POLISH MARITIME RESEARCH 3 (99) 2018 Vol. 25; pp.

44-53
10.2478/pomr-2018-0095

AN ANALYSIS OF BASIC PARAMETERS OF RO-PAX FERRIES

IN THE BALTIC SEA AS GUIDELINES FOR ITS PRELIMINARY DESIGN

Lucjan Gucma
Julia Raczkowska
Maritime University of Szczecin, Poland

ABSTRACT

This paper presents results of an analysis of the operating and maneuvering parameters (length, width, draft, main
propulsion power and maneuvering equipment, and windage area) of the Ro-Pax ferries over 150m in length. The analysis
takes into accounts all ferries operating in the Baltic Sea in 2017. The work also includes route analysis of the collected
Ro-Pax units. The influence of port infrastructure is also discussed. The mean optimal Baltic Sea Ro-Pax ferry and its
parameters for short term and long term forecasts are presented. This paper may be used as a primary guideline for
the determining the optimal Ro-Pax ferry dimensions size for the Baltic lines in terms of preliminary ship design.

Keywords: Ro-Pax ferry, ship design, ferry traffic, operating parameters, maneuvering parameters, analysis of ship dimensions

INTRODUCTION with restrictions on the length, beam and draft in terms

of the passage of canals and channels, ship’s approach to river
Ship design is a complex process, consisting of several estuaries, and calling at certain ports. The preliminary ship
subsequent stages, compliant with Evans’s rule of design design encompasses the following more detailed objectives:
helix, and elaborated by Andrews in terms of helix loops. Selection of main ship dimensions; Development of the ship’s
(Charchalis & Krefft, 2009) The essence of this design hull form; Specification of main machinery and propulsion
approach is illustrated in the Fig. 1. The expected solution is system type and size; Estimation of auxiliary machinery
reached by verifying design decisions made at the preliminary type and powering; Design of general arrangement of main
design phase in the progressive course of design process. and auxiliary spaces (cargo spaces, machinery, spaces and
Traditionally, ship design may be considered in the four main accommodation); Specification of cargo-handling equipment;
phases process, namely: Design of main structural elements for longitudinal and
1. Concept design – Feasibility study; transverse strength; Control of floatability, stability, trim and
2. Preliminary design; freeboard, and Tonnage measurement (Papanikolaou, 2014).
3. Contract design; and The concept phase, which generally is an iteration process,
4. Detailed design (Papanikolaou, 2014). plays a critical role in the final project results. This process
Early stages of each modern ship design are concept design requires the repetition of a single analysis procedure, or
— feasibility study and preliminary design, also known as sometimes even all cycles, several times. The empirical
basic design (Papanikolaou, 2014). The base for ship design equations form the base for analytical methods. They are
are very precisely defined in client’s requirements. They are usually determined using regressive analysis of collected data
prepared in form of technical and economical features of future on similar, significant ships. The mathematical relationships
ship. Next, client’s assumptions are checked for compliance between different dimensions, parameters and features

44 POLISH MARITIME RESEARCH, No 3/2018

of specified type of vessel are shown in these equations. material orders, man-hours and cost data. Asides from the
(Charchalis, 2013) The verification based on contemporary design department’s records, a prime source of data on the
significant ship database is the key to achieve the reliable dimensions of almost all types of ships is Lloyd’s Register.
accuracy of analytical methods. Iteration methods require It provides extensive information about all sea-going, self-
application of data coming from the significant ships database. propelled merchant ships of 100 GT and above, irrespective
The obtained relationships, which comply with the client’s of their classification. The most significant advantage of this
ship assumptions and main dimensions coming from similar data, in comparison to data obtained from articles in the
ship database, are used to determine general dimensions technical press and similar sources is that it’s provenance
of the designed ship, and are the basis for further optimization guarantees its complete confidence. The collected information
studies. This stage gives fundamental data on ship design, relates mostly to: ship dimensions and dimensional ratios;
like her main dimensions, hull form or powering, which ship’s lines, with block coefficient and LCB position, etc.;
have strong influence on further ship design and project powering; general arrangements; steel-weight, outfit weights
cost, and consequently construction and exploitation costs. and machinery weights; areas and volumes; the many rules
Any changes of ship data specified at this phase made at later applicable to ships; the many different items that make up
stages can entrain great expenses for shipowner. outfit with notes on their capabilities, weights and the services
The contract design phase aims to prepare all necessary they require; cost data of all sorts (Watson, 1998).
calculations and naval architectural drawings, as well as the The most significant benefit of well organized ship database
drawing up of the technical specifications of the designed infrastructure and proper software is that, the feasibility–
ship. The documents are the base for the formal shipbuilding concept design may be accomplished in 1 day or even less.
contract between the ship owner and the shipyard. (Papanikolaou, 2014)
This paper and the information held within it could be used
as a method for preparing a primarily analysis for further
studies aimed at designing new Ro–Pax vessels and predicting
the trends of ship designing development.

