For use in further education courses, an LNG bunker simulation model was built for practical practice of the courses of action before, during and after the bunkering of liquefied natural gas.
Results of the Institute for Safety Engineering / Ship Safety e.V.:
Recommendations for action
For the integration into the decision support system (EUS), concrete recommendations for action for emergency forces were developed for the defined scenarios. For this purpose, tree structures were first created, e.g. for the case of "fire", along which menu navigation would be possible and which would guide a user step by step to the information he or she is looking for (e.g. fire, fire prevention, fire prevention). Fire on tanker Fire on oil tanker Fire in the engine room extinguishing systems in the engine room). When clicking on the individual fields, the respective stored information could then appear in the EUS.
Performance limits of the human body
The institute carried out extensive research on limit values of various physical/chemical quantities with regard to the maximum load capacity of the human body. This was to be used to define sensible alarm thresholds for the sensor technology integrated into the protective clothing. Among other things, the resilience of the body to temperatures and pressure as well as chemical substances that are to be expected in fire gases were investigated.
Field test and exercises
During the project period, various smaller field tests for functional tests were prepared together with the other direct or associated partners. These took place in the fire container in Wilhelmshaven.
In addition, an extensive final evaluation exercise was organised on the traditional ship in Rostock-Schmarl to test the interaction of all the sub-technologies developed by the individual partners. The Rostock fire brigade was won over as a testing user. The exercise was successfully carried out on 23 September 2019.
All project results are described in detail in the final report.

Skillful
Title
Skills and competences development of future transportation professionals at all levels
Duration
2016-2019
Website
Support programme
European Union's Horizon 2020 Research and Innovation Programme
Direct network partners
- Forum des Laboratories Nationaux Europeens de recherche Routiere - Coordination
- University of Newcastle upon Tyne
- Fundacion de la Comunidad Valenciana para la Investigacion, Promocion y Estudios Comerciales de Valencia Port
- Universita degli Studi di Firenze
- Zilinska Univerzita v Ziline
- Ethniko Kentro Erevnas Kai Technologikis Anaptyxis
- Deep Blue SRL
- Teknologian tutkimuskeskus VTT Oy
- Tyoethehoseura RY
- European Conference of Transport Research Institutes
- Institute for Safety Engineering / Ship Safety e.V.
direct affiliated partners
- Foundation Wegement - a European Association of Universities in Marine Technology and related Sciences
- Union Internationale des Chemins de Fer
- Belgisch Instituut voor de Verkeersveikligheid VZW Institut Belge pour la Securite Routiere ASBL
- Berlin University of Technology
- EURNEX e. V.
- Universitat de Valencia
- Politecnico di Torino
- University College Dublin, National University of Ireland
- MOV'EO
- Instituto Superior Tecnico INSTITUTO SUPERIOR TÉCNICO - BENEFICIARY
Overall objectives of the collaborative project
The transport sector employs over 10 million people in the EU. At the same time, transport is a social sector that is developing rapidly and is highly influenced by automation, electrification and greening, and therefore faces problems in filling its different areas with adequate and qualified personnel. This fact makes changes in training and education content, curricula, tools and methods absolutely imperative, incorporating lifelong learning aspects for professionals in all transport sectors. The vision of SKILLFUL is to identify the skills and competences needed by the transport workers of the future and to define the training methods and tools to fulfil them. For the above trends, employability through SKILLFUL will be closely linked to the future requirements for transport occupations for all transport modes and multimodal chains and for all levels/types of workers, while including and integrating all training modes in a balanced way.
Overall objectives of the collaborative project
To achieve this, SKILLFUL aims to review the existing, emerging and future knowledge and skill requirements of workers at all levels in the transport sector and to structure the key specifications and components of curricula and training courses needed to meet or optimise these competence requirements. New approaches in the education and training chain will be identified to achieve Europe-wide competence development. The project results will be verified through a large number of pilot courses with low to high skilled workers from all transport modes across Europe.

