Rules On Specific Stability Requirements For Ro-Ro Passenger Ships

Original Language Title: Noteikumi par īpašām stabilitātes prasībām ro-ro pasažieru kuģiem

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Read the untranslated law here: https://www.vestnesis.lv/ta/id/124844

Cabinet of Ministers Regulations No. 1042 in Riga in 2005 (27 December. 77 66) provisions on specific stability requirements for ro-ro passenger ships Issued in conformity with the law of the equipment cabinet article 14 paragraph 3 of part i. General questions 1. determines the specific stability requirements (annex 1) ro-ro passenger ships (as set out in the 1974 International Convention for the safety of life at sea, and its Protocol of 1988, as amended (hereinafter referred to as the SOLAS Convention), the provisions of regulation II-2/3 and carrying more than 12 passengers (every person except for the master, the ship's crew or other person of any duty is employed or engaged on board the ship, and children who are less than one year old)), irrespective of their flag, which provides regular services international flights from the Latvian ports or on them to improve the survivability of this type of ship after collision damage and ensure a high level of passenger and crew safety. 2. public joint stock company "Latvian maritime administration" (hereinafter referred to as the Latvian maritime administration) Maritime Safety Inspectorate (hereinafter Inspectorate) or recognised classification societies of vessels, to which Latvia has concluded a maritime administration authorization agreement (hereinafter referred to as classification societies), check that ro-ro passenger ships by launching flights from Latvia or to the port, fully comply with the requirements of this regulation. II. Significant wave height 3. Significant wave height (hs) (specified period of wave heights observed above the average height of the one third) is used to determine the height of water on the car deck, the application of this provision in annex 1. Significant wave height value is determined such that the probability of it exceeding the year does not exceed 10%. III. maritime districts marine 4 areas crossed by ro-ro passenger ships operating on a regular service (travel series to the transport services between the same two or more ports, implemented in accordance with a published timetable or so regular or frequent that they constitute a recognizable systematic series of trips) to the ports of Latvia and the significant wave height values in the corresponding contract (concluded in Stockholm on 28 February 1996, on 29 November 1995 SOLAS Conference resolution 14 "regional agreements on specific stability requirements for ro-ro passenger ships "(hereinafter referred to as the Stockholm Agreement)) as specified in annex 1. 5. If the target port is not a member of the Stockholm Agreement, the sea areas and the significant wave height values determined by the Republic of Latvia, the existing international treaties. If your route passes through more than one sea area, it must comply with the specific stability requirements in relation to the highest significant wave height value established in these areas. 6. Information on the sea areas and the significant wave height applicable values published in the Latvian maritime administration home page on the internet. IV. The specific stability requirements 7. in addition to the SOLAS II-I/B/8 rule requirements for ship watertight distribution and emergency resilience of all ro-ro passenger ships referred to in paragraph 1 of this rule, these rules shall comply with Annex 1 to the specific stability requirements established. 8. the Ro-Ro passenger ship engaged in voyages exclusively in sea areas where the significant wave height is 1.5 metres or less, the compliance with the SOLAS Convention, shall be deemed equivalent to compliance with these regulations, the requirements of annex 1. 9. the inspection or the classification society, controlling these rules 1. compliance with the requirements of the annex, shall take into account the provisions laid down in annex 2 of the guidelines, in so far as this is practicable and compatible with the design of the ship in question. IV. The specific stability requirements 10. new ro-ro passenger ship (a ship that is inserted into the wedge, or located in a similar stage of construction (the stage that has been launched with the specific ship construction or Assembly of that ship has commenced, comprising at least 50 tonnes or 1% of the estimated mass of structural material, depending on which one is less) 1 October 2004 or after that date)) meet the specific stability requirements laid down in annex 1 to these rules. 