SELECTION OF FERRY’S MAIN DIMENSIONS

The design of ships dimensions is always a compromise

between ship owner’s requirements, legal and technical
restrictions and waterway and infrastructure limitations.
When determining the main dimensions of ship, beam and
draft in particular, topological limits of the route acts as
a boundary line, often dictating the result value.
There are six dimensional relationships linking the four
Fig. 1. The Andrews – Evans design helix (Andrews, D. J., 1985; Evans, J. H., main ship dimensions of length, beam, depth and draft. To
1959; Iza, V., 2003) solve either the weight or volume equations three of these
have to be used. The relationships are (Bertram, 2000):

SHIP DESIGN DATA B = ƒ(L) D = ƒ (L) (1)

D
B == ƒ(L)
ƒ (B) T=
D = ƒƒ (L)
(L)
The initial design phase is significantly based on data
T
D = ƒƒ (D) T
T==
= ƒƒƒ (L)
(B)
gathered from preexisting implemented ship designs and B == ƒ(L)
(B) D (L) (2)
existing ships themselves, similar to the vessel being designed. T T
More specifically, using statistical methods, dimensions and D == ƒƒ (D)
(B) T== ƒƒ (B)
(L)
their corresponding relationships with the designed ship, the T = ƒ (D) T = ƒ (B) (3)
collected data is used. In the past, most of the information
was obtained from articles in the technical press (i.e. R.I.N.A’s where:
Significant Ships series). The design information, usually B – beam [m];
including plans, published in these articles are based on data T – draft [m];
provided by the shipbuilders. The main and fundamental L - length [m]; and
data  source is a company ship database built based on D – depth [m].
information about ships which have been designed, built,
or owned by the companies for whom the data collector For the economy of construction, a ship should be perceived
works. The majority of  companies create and update as a container. As the straight-side container which has the
a comprehensive ship database including the calculations, least surface area for a given volume is a cube, therefore,
plans, specifications, tank test results, trial trip reports, the vessel, according to this approach, should be as closely as