Compass
Title
Competence and organisation for mass casualties in maritime shipping
Website
Duration
2014-2017
Support programme
Research for Civil Security
Funding body
BMBF
Direct network partners
- Institute for Safety Technology/Ship Safety e.V. (coordination)
- mainis IT-Service GmbH
- GS Electromedical Devices G. Stemple GmbH (GS), corpuls
- Albert Ludwig University, Institute for Sociology (ALU)
- BG Klinikum Unfallkrankenhaus Berlin gGmbH (ukb)
- Greifswald University Medical Centre, Department of Trauma and Reconstructive Surgery (UMG)
Associated partners
- AIDA Cruises
- Bugsier-, Reederei- und Bergungs-Gesellschaft mbH & Co. KG
- Rostock Port & Seamen's Office
Overall objectives of the collaborative project
Major emergencies in the maritime environment can occur at any time and affect a large number of people. While there are now tried and tested operational concepts for complex damage situations on land, this is not the case for the sea and port area.
A mass casualty incident at sea presents many special circumstances compared to land, such as difficult access for rescuers, distance, limited space, limited means of transport, especially in severe weather conditions.
Overall objectives of the collaborative project
Dealing with such an emergency requires the effective cooperation of various actors: rescue teams, national and international authorities, shipping companies and port operating companies must communicate with the ship's crew and make joint decisions to provide the best possible care for those affected.
The aim of COMPASS is to design, develop and implement an integrative management system for patient care at sea, consisting of structural, organisational and technical measures.
Results of the Institute for Safety Engineering / Ship Safety e.V.:
Within the sub-project of the joint project KOMPASS, the Institute for Safety Technology / Ship Safety e.V. has developed and tested various approaches for making the management of an MANV at sea more effective, among other things with regard to
- Integration of the topic of MANV at sea into the medical refresher courses for ship's officers.
- the integration of offshore installations into an evacuation concept
- the creation and training of MANV concepts on passenger ships
- the expansion of the medical equipment on board specifically for MANVs
The concepts and results developed represent basic approaches that can be adapted for the concrete ships or authorities. An important project result is the general sensitisation of stakeholders to the issue.
Results of the Institute for Safety Engineering / Ship Safety e.V.:
While accidents such as fire or water ingress on ships are well-known and studied incidents from maritime tradition, an MANV at sea is a relatively new scenario, which has gained in importance mainly due to the strong increase in passenger shipping in recent years.
During the course of the project, it also became clear that improved political solutions, or even political solutions at all, would have to be created in the future in order to be able to prevent and manage MANVs at sea more effectively. In particular, the federalism in Germany appeared to be a hurdle in many places for a uniform technical and organisational processing of an MANV at sea. At the same time, the ever-increasing size and number of persons on cruise ships raises questions. Legal limits seem to make sense here.
The highly complex topic is not finished with the end of the project and must continue to be researched intensively in the future.

Sireva
Title
Safety of persons during rescue and evacuation processes from passenger ships
Duration
2013-2016
Support programme
Research for Civil Security
Funding body
BMBF
Direct network partners
- Fraunhofer FKIE - Coordination
- ATS Electronics GmbH
- Wismar University of Applied Sciences, Department of Maritime Studies
- IAW, RWTH Aachen University
- INTERSCHALT Maritime Systems AG
- ISV - Institute for Safety Engineering/Ship Safety e.V.
- Lloyd's Register
- Marinesoft GmbH
- MARSIG mbH
Associated partners
- AIDA Cruises GmbH
- Federal Ministry of Transport, Building and Urban Affairs (BMVBS), WS 23
- Rostock Port and Seamen's Office
- German Shipowners' Association
- World Maritime University
Overall objectives of the collaborative project
The overall objective of the project was to support a complete, fast and safe evacuation of passenger ships by developing innovative concepts and technical solutions with special consideration of elderly and mobility-impaired persons. The concepts should increase the safety of people on passenger ships without restricting their freedom and personal rights.
Overall objectives of the collaborative project
Taking psychological findings into account and with the aim of achieving a high level of usability, technical approaches were developed for person tracking, steering crew members and passengers, stationary displays for the crew, dynamic escape route displays, a decision support system module and the establishment of a shipping company situation centre. The developed concepts and technologies were evaluated and revised during field tests.
Results of the Institute for Safety Engineering / Ship Safety e.V.:
The ISV e.V. sub-project focused on the areas of evacuation procedures and structural and technical support, especially for persons with limited mobility (PEM).
In an extensive field test with more than 150 people involved, different evacuation concepts were examined depending on the storage of the life jackets in the cabins or at the sample station. The results showed that, depending on the size of the ship, the structural conditions and the process organisation, a shorter total evacuation time can be expected if the life jackets are issued to the passengers at the sample station.
Interviews with the crew were conducted on the organisation and conditions of transporting PEM in emergency situations. In parallel, persons with limited mobility were interviewed about their support needs on board.
Results of the Institute for Safety Engineering / Ship Safety e.V.:
With this background, aids were tested directly on board and evaluated according to the criteria determined. Principle models were developed to facilitate the overcoming of stairs with rolling aids. The research showed that a rescue harness carrying seat is a good solution in many respects to support PEM on the way to the assembly point in an emergency. Promising development potential was also revealed by looking at the lifts on board passenger ships. The possibilities of upgrading the lifts for inclusion as transport aids in emergency situations are on board (in contrast to on land) have hardly been exploited so far.
The research on the level of training of crews as well as in teaching on how to deal with passengers with "special needs" [PEM] revealed potential for expansion and concretisation beyond the current internationally defined framework (STCW).