11. existing ro-ro passenger ships (ships which, no new ships), other than those covered by point 8 of these regulations, shall ensure compliance with these provisions, the requirements of annex 1 not later than 1 October 2010. Existing ro-ro passenger ships, which is the date of entry into force of the provisions of these regulations comply with the requirements of paragraph 8, shall ensure compliance with the requirements of annex 1 not later than 1 October 2015. Vi. Certificate 12. All new and existing ro-ro passenger ships flying the flag of Latvia is the classification society inspection or certificate is issued confirming compliance with this provision of the vessel in chapter IV and annex 1 to the specific stability requirements established. 13. The Board assessed the conformity and certificates shall be issued in accordance with the provisions of part II of annex 1. 14. in paragraph 12 of these rules mentioned in the certificate, which may be accompanied by other sais clouded certificates, indicates significant wave height up to which the ship is capable of complying with the specific stability requirements, and it is valid, if the ship operates a service area with the same or lower significant wave height value. 15. Latvia, acting in its capacity as host State shall in other Member States of the European Union the European Parliament and of the Council of 14 April 2003 directive (EC) No 2003/25 on specific stability requirements for ro-ro passenger ships (hereinafter referred to as the Council Directive No. 2003/25) issued certificates, as well as third-country in accordance with the Treaty of Stockholm issued certificates. VII. Seasonal and short-term services 16. If the shipping company operating regular flights throughout the year, even to a shorter period in this traffic to involve additional ro-ro passenger ships, it shall inform the maritime administration of Latvia and the competent national authorities not later than one month before the Board that additional engagement of the flight concerned. 17. If a shipping company wishes to operate seasonally a period not exceeding six months a year, it shall inform the maritime administration of Latvia and the competent national authorities not later than three months before such operation takes place. 18. If the rules referred to in paragraph 17 the shipments are to be made at a time when significant wave height is lower than in the same sea area determine value shipments throughout the year, the water level height on deck uses the significant wave height value applicable for this shorter period, the Republic of Latvia in accordance with the applicable international agreements. 19. For a ro-ro passenger ship, which launched services this provision 17 and 18, you must have a certificate that confirms the compliance of this provision the ship with the requirements as provided in this provision in paragraph 12 and 15, according to the Republic of Latvia the applicable international treaties. VIII. Closing question 20. Regulations shall enter into force by 1 January 2006. Informative reference to European Union directives, the regulations include provisions resulting from: 1) of the European Parliament and of the Council of 14 April 2003 of Directive 2003/25/EC on specific stability requirements for ro-ro passenger ships;
2) Commission of 18 February 2005, directives 2005/12/EC of the European Parliament and the Council amending annexes I and II to Directive 2003/25/EC on specific stability requirements for ro-ro passenger ships. Prime Minister a. Halloween traffic Minister a. shlesers annex 1 Cabinet gada27 December 2005, Regulation No 1042 specific stability requirements for ro-ro passenger ships and model test method part I. Specific stability requirements for ro-ro passenger ships 1. in addition to the SOLAS II-I/B/8 rule requirements for watertight subdivision and stability in damaged condition of the ship, all of these provisions referred to in paragraph 1, ro-ro passenger ships must comply with the requirements of this annex. 1.1. compliance with SOLAS II-1/B/I rule requirements ensure, taking into account the effect of the hypothetical amount of sea water, if a ship's damage builds on the first deck above the ro-ro cargo space or the special cargo space under the waterline, constructive SOLAS regulations II-2/3 (hereinafter referred to as the damaged ro-ro deck). Other SOLAS II-I/B/8 of the requirements by applying the provisions in this annex, stability requirements, no. The sea water, which could potentially accumulate, calculated as follows: 1.1.1. take into account the water level at the height above the damaged compartment of the ro-ro deck, the lowest point of the edge; 1.1.2. If the damaged compartment or the deck edge is immersed in, the calculation of fixed height above the still water surface at all heel and trim level of the angles, i.e. 0.5 m if the residual freeboard (fr) (the minimum distance between the damaged ro-ro deck and the final waterline at the location of the damage, without regard to the damaged ro-ro deck in the sea water had collected additional impression) is 0.3 m or less, 0.0 m If the residual freeboard (fr) is 2.0 m or more, and intermediate values to be determined by linear interpolation, if the residual freeboard (fr) is 0.3 m or more but less than 2.0 m, where the residual freeboard (fr) is the minimum distance between the damaged ro-ro deck and the final waterline at the location of the damage, without taking into account the effect of the damaged ro-ro deck may accumulate in the water. 