POLISH MARITIME RESEARCH, No 3/2018 45

possible to this shape. This approach, according to (Watson, capacity (length of the load line). From the navigational and
1998), requires that draft (the smallest of the dimensions) operational point of view, the length of the ferry determines
should be the maximum permitted by length, breadth and the necessary length of the mooring line of the quay. In
depth; that depth (the next smallest dimension) should be most cases, the Loa of the ferry should be shorter than the
the maximum permitted by length and breadth; that breadth existing length of the quay, so that it is possible to provide
should be the maximum permitted by length and finally that proper angle of bow or stern lines. The length of the ferry
the block coefficient CB should be as full as possible. also determines the minimum diameter of the turning
Designing a new vessel usually starts with determining the place in the port. The minimum diameter of the turning
ship’s length. The length is usually specified based on similar place should be 1.5 Loa, however in special cases, the ferry
ship data derived from a ship design database. In the case is able to turn within a smaller area, i.e. up to 1.2 Loa, but
of deadweight carriers, next the displacement is estimated. this should be confirmed by individual tests usually carried
After the preliminary estimation of the ship’s length as well out using simulation methods. Determining the minimum
as the block coefficient CB , the ship’s width in relation to the maneuvering area in this case involves the necessity to carry
draft is determined. These dimension are directly connected out real time maneuvering simulation tests under varied
with each other through following formula: conditions.
The ship’s breadth (B) is a parameter, which for Ro-Pax
ferry is not very variable when changing the length of the
B·T = ‫ ׏‬/ (L‫ڄ‬CB ) (4) ferry. It influences mainly on the speed characteristics of the
ferry (appropriate slenderness) and, above all, on the number
where: of loading lines per car deck. Typically, the width of a single
B – beam [m]; load line lane for heavy goods vehicles is set at 3.1m – 3.6m.
T – draft [m]; Narrowing the car lines increases the total length of the load
L - length [m]; and line, but may cause difficulties in loading (increased loading
CB – block coefficient [-]. time) and more difficult access in case of fire. In terms of the
maneuvering area for the ferry, the width determines the
If neither restricted nor limited, the choice of proper width minimum width of the approach waterways to the terminal.
values usually results from the stability demands. Draft, which The minimum width of the waterway is defined as the
must correspond to the formula 4, it is chosen in relation to multiplicity of the unit’s width and is taken as a value from
the width such that the desired degree of stability results. For 2 B (or sometimes even less) to even 4 B depending on the
ships with restricted dimensions (particularly draught), the navigational conditions and the type of the water body. The
width required for stability is often exceeded. (Schneekluth average width of large Ro-Pax ferry is around B ≈ 28m. Such
& Bertram, 1998) Correlation between coefficients L/B and widths in the analyzed ports (Świnoujście, Ystad, Trelleborg)
B/T are essential to define the impact of specified dimensions do not affect the restriction in this respect, therefore it can
in ships. Coefficient B/T effects transverse stability of the ship be considered as irrelevant in terms of navigation.
and her hydrodynamic performance. Increasing of breadth Draft of the ferry (T) is assumed that the safe depth of the
has a positive influence on stability. However, it also increases basin should allow the ferry to enter with adequate reserve
resistance of a hull and requires higher propulsion power. for water levels decrease. Significant squat of the ferry should
L/B has impact on hull resistance and therefore its power. be taken into account, because in difficult conditions, to
In terms of ship stability, the L/B ratio is less significant than keep the right momentum of the maneuver captain should
the B/T ratio. maintain a significant speed (even up to 7 in) when entering
the port. Ro-Pax ferries, however, due to the spatial cargo
BASIC DESIGN DATA OF RO-PAX FERRIES WITH have relatively low draft compared to other types of ships
CONSIDERATION OF PORT INFRASTRUCTURE of similar length. These values reach up to approximately
T = 6.5m and do not cause significant navigation restrictions
The main design parameters of ferries are discussed below at medium water levels in the majority of Baltic Sea ports.
and their importance in terms of matching the ferry to the The transverse windage area (Fyn) is the result of providing
existing port infrastructure. The basic ferry operational adequate dimensions of the ferry and struggling to increase
parameters influencing predesign are (Gucma S., 2012): the space for the spacious ro-ro cargo and passengers,
1. total length (Loa), which highly increases the windage area. Properly selected
2. breadth of the ferry (B), parameters of the main and auxiliary propulsion enable, in
3. draft of the ferry (T), turn, keeping the maneuverability of the ferry under given
4. transverse windage area (Fyn), operating conditions.
5. power of the main propulsion (P), The total power main propulsion (P) is selected to ensure
6. power of side thrusters (Pss), the right speed characteristics. The power of propulsion
7. type of propulsion and steering devices. devices also determines with the power of additional steering
The total length (Loa) is the most important parameter gears the possibility of independent maneuvering, including
of the Ro-Pax ferries, because it influence the loading mainly overcoming by the ferry of aerodynamic drag, which is

46 POLISH MARITIME RESEARCH, No 3/2018

related to the windage area of the ferry. Power of side thrusters Baltic ferry operators currently serve 29 independent
(Pss). In most large Ro-Pax units, in order to generate forces lines. The vast majority of the routes (97%) are international
and moments in the ship forebody (or balancing the moments connections. The only domestic route is the connection
in the stern section), a set of bow thrusters on (1 to 3) or between Swedish island Gotland and the port of Nynäshamn
stern thrusters (usually maximum 1 stern rudder) is used on the mainland. As a matter of fact, there are far more
for maneuvers without using the tugs. domestic lines connecting Swedish, Danish, Norwegian
The following types of propulsion and steering devices are islands with their respective mainland’s. However, they are
most frequently used on Baltic Ro-Pax ferries are: served by small local ferries operators with fleet usually under
1. classical: aft – two controllable pitch propellers (CPP), 150m in length. The Fig. 3. gives an overview of the Ro–Pax
two unconventional rudders placed behind the propellers ferry connections in the Baltic Sea as of 2015.
(usually active Becker style), optional stern thrusters; bow
– bow thruster or thrusters (approximately on over 90%
of ferries);
2. azimuth: aft – 2 azimuth propulsors (both gondola type
and without gondola) placed on the extreme sides of ferry
(less than 10% of ferries), bow – bow thrusters;
3. azimuth propulsors used on two-sided ferries (one or two
on the bow and same on stern);
4. others, such as the VS drive, very rare on ferries.
To determine the operational parameters for ferries an
individual method is used, which consists in analyzing a given
ferry in relation to a given position and determining extreme
conditions (wind force, current speed and direction etc.).

MAIN ROUTES AND FERRY TRAFFIC

IN THE BALTIC SEA Fig. 3. The map of Ro – Pax ferry connections in the Baltic Sea as of 2017
Ro-ro & ferry (atlas Europe 2016/2017)
As the question of the actual borders of the Baltic Sea
Region remains open, for the purpose of this research, we According to collected data, Swedish ports handle nearly
include ten countries featuring their coastlines along both 71% of all Ro-Pax ferries’ Baltic voyages, what makes them the
the Baltic Sea and Skagerrak Strait. These are (in alphabetical busiest in the BSR. This is not surprising, as Sweden has been
order): Denmark, Estonia, Finland, Germany, Latvia, the leader among the BSR countries in terms of the number
Lithuania, Norway, Poland, Russia and Sweden. Based on of ferry connections with other countries of the Baltic Sea
given assumptions, the data were collected from two databases for many years. (Uriasz, 2010; Wiskulski, T. & Bar-Kołelis D.,
(http://matkustajalaivat.com, www.ferry-site.dk). The total 2012) Sweden has developed ferry connections with nearly
of 62 ferries, operated by 16 ferry companies, were listed all Baltic countries, except for Norway and Denmark, thanks
and processed statistically. The Fig. 2. illustrates the analysis to a great number of ferry ports (11 ports listed). The most
of number of the operators’ fleet. used Swedish routes lead
to Germany, Finland and
Poland (5, 4 and 4 routes
respectively). Other rather
traffic-dense BSR are Danish
Straits and Kiel Canal.
Denmark and Norway are
connected by five different
routes. However, these lines
are often serviced by only
one ferry.
The busiest international
routes are Helsinki –
Tallinn and Trelleborg
- Rostock links. Both
Fig. 2. The analysis of number of the operators’ fleet connections are serviced by
6 different ferries of 4 and 2 different operators respectively.
Other very popular routes connect Stockholm with Finnish
cities – Helsinki and Åbo. 4 different ferries of 2 different

POLISH MARITIME RESEARCH, No 3/2018 47

 Tab 2. Quantitative analysis of selected vessel parameters
ferry companies operate on these lines. The only connection
with Russian port is St. Petersburg – Helsinki – Stockholm Parameter b/y L oa [m] B [m] T [m] P [kW] Pss [kW] Fny [m 2]

– Tallinn route served by a cruise Ro-Pax ferry of St. Peter Sample size 62 62 62 62 62 34 62
Minimum 1980 152.2 23.7 4.8 13020 1000 3140
Line Company. A little more than 40% of all BSR connections
Maximum 2014 243.3 32 7.416 50400 9300 6800
is serve by only one Ro-Pax ferry. This concerns mostly Mean 1998 187.95 27.79 6.40 27097.61 2981.65 4585.81
traffic between Sweden and Baltic States, and Denmark Median 1999 186.21 27.7 6.4 25200 2601 4500
and Germany. Quartile 1 1990 174.67 26.45 6.22 22400 2200 3700
Quartile 3 2000 198.99 29 6.70 31021 3261.5 5037.5