1.2. If you installed a high-efficiency drainage system, which may allow to reduce the water level height. 1.3. Vessels carrying out transport operations in geographically defined restricted areas, which may be reduced in accordance with paragraph 1.1 of this part determine the height of the water, replacing it with the following: 1.3.1.0.0 m if the significant wave height (hs) defining the area concerned is 1.5 m or less; 1.3.2. in accordance with paragraph 1.1 if the significant value of the wave height (hs) defining the area concerned is 4.0 m or greater; 1.3.3. intermediate values to be determined by linear interpolation if the significant wave height in the area concerned is 1.5 m or more but less than 4.0 m, unless compliance with the following conditions: 1.3.3.1. KD are convinced that a certain area is characterized by significant wave height exceeding that probability is greater than 10%; 1.3.3.2. certificates and are specified in the operating area and, if applicable, the part of the year that certain significant wave height (hs) value. 1.4. As an alternative to this part of the 1.1 or 1.3, the requirements of paragraph KD may provide 1.1 or 1.3. non-application of requirements and accept evidence obtained a separate ship model testing in accordance with annex II to this part of the model test method, which shows that the ship will not capsize if it will have damage to the SOLAS II-1/B/8.4 to the extent provided for in the provisions most unfavourable location, referred to in point 1.1. without regular sea swell conditions; 1.5. the certificates of the ship and is a reference to the model test results accepted as equivalent to compliance with paragraph 1.1 or 1.3 and the model used in testing significant wave height. 1.6. Information provided by the master in accordance with SOLAS II-1/B/8.7.1 and II-1/B/8.7.2 and developed to ensure compliance with II-1/B/1 to II-1/B/rules apply 8.2.3.4 unedited those ro-ro passenger ships approved according to these requirements. 2. to assess the impact that may result to those parts referred to in paragraph 1, the damaged ro-ro deck accumulated sea water as possible, take account of the following provisions: 2.1 the tightness of transverse or longitudinal bulkheads shall be considered intact if all parts of it are located in the ship's port side of the vertical surfaces of the two inside the distance from shell plating equal to one fifth of the breadth of the ship (B/5) as defined in the SOLAS regulation II-1/2 , and measured at right angles from the center line of the Supreme Division at the level of the waterline; 2.2. in cases when the shell is partially extended constructively to ensure compliance with the provisions of this annex, one fifth of the increase in the volume of the vessel width is used in all calculations, but this does not affect the existing partition elements crossing the border, piping, etc. a location that had been acceptable before enlargement; 2.3. the tightness of transverse or longitudinal bulkheads which are taken into the compartment concerned in the damaged ro-ro deck account as effective to confine the assumed accumulated sea water in, be commensurate with the drainage system, and shall withstand hydrostatic pressure in accordance with the results of the damage calculation. Such bulkheads shall be at least 4 m high, if the height of water is less than 0.5 m. In such cases the height of the bulkhead may be calculated as follows: Bh = 8hw where: Bh is the bulkhead height; and hw is the height of the water. In any case, the šķērsien height must not be less than 2.2 m. However, in the case of vessels with a padlock on the car decks, the minimum height of the bulkhead shall be not less than piekarām the lower underside of deck height, these decks when in the lowered position; 2.4. with regard to the specific configuration, such as full-width hanging decks and wide side casings, other bulkhead may be accepted height, taking into account the detailed model tests; 2.5. the impact of the possible accumulation of sea water, should not be taken into consideration for the damaged ro-ro deck, provided such compartments on each side of the deck freeing ports is that are evenly spaced along the sides of the compartment and meet the following conditions: 2.5.1. A > 0.3 l where A is the total area of freeing ports on each side of the deck in m2, and l is the length of the compartment in metres; 2.5.2. ship the worst damage case retains at least 1.0 m residual freeboard, without taking into account the effect of the possible amount of water on the damaged ro-ro deck; and 2.5.3. such freeing ports located 0.6 m above the damaged ro-ro deck, and the lower edge of the range is 2 cm above the damaged ro-ro deck; and 2.5.4. such freeing ports are fitted with closing devices or irreversible valves to prevent water from getting into the ro-ro deck, but at the same time allow the drain water that can build up on that deck. 2.6. If adopted, that is damaged bulkhead above the ro-ro deck, then assumes that both compartments bordering the bulkhead is submerged in water up to the same level as calculated in accordance with this part or 1.3 1.1. 