INFLUENCE OF PORT INFRASTRUCTURE ON Standard deviation 9.21 17.83 1.95 0.48 9192.07 1521.21 934.80
Skewness coefficient - 0.17 0.87 0.03 - 0.63 1.12 2.54 0.62
PRELIMINARY FERRY PARAMETERS Relative kurtosis -1.03 1.06 -0.13 1.77 1.093 8.57 -0.39

Very specific in Ro-Pax ferry trade is strong influence From the data in Table 2 we can see the mean values
of the existing and planned port infrastructure on design of each, examined vessel parameters. The data indicate that
parameters. The major parameter here is length of the ferry the average Baltic Ro-Pax ferry is 19 years old, 188m long,
quay (L) which will affect possibility of mooring of given ships. 28m wide and 6.4m deep. Her main propulsion power is
Another aspect is the turning possibility that is obviously 27,100kW, her stern and bow thunders power is 3,000 kW
the function also of ferry length (Gucma L., 2010). Table 2 and her topside projected area is 4,600m2.
presents of existing and planned parameters of three ports The standard deviation values show relatively small
for operation of Ro-Pax ferry considered in this study. statistical dispersion from mean value of all analyzed
Tab 1. Chosen quay parameters (length) for considered ferry operating parameters. A similar situation occurs in the
case of the kurtosis values, which suggest slight skewness of
Port Świnoujście Ystad Trelleborg
analyzed parameters’ values. Merely the kurtosis values for
Existing quays
of 150m<L<200m
4 1 6 vessel main power indicate significant differences between
Existing quays
the normal distribution and the kurtosis estimator, which
1 2 1 results from a large number of vessels with an engine of the
of 200m<L<230m
Existing quays of L>230m 0 0 1 power ranging from 20,000kW to 30,000 kW.
Planned quays of L>230m
1 3 3
(within 3 years) VESSEL’S YEAR OF BUILD

It should be noted that the mean age of Ro-Pax ferries

currently operating in the Baltic Sea is around 18 years.
ANALYSIS OF SELECTED PARAMETERS The detailed frequency distribution of ferries in the form
OF RO-PAX FERRIES CURRENTLY of a histogram is shown in Fig. 4. An analysis of data shows
OPERATING IN THE BALTIC SEA that a significant number of ferries was built between 1985 and
1995 (22 vessels). These are vessels that need replacing with
The sample size covered by Baltic Sea operating ferry newer ones. It can be seen that in 2005-2010 a considerable
parameters. The data was collected in the beginning of 2017. number of new ferries (16 vessels) were placed into service.
Sample covers 62 ferries operated on the Baltic Sea at the
beginning of 2017. Only ferries with a length of more than
150m were considered. It should be noted that ferry lines are
often handled by sister units. Consequently, the sample size
is reduced. The presented ferry parameters analysis allows
to determine the average parameters of ferry currently
operating, the ferry development trends in the Baltic Sea
and indispensable power for equipment for controlling
ship’s movements depending on the ferry’s dimensions. The
following parameters of the vessels were analyzed:
– building year – b/y,
– length overall – Loa [m],
– bream – B [m], Fig. 4. Analysis of the age of Baltic ferries (as of 2017)
– draft – T [m],
– main propulsion power - P [kW],
– thunders power – Pss [kW], The changing dynamics of length overall in relation to
– transverse windage area – Fny [m2]. the building year of ferries in the Baltic Sea (Fig. 5) shows no
Table 2 presents selected quantitative statistical parameters significant changes over time. The average ferry length grow
of the examined data in the form of measurements of central is only 0.86m per year. This is caused by the market demand
values, variations, symmetry and concentration. and the slow expansion of port infrastructure, which has an

48 POLISH MARITIME RESEARCH, No 3/2018

average lifespan in excess of 25 years. At that time of lifespan,
the average length of the ferries in the Baltic Sea has increased
by only 21m. In the Fig.5. one can also notice a group of several
new ferries, built between 2005 and 2010, whose average
length is approximately 200m if not slightly less.