3. When determining significant wave height, wave height, determined in accordance with Annex 1 of the Treaty of Stockholm under the rules laid down in chapter III. 3.1. vessels intended for transport only a short period of time, the significant wave height to be used is determined by the Latvian maritime administration, in agreement with the country whose port is included in the ship's route. 4. Model tests shall be carried out in accordance with part II of this annex. Part Ii. Model test method 1. objectives of part I of this annex, paragraph 1.4 tests regarding the stability requirements for the vessel must be able to withstand a part I, paragraph 3 of the sea tide the worst possible damage scenarios. 2. Ship model 2.1 the Model should match the actual ship and outer configuration and internal arrangement, in terms of the partition, especially for all the damage to the premises that may affect flooding and water drain process. Damage should represent the worst damage case defined for SOLAS II-1/B/8.2.3.2. Additional tests must be carried out in relation to damage amidships on an even keel, if the worst damage location according to SOLAS standards outside ± 10% Lpp from the midship. This additional test must be carried out only if you assume that the damaged ro-ro space. 2. the model should comply with the following parameters: 2.2.1. distance between perpendiculars (Lpp) must be at least 3 m; 2.2.2. casing must be thin enough to where its thickness may affect the test results. 2.2.3. the characteristics of motion should be modelled according to the real movement of the ship, paying particular attention to scaling of radii of the inertia of the mass of the ship's yaw and roll motion of galisk. Draught, trim, heel and centre of gravity shall be such as the worst damage case; 2.2.4. the main structural element, i.e., the watertight bulkheads, ventilation hatches, etc., above and below the bulkhead deck that can result in asymmetric flooding should be modelled as closely as possible to match the actual situation; 2.2.5. the damage to the outlet must be in the following form: 2.2.5.1. četrstūrveid lateral profile of SOLAS II-1/B/width specified in rules 8.4.1 and unlimited height in a vertical plane; 2.2.5.2. isosceles triangle profile in a horizontal plane with a height equal to B/5 according to SOLAS II-1/B/8.4.2. 3. Trial process 3.1. Model a long sea wave irregular swell conditions, determined by the Jonswap spectrum with these provisions of part I of annex 1 in 1.3 the prescribed significant wave height (hs) and the maximum amplification factor and the y maximum period Tp: Tp = 4 [Radic] hs 3.1.1 with γ = 3.3; and 3.1.2. Tp equal to the rolling period of the damaged resonance to the vessel that is water, a specific loading condition but not higher than 6 [Radic] hs and with γ = 1.3.2 Model must be able freely to drift and found in the sea by transverse waves (course 90 °) with the damage hole in the oncoming waves. Model need not be stabilized so as to not capsize. If the vessel after flooding is in a vertical position, it must be tilted in the direction of damage on 1 side of the weighing. 3.3. for each peak period should be carried out at least five trials. Testing time in each time is so long, until you have reached the stationary position, but not less than 30 minutes in real time. Each test uses a different wave. 3.4. If any of the tests do not ship tip damage, they should be repeated five times every two waves laid down conditions or model must be tilted by an additional one angle of heel towards the damage and the pilot must be repeated every two times from the two conditions laid down by the waves. The purpose of these additional trials are the best way to demonstrate resistance to turning over in both directions. 3.5. the Test shall be carried out for the following damage cases: 3.5.1 the worst damage case with regard to the area under shoulder stability (GZ) curve according to the SOLAS Convention; 3.5.2. the most dangerous and mid-ship damage in relation to the residual freeboard in the midship, if provided for in point 2.1 of part I. 4. Survival criteria the Board consider longer if still position has reached the vairākkārtējo consecutive tests as provided for in this part 3.3, provided that more than 30 ° yaw angles against the vertical axis, where they recorded more than 20% of the cycles, or yaw on 20 ° higher permanent heel to be considered in the event of overturning, even if you have reached the stationary state. 5. Test approval 5.1. Model test program proposal must be submitted to the maritime administration of Latvia for prior approval. It should be borne in mind that the worst-case scenario may also lead to a smaller size of the damage. 5.2. The Test should be documented by the report and the video or using other Visual documentation, containing all the necessary information on the ship and test results.