Fig. 7. Analysis of width (B) of Baltic Ferries (as of 2017)

Though the analysis of the ferries’ breadth (Fig. 7) indicates

a small effect of the length of ferries on their breadth, all
of the ships are within the coefficient L/B range for fast and
passenger vessels, which value ranges between 6.5 and 8.5.
Fig. 5. Changing dynamics of length overall (Loa) of Baltic ferries in relation
to their building year (as of 2017)

VESSEL’S LENGTH

The length overall (Loa) of the ferries is shown as

the frequency distribution in Fig. 6. It can be seen that
a significant part of the units are from 170m to 200m (39%).
Ferries of 200m to 220m make up only 16%. Ferries over
230m are a rarity. This is mainly due to the fact, that port
infrastructure is not properly prepared to receive such ships.

Fig. 8. Analysis of width (B) as a function of length overall (Loa) of Baltic ferry
(as of 2017)

VESSEL’S DRAFT

Analysis, in a form of histogram, of draft (T) of the ferries

is shown in the Fig. 9. It indicates that the draft of significant
part of the vessels ranges from 6.2m to 6.9m (66%). The
average draft of Baltic Ro-Pax is about 6.4m and rarely exceeds
6.9m (11%).

Fig. 6. Analysis of length overall (Loa) of Baltic Ferries (as of 2017)

VESSEL’S BREADTH

A histogram of the vessel’s breadth is presented in Fig. 7.

The average breadth of ferries with length overall over 150m
is B = 28m and the ferries with width ranging from 27.5m
to 29.0m make up the majority (42%). Noteworthy, ferries
rarely exceed 30m (11%). Fig. 9. Analysis of draft (T) of Baltic Ferries (as of 2017)

POLISH MARITIME RESEARCH, No 3/2018 49

 The L/T ratio is essentially a secondary relationship
resulting from formula in 4. Analyzing ferry’s draft one comes
to similar conclusions as in the case of the width (Figure 8).
Vessel’s draft does not depend significantly on its length
overall.

Fig. 12. Correlation of main propulsion power (P) from transverse windage
area of the ferry (Fyn) of the Baltic ferry (as of 2017)

Transverse windage area of the ferry (Fyn) of the ferries is

shown as the frequency distribution in the Fig. 13. It can be
seen that a significant part of the units range from 4,000m2
to 5,0000m2. The histogram slightly corresponds with an
analysis of ferries’ length overall (Loa), as there is a correlation
Fig. 10. Analysis of draft (T) as a function of length overall (Loa) of Baltic between these two parameters.
ferries (as of 2017)

VESSEL’S PAR A METERS INFLU ENCING ITS

MANEUVERING POSSIBILITY

The transverse windage area of the ferry (Fyn) is a basic

parameter that determines the vessel’s maneuverability and
power requirements for self-maneuvering. There is a strong
correlation between a topside projected area and length
overall of the ferries. This phenomenon was proven in the
Fig. 11.
Fig. 13. Analysis of transverse windage area of the ferry (Fyn) of Baltic Ferries
(as of 2017)

An analysis main propulsion power (P) of Baltic Ferries is

illustrated in the Fig. 14, including a bar chart. An analysis
of data in figure above shows that the most frequently present
in the BSR vessels were those propelled by an engine with
power ranging from 20,000kW to 30,000 kW, as they account
for nearly 55% of all vessels.

Fig. 11. Correlation of the topside projected area of the ferry (Fyn) from
the length overall (Loa) of the Baltic ferry (as of 2017)

Figure 12 presents the dependence of the total power of

the main propulsion (P) on the transverse topside projected
area (Fny) of the Baltic ferries. It shows a strong correlation
between these parameters, not including fast ferries, which
were designed for speeds higher than average (Vrs = 22kn).
Fig. 14. Analysis of main propulsion power (P) of Baltic Ferries (as of 2017)