Traffic Minister a. shlesers annex 2 Cabinet gada27 December 2005, Regulation No 1042 guidelines for the application of the specific stability requirements in part I. Application the application of this provision in annex 1 the specific stability requirements, in so far as this is practicable and compatible with the design of the ship in question, KD or classification society complied with the guidelines set out in this annex. Further in this Annex apply paragraph numbering corresponds to the numbering of paragraph 1 of annex 1. 1. point All these rules referred to in paragraph 1, ro-ro passenger ships have to comply with the requirements of the SOLAS Convention for residual stability because it applies to all passenger ships built in 1990, April 29 and thereafter. These requirements determine the application of the residual freeboard height (fr) used in this annex 1.1 point in the calculations. 1.1. paragraph 1 this paragraph refers to the hypothetical amount of water accumulated on the bulkhead (ro-ro) deck. Assume that the water is poured into the damage that the deck through the opening. This paragraph provides that the ship in addition to compliance with all the requirements of the SOLAS Convention must also meet the criteria of the SOLAS Convention to it part contained II-1/B/8 rule 2.3 to 2.3.4 point calculations taking into account a certain amount of water on deck. This calculation does not take account of other II-1/B/8 rule requirements. For example, in this calculation, the vessel is not required to comply with the requirements for balance or line angle not immersion. 2. The accumulated water is added as a liquid load with one common surface inside all compartments which are assumed flooded on the car deck. Water level height (hw) on Board depends on the residual freeboard (fr) after damage, and measured the level of damage (see Figure 1). The residual freeboard is the minimum distance between the damaged ro-ro deck and the final waterline (after balancing the measures, if any have been made) the hypothetical damage level after all possible damage scenarios in determining the compliance verification, the SOLAS Convention as provided for in annex 1, part I, paragraph 1. Calculating (fr), no account shall be taken of the impact that may result from the hypothetical quantities of water accumulated on the damaged ro-ro deck. 3. If (fr) is 2.0 m or more, no water is assumed to accumulate on the ro-ro deck. If (fr) is 0.3 m or less, then assume that the water level height is 0.5 m. water level intermediate values determined by linear interpolation (see Figure 2). 1.2. point drainage features can be considered effective only if these features are able to prevent large amounts of water from accumulating on the deck, that is, the ability to carry several thousand tonnes of water per hour, far in excess of power, which was fitted at the time of the adoption of these rules. Such a high-efficiency drainage system can create and approve in the future (based on the guidelines drawn up by the International Maritime Organization (hereinafter referred to as the IMO)). 1.3. paragraph 1., the amount of water that may have accumulated on Board may, in addition to the reduction in accordance with paragraph 1.1, be reduced in respect of transport laid down in limited geographical areas. These areas shall be determined in accordance with the significant wave height that characterize these areas in accordance with the provisions of chapter III. 2. If the significant wave height (hs) defining the area concerned is 1.5 m or less, then on the damaged ro-ro deck is not accumulated additional water. If the significant wave height in the zone concerned is 4.0 m or greater, then the water level height that have accumulated on a hypothetical Board is the value, calculated in accordance with paragraph 1.1. Intermediate values determined by linear interpolation (see Figure 3). 3. Water level (hw) is kept constant, therefore the added water is variable as it depends on the weighing of the side angle and whether at any particular heeling angle the deck edge is immersed or not (see Figure 4). It should be noted that automotive transportation space permeability is taken by 90% (IMO Maritime Safety Committee (hereinafter referred to as MSC) Circular No. 649 (MSC/Circ. 649)), but other hypothetical flooded spaces permeabilities be adopted as defined in the SOLAS Convention. 4. If the calculations to demonstrate compliance with these rules, apply to significant wave height less than 4.0 m that restricting significant wave height must be recorded in the passenger ship safety certificate. 1.4 and 1.5 points as an alternative to compliance with the new stability requirements set out in paragraph 1.1 or 1.3, the KD or classification society may accept evidence of compliance obtained model tests. Model test requirements are detailed in annex 1, part II. Guidelines for model tests have included in part II of this annex. 