50 POLISH MARITIME RESEARCH, No 3/2018

 The dependence of the total power of bow and stern By assuming that the dynamics of infrastructure
thunders (Pss) from length overall is shown in the Fig. 15. development will not change significantly, it will be able
It indicates the correlation between a thunder power and to be operated for about 25 years. Such a ferry will be able to
a ferry’s length. This is understandable, as they are designed use the existing infrastructure in the Baltic Sea during that
to balance wind torque, which increases with a vessel’s length. time and can be easily moved over Baltic Sea lines.
As a maximum ship – the future one, which will be able to
be served only in some ports and will be slowly coming into
operation over next 10 years is Ro-Pax with the parameters:

Name: Ro-Pax300m
Loa = 230m
B = 30m
T = 6.7m
Fny = 5,800 m2
P = 33,000 kW
Pss = 6,000 kW

Fig. 15. Correlation of total power of bow and stern thrusters (Pss) from length CRITICAL WIND SPEED FOR FERRY OPERATION
overall (Loa) of Baltic ferries (as of 2017)
Critical wind speed (vk – the maximum transverse
Figure 16 presents an analysis of total power of bow and wind speed for safety operation) is a crucial parameter for
stern thunders (Pss) of Baltic Ferries It shows clearly a greater Ro-Pax ferries determining the no-delay operation. Expert
number of vessel with total power of bow and stern thrusters investigations have been made to determine parameters of
between 3,000 kW and 4,000 kW, as they account for nearly critical wind speed by ferry captains. The values are subjective
69% of all vessels. Vessels equipped with bow and stern but its estimation is averaged by ferry crew in long time
thrusters of power over 7,000kW are a rarity (6%). operation experience. The Tab. 7 shows these critical wind
speeds (vk) for safe operations of various ferries exploited
in the South-West Baltic area. The linear model is created
to establish dependence of such an indicator on the critical
speed of the ferry (Fig.15) in form:

ܿ௣ ܲ ൅ ݇ܲ௦௦
‫ݒ‬௞ ൌ ݂ሺ ሻ ൌ ݂ሺ ሻ
‫ܨ‬௬௡ ‫ܨ‬௬௡
where:
vk – critical speed [m/s]
Fig. 16. Analysis of total power of bow and stern thunders (Pss) of Baltic Ferries P – main propulsion power [kW];
(as of 2017) Pss – total power of thrusters [kW];
cp – coefficient of power [-];
k – empirical coefficient assumed as 12.
The coefficient k is optimized to achieve highest
DETERMINATION OF FUTURE MEAN determination coefficient (R) in linear model presented in
FERRY PARAMETERS the Fig. 17. Similar methodology was used in (Gucma S., 2012).
Tab. 3. Critical wind speeds determined by the captains of ferries
Statistical analysis of selected parameters of ferries and coefficient power of selected ferries
currently operating on the Baltic Sea leads to the conclusion
Main propulsion

Sum of thrusters
transverse area
Length overall

that the medium, future-oriented ferry on the Baltic Sea is

Critical wind

Coefficient
Windage

of power

a ship with the following parameters:

power

power
speed

Name: Ro-Pax200m Ferry

Loa = 200m
c p = (P+kPss)/
Fyn [kW/m 2]

B = 28m
[m/s]

[kW]

[kW]
[m 2]
[m]
Loa

Fyn

Pss
vk

T = 6.5m
Fny = 5.000 m2
Gryf 15 157.9 2890 7900 1600 9.4
P = 27,000 kW
Dueodde 15 124.9 1950 8640 1000 10.6
Pss = 4,000 kW
Hammerodde 16 129.9 2600 8640 1000 7.9

POLISH MARITIME RESEARCH, No 3/2018 51

 CONCLUSIONS

Main propulsion

Sum of thrusters
transverse area
Length overall
Critical wind

Coefficient
Windage

of power
power

power
speed
The study analyzed the parameters of Ro-Pax ferries
Ferry
currently operated in the Baltic Sea of length overall over
150m. The performed analyses are vital in reference to plans

c p = (P+kPss)/
Fyn [kW/m 2]
of designing new vessels and modernizing port infrastructure.
[m/s]

[kW]

[kW]
[m 2]
[m]
Loa

Fyn
The trend of ferry development was determined and on its

Pss
vk

P
basis the parameters of two optimal ferries were determined
Mazovia (real) 16 168.2 3900 17300 2400 11.8 for next 25 and 35 years of operation.
Galileusz 16 150.4 2560 11520 1500 11.5 The study shows that Ro-Pax ferries on the Baltic Sea are
Pomerania 17 127.4 1940 12600 1500 15.8 replacing by new units relatively slowly and lot of them are
Wolin 17 188.9 3300 13200 2900 14.5 still more than 20 years old.
Mazovia_2 The analysis showed that major parameter of Ro-Pax
18 168.2 3900 22000 3600 16.7
(model)
ferries is length overall. In detailed analysis the simplified
J. Śniadecki 19 155.1 2500 11840 1500 11.9
models were presented which connect ferry length with other
Povl Anker 22 121.2 2100 12400 1500 14.5
important parameters like: main engine power, thruster’s
Skania 22 173.7 3500 29178 2800 17.9
power and windage area.
Wawel 24 164.0 3680 13020 4200 17.2
The development trend of the ferries was determined
Polonia 24 169.9 3700 15840 6400 25.0
on this basis and the parameters of the future 25 years and
For ferries identified in this study, the critical wind values​​ 35 years were defined as:
will therefore be respectively: 1. The medium-maximum unit (Ro_Pax 200m) is a Ro-Pax
1, Ro-Pax200m: ferry with the length Loa = 200m (other parameters are in
cp=(P+kPss)/Fyn = 15.0 kW/m2, thus vk = 0.59cp+10.2=19.0 m/s; the study) that can be maneuvered to the wind with a force
2. Ro-Pax230m: of about 19m/s. Such ferry, assuming that the dynamics of
cp =(P+kPss)/Fyn = 18.1 kW/m2, thus vk = 18.1 m/s. infrastructure development will not change significantly,
could be operated on the Baltic Sea for about 25 years.
The adopted parameters of the ferries show their high Such a unit will be able to use the existing infrastructure
maneuverability and the possibility of operation all year in the Baltic Sea during this time and exchange outdated
round in Świnoujście (less than 1 day with wind higher than ferries.
20m/s) and almost all year round in Ystad and Trelleborg 2. The maximum-future unit (Ro_Pax 230m) with the total
(abt. 4 days with wind higher than 20m/s). length Loa = 230m and other parameters specified in the
It should be remembered that there are two types study, which will be able to be operated only in some
of maneuvers performed by ferries: static and dynamic. Baltic Sea ports and will enter slowly into operation in
The first of these relies on the force and static interaction the perspective of several or more years.
of propulsions for external extortion (mainly wind). The The method of critical wind speed determination based
dynamic maneuver is to keep the ferry moving and to generate on expert (captain’s) opinion was presented. The method
fast-changing moments of forces in order to counteract was applied to future ferries to find critical wind, assumed
external influences. for given solution and later on economical effectiveness of
ferries (yearly delay time in given route).
The study analyzed also the existing and planned port
infrastructure in Świnoujście, Ystad and Trelleborg in terms
of current and future capability of operating large ferries
(Loa> 200m) stating the following:
– In the current state of infrastructure, it is possible to operate
determined Ro-Pax200m ferry in all three analyzed ports,
regardless of conditions, but only one quay is available in
Świnoujście;
– On the Świnoujście – Trelleborg line it will be possible to
operate the Ro_Pax 230m unit in 2020;
– On the Świnoujście – Ystad line it will be possible to operate
Fig. 17. Dependence of critical wind (vk) of selected ferries from the power a Ro_Pax 230m unit after 2020 or later, depending on the
coefficient (cp) pace of modernization works at the Ystad Port which are
about to start in 2018.

52 POLISH MARITIME RESEARCH, No 3/2018

ACKNOWLEDGMENTS 17. Wiskulski, T. & Bar-Kołelis D. (2012) Passanger traffic on
the Baltic Sea Region in years 2000-2011. Romanian Review
This research outcome has been achieved under the grant on Political Geography XIV, no. 1/2012, pp. 34-44.
No 1/S/CIRM/16 financed from a subsidy of the Ministry
of Science and Higher Education for statutory activities.

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