1.6. The SOLAS Convention requirement that limits the operational curve (s) (s) (KG or GM) may not be applicable in cases under these provisions assume that aboard the accumulated water, and it may be necessary to determine the review (s) limiting curve (s) (-I), which take into account the impact of this added water. It is therefore necessary to make enough calculated according to adequate operational draughts and trim. Note: revised limiting operational KG/GM curves may be determined to repeat that the minimum excess GM set damage stability calculations with water on deck is added to the input KG (or deducted from the GM) used to determine the freeboard (fr) after damage, determining the amount of water on deck, repeating this process until the excess GM becomes negligible. It is expected that operators would begin such an iteration with the maximum KG and which meet the minimum GM acceptable performance, and try to manipulate the deck bulkhead arrangement to reduce the excess GM derived from damage stability calculations with water on deck. 2.1. the point as defined in the SOLAS Convention to damage cases, bulkhead, located inside the B/5 line, get a side collision damage is considered intact. 2.2. If you have installed sponson constructively to ensure compliance with the II-1/B/8 and therefore increased the width of the ship (B), and with it the Board B/5 distance from the ship's sides, this modification is to move any existing design or existing openings in the major water-proof partitions below the bulkhead deck (see Figure 5). 2.3. Transverse or longitudinal bulkheads/barriers which are taken into account to limit the assumed accumulated water on the damaged ro-ro deck movement, does not have to be completely watertight. Can tolerate small leaks where water discharge rules to prevent water accumulating in the other partitions or barriers. In such cases, if you lose the positive difference between the water levels, the drains no longer works, there must be other means of passive drainage. 2. Transverse and longitudinal bulkheads/barriers shall be the height (Bh) must be not less than (8 x hw) metres, where hw is the height of the accumulated water as calculated, taking into account the residual freeboard and significant wave height (as referred to in paragraphs 1.1 and 1.3). However, the height of the bulkhead/barrier shall in no case be less than the largest of the following values: a) 2.2 metres; or (b) the height between the bulkhead deck) and the intermediate or hanging car decks lower underside of the lowest point of the design, they situated in the down position. Note that all the crack between the top edge of the bulkhead and metal cladding seals the bottom edge should be on the needs of the transverse or longitudinal direction (see Figure 6). Bulkhead/barrier which height is less than a pre-determined height, can accept, if model tests carried out in accordance with part II of this annex, to confirm that the alternative design provides proper survivability requirements in accordance with the SOLAS Convention. Carefully determine the height of the bulkhead/barrier such that is also sufficient to prevent progressive flooding established stability limits. The boundaries of this stability must not be affected by the model tests. Note: these limits may be reduced to 10 degrees, if you increase the the area under the curve (as referred to in MSC 64/22 IMO). 2.5.1. point "A" refers to permanent openings. Note that the choice of freeing ports is not applicable to vessels which the criteria is required in all parts of the body or its buoyancy. Freeing ports shall be fitted with a lockable, irreversible valves that prevent the entry of water, but allow water to flow out. These permanent valves must not be powered by active means. They operate automatically and must demonstrate that they do not significantly limit the water leak. A significant reduction in the efficiency has to be compensated by installing additional vents to cover desired area. 2.5.2. point To freeing ports shall be considered effective, the minimum distance from the lower edge of the freeing port to the waterline after damage is to be at least 1.0 m minimum distance calculation does not take into account the effect that can generate additional water on the deck (see Figure 7). 2.5.3. point of freeing ports must be possible under the side bulwark or shell plating. Open the hem of the freeing ports must not be higher than 2 cm above the bulkhead deck and the upper edge — not more than 0.6 m (see Figure 8). Note: the spaces covered by paragraph 2.5., i.e., space, fitted with freeing ports or similar openings, setting the undamaged and damaged the vessel's stability curve shall not be taken into account as intact spaces. 2.6. point 1. The statutory extent of damage throughout the length of the ship. Depending on the applied the requirements of the SOLAS Convention distribution compartments, the damage may not affect any bulkhead or may affect only the bulkhead below the bulkhead deck or only bulkhead above the bulkhead deck or different combinations. 2. All transverse and longitudinal bulkheads/barriers which constrain the assumed accumulated amount of water must be in place and secured at all times when the ship is at sea. 3. in cases where the transverse bulkhead/barrier is damaged, piled on the deck of the water on both sides of the damaged bulkhead/barrier should be in one side of the surface level the height hw (see Figure 9). 1. Drawing SOLAS damage length figure 2 1. If the residual freeboard (fr) = 2.0 metres, height of water on deck (hw) = 0.0 metres. 2. If the residual freeboard (fr) is 0.3 m, then water < height on deck (hw) = 0.5 m Figure 3 1. If the significant wave height (hs) = 4.0 metres, height of water on deck is calculated as shown in Figure 3. 2. If the significant wave height (hs) 1.5 m, then water < height on deck (hw) = 0.0 m.. If the residual freeboard (fr) = 1.15 m and significant wave height (hs) = 2.75 metres, height hw = 0.125 m Figure 4 figure 5 figure 6 ship without hanging car decks example 1. Height of water on deck = 0.25 m required minimum height of barrier = 2.2 m ship with hanging deck (barrier level) example 2. Height of water on deck = 0.25 m required minimum height of barrier = x 7. Drawing the minimum distance required between the residual freeboard and freeing ports of 1, 0 m Figure 8 Figure 9 deck edge not immersed deck edge is immersed part II. Model testing 1. Purpose the purpose of these guidelines is to ensure uniformity in the methods employed in the construction and verification of the model as well as in the undertaking and analyses of the model tests. Annex I, part II, paragraph 1, of the content itself is enlightening. 2. Ship model 2.1. Material of a model is not important, if one model in the intact and damaged condition is sufficiently strong, its hydrostatic properties are the same as those of the actual ship, and a bending of the hull in waves is negligible. It is also important to ensure that the damaged compartment as possible rendition, in order to allow the correct volume of flood water. Since ingress of water (even small amounts) the intact parts of the model will affect its behaviour, measures must be taken to prevent the ingress of water. Model tests involving worst SOLAS damage provided for in the bow and stern of nearby, it has been observed that the progressive flooding is not possible because the water sakrāšan on deck near the damage, thus spilling out. Whereas such models were able to endure very poor offshore positions, but capsized in the sea off vieglāko positions less onerous SOLAS damages intended to divert away from the bow and stern. To prevent this, introduced the 35% limit of ±. The extensive research that was conducted to check the appropriate criteria for the development of new ships, clearly showed that, in addition to the metacentric height (GM) and the freeboard, which are important criteria for the survivability of passenger ships, the important factor is also the area under the residual stability curve. Result, choosing the worst SOLAS Convention provided, damage, in order to ensure compliance with the requirements of this paragraph, as the worst damage is to be adopted it, which meet at least the area under the residual stability curve. 2.2. Detailed information about the model: 2.2.1. In recognising that scale effects play an important role in the behaviour of the model during tests, it is important to ensure that these effects are possible reductions to a minimum. The model should be as large as possible, as the corrupt partition details are easier to reproduce in larger models and scale. It is therefore recommended that the model length is not less than that corresponding to 1:40 scale, or 3 feet, whichever is greater. 2.2.2. a) Model should be as thin as possible level to ensure that the flood water and its centre of gravity. The hull thickness should not exceed 4 mm. It is recognised that it may not be possible to build a model of the hull, the primary and secondary distribution elements damage level with sufficiently precise detail, so that design limitations, it may not be possible to accurately calculate the counterfactual space permeability. 2.2.2. b) tests have found that the vertical extent of the model can affect the results when dynamic tests. Therefore, the model of the ship must be built at least three super structure standard heights above the bulkhead (freeboard) deck to big waves of the wave model of the unbroken string. 2.2.2. c) it is important to check the draught not only intact, but also precise measurements of the damaged model draught to bring with them, derived from the damaged stability calculation. Practical purposes of tolerance must be + 2 mm for each approved draught. After the damaged model draught measurement can be a need to adapt the permeability of the damaged compartment by introducing intact volumes or adding weight. However, it is also important to accurately simulate the flood water in the Centre of gravity. In this case all the customizations you made are to be carried out subject to the proper safety requirements in accordance with the SOLAS Convention; 2.2.2. d) if the model is to be fitted with barriers on deck and the barriers are less than the height of the bulkhead height indicated below, the model is equipped with a video surveillance camera system (EAC), to observe any šļakstīšano over and water accumulating on the deck of the undamaged parts. In this case, the test protocol, constitute the test video. The tightness of transverse or longitudinal bulkheads which are taken into the compartment concerned in the damaged ro-ro deck into account as effective to confine the assumed accumulated sea water potential, there must be at least 4 m high, if the height of water is less than 0.5 m. In such cases the height of the bulkhead may be calculated as follows: Bh = 8hw that Bh is the bulkhead height; but hw is the height of the water. In any case, the minimum height of the bulkhead shall be not less than 2.2 m. However, in the case of vessels with a padlock to the car decks, the minimum height of the bulkhead shall be not less than the lower deck underside padlock height, these decks when in the lowered position. 2.2.3. to ensure that the model motion characteristics represent those of the actual ship it is important that the model is both inclined and rolled in the intact condition to GM and the mass distribution are verified. The real radius of the inertia of the mass of the ship for the transverse direction must be between 0, 35B to 0, 4B and the longitudinal radius of the inertia of the mass must be from 0, 2 l up to 0.25 L. Note: while tilting and rolling the model in a damaged condition may be accepted as the residual stability curve, such tests can not replace the intact tests. 2.2.4. Assumes that the fan installed on the real ship, the damage compartment allow water to flow into and move freely. However, try to reduce the real level of the ship's ventilation system, model undesirable scale effects may be. To prevent such adverse effects occur, it is recommended that the ventilation system to build according to a larger scale than that of the model, ensuring that this does not affect the flow of water on the car deck. 2.2.5. It is considered that the specific form of damage meets a vessel that caused damage to the bow section. 15 ° angle cross sections is based on cross-sectional studies (B)/5 from the bow characteristic to the various types and sizes of the selection board. The isosceles triangular profile of the prismatic damage shape is that corresponding to the load waterline. Furthermore, if it is installed in the side casings of width less than B/5, and to avoid any possible scale effects, the damage length in way of the side casings must not be less than 25 mm. Original model test method, which was adopted with 14. resolution 1995 SOLAS Conference, heeling effect due to maximum torque caused by any passenger, rescue funds scramble landing, the wind and the ship's turning, the impression will not be taken into consideration, although this effect was part of the SOLAS Convention. As the results showed reasonable should take account of these effects, and for practical purposes to take minimum 1 ° heel towards the damage. It should be noted that the heel of the turn was considered not to belong. Where is the difference between the actual load GM positions compared with the SOLAS, the bounding curve GM Latvian maritime administration may accept that this difference is causing uncertainty in the model test. In such cases, the GM restrictive curve adjust. Adjustment can be made as follows: d = dS-0.6 (dS-dL) where: dS is the split draught; and dL is the ship's draught without the flood water. The corrected curve is a straight line between the GM used in model test at the split draught, and between the original SOLAS curve at the point of intersection with the draught (d). 3. test procedure 3.1. Wave Spectra JONSWAP spectrum should be used in 3.1.1, as this describes fetch and run ilgamīb-limited seas which correspond to most of the conditions around the world. In this context, it is important to check not only the maximum period of the waves, but also whether the zero crossing period is correct. 3.1.2. the test must be recorded in the test and document the wave spectrum. Measurements for this recording made in the immediate vicinity of the model closest to the wave generating device. 3.2. the Model must be fitted with instruments well so that its motions (roll, heave and longitudinal swinging) and its attitude (heel, the draught and trim changes), you can monitor and record throughout the test. It has been established that it is not possible to set absolute limits for significant wave heights, wave periods and maximum zero crossing periods. Therefore incorporated in acceptable limits. 3.3. strengthening equipment to prevent the interaction with Board dynamics, traction equipment in which the reinforcement is attached, to be followed by the actual model motion speed. Sea State with the occasional streaming speed will not be constant. Constant pull machine speed will result in low frequency and large amplitude fluctuations of movement, which can affect the behavior of the model. 3.4. in order to guarantee the reliability of statistical, require a certain number of tests in different waves of strings, the purpose of which-with the high level of confidence that the selected conditions unsafe vessel to capsize. It is considered that an acceptable level of confidence at least ten attempts. 4. criteria for the survival of the contents of this paragraph yourself enlightening. 5. Test approval of the Latvian maritime administration to be part of the report consists of the following documents: (a) the stability calculations) emergency at worst SOLAS and mid-ship damage (if different); (b)) the general arrangement drawing of the model with the design and components of equipment with instruments; c) the heeling test and measurement of the radius of the inertia of the mass; d) nominal and measured wave spectra (in three different locations-specific understanding and tests with the model from the model closest to the wave maker); f) model behavior, manners and representative overview of movement; (g) the video respectively.) Note the. All of the tests to be certified by the Latvian maritime administration.
Traffic Minister a. shlesers