Provisions of the Ministry of transport no. 8 in Riga 2005 April 5, provisions on specific stability requirements for ro-ro passenger ships Issued in conformity with the maritime administration and the Maritime Security Act 11 the second paragraph of article 14 and the third subparagraph i. General provisions 1. These rules are determined by the rules of international law for the application of the requirements concerning a uniform level of specific stability requirements for ro-ro passenger ships, irrespective of their flag , which provides regular services to international flights from the Latvian ports or on them to improve the survival 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 (KD) or a recognised organisation to ro-ro passenger ships with a State which is not a member of the European Union flag, taking flights from the Latvian ports or to them, in full compliance with the requirements of this regulation. KD or recognized organization, these checks shall be carried out in accordance with the Ministry of transport on March 9, 2004 rule No 6 "regulations for ro-ro passenger ships and high speed passenger vessels", chapter IV.
3. Rules: the concepts used 3.1. "international conventions" means 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), and the 1966 Convention on load between the folksy brand and its 1988 Protocol with amendments;
3.2. "Stockholm Agreement" means a contract which the 1996 concluded February 28 Stockholm according to 29 November 1995 SOLAS Conference resolution 14 "regional agreements on specific stability requirements for ro-ro passenger ships" that Latvia has joined with the 2003 30 November "for agreement on specific stability requirements for ro-ro passenger ships in accordance with the schedule on regular service between or to the , or from specific ports in Northwest Europe and the Baltic Sea (Stockholm, 1996) ";
3.3. "ro-ro passenger ship" means a ship which carries more than 12 passengers and that is the ro-ro cargo spaces or special category spaces, as defined in SOLAS II-2/3;
3.4. "new ship" means a ship the keel of which is laid or similar construction in 2004 1 October or after that date;
3.5. "a similar stage of construction" means the stage at which: 3.5.1 has been launched with the specific ship construction work;
3.5.2 Assembly of that ship has commenced, comprising at least 50 tonnes or 1% of the estimated mass of structural material, whichever is less;
3.6. "existing ship" means a ship which is not a new ship;
3.7. ' a passenger ' is every person other than: 3.7.1. the master of the vessel, the vessel's crew or other person of any duty is employed or engaged on board the ship;
3.7.2. children who have not reached one year of age;
3.8. "regular services" means a series of ro-ro passenger ship travel series, performing transport services between the same two or more ports, and implemented: 3.8.1. in accordance with a published timetable or 3.8.2. so regular or frequent that they constitute a recognizable systematic series of voyages;
3.9. the "international voyage" means a voyage by sea from a port of Latvia to the port of another country, or vice versa;
3.10. "specific stability requirements" means the requirements laid down in annex 1 of these rules;
3.11. the "significant wave height (hs)" has observed a certain period wave height of the highest one-third the average height;
3.12. "residual freeboard (fr) is 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 piled in the additional effect of the sea water;
3.13. "recognised organisation" means an organisation recognised in accordance with the Ministry of transport on 19 September 2003, the rule No 26 "classification society (recognized)" in chapter IV of the monitoring arrangements;
3.14. the "host State" means a country in which ports or from whose ports a ro-ro passenger ship engaged on a regular service.
II. Significant wave height 4. Significant wave height (hs) used to determine the height of water on the car deck, the application of this provision the requirements of 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 areas 5 crossed by ro-ro passenger ships, which provides regular services to the ports of Latvia and the significant wave height values meet the Stockholm Agreement as specified in annex 1.
6. If the target port is not a member of the Stockholm Agreement, the sea areas and the significant wave height values determined by the Latvian maritime administration in agreement with the destination port (s) of the national competent authorities. Of such an agreement the Latvian maritime administration shall inform the Ministry of transport. 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.
7. The Ministry of transport shall inform the European Commission that the Division of the sea and of the significant wave height applicable value determination is binding for Latvia in Stockholm Agreement. toš
IV. The specific stability requirements 8. Solas II-I/B/8 (SOLAS 90 standard) relating to watertight subdivision of the ship and crash resistance, 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.
9. 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 90 standard deemed equivalent to compliance with these regulations, the requirements of annex 1.
10. KD or recognised organisation, controlling the rules of annex 1 of the requirements shall take account of the provisions set out in annex 2 of the guidelines, in so far as this is practicable and compatible with the design of the ship in question.
V. introduction of the specific stability requirements 11. new ro-ro passenger ship shall comply with the specific stability requirements set out in annex 1 of these rules.
12. existing ro-ro passenger ships, other than those covered by paragraph 9 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 at the time of adoption of these provisions comply with the requirements of paragraph 9 of the rules, ensure compliance with the requirements of annex 1 not later than 1 October 2015.
13. the conditions of this chapter are without prejudice to the Ministry of transport on March 9, 2004 rule No 6 "regulations for ro-ro passenger ships and high speed passenger craft safety" (hereinafter the MOU March 9, 2004, the provisions of no. 6) in point 5.5.
Vi. Certificates 14. All new and existing ro-ro passenger ships flying the flag of Latvia has KD or recognized organizations certificate is issued confirming compliance with this provision of the vessel in chapter IV and annex 1 to the specific stability requirements established.
15. This provision 14. the certificate referred to in paragraph 1 to which can be added to 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.
16. 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), as well as a certificate issued by a third country in accordance with a certificate issued by the Treaty of Stockholm.
VII. Seasonal and short-term services 17. If a shipping company operating regular services all year round, even on a shorter period of time to engage in this traffic in addition to the ro-ro passenger ships, it shall inform the maritime administration of Latvia and the competent authority of the host State or States not later than one month before that additional ships will pass the reeling of the flight concerned. In cases where unforeseen circumstances some ro-ro passenger ship is urgently replaced, to ensure continuity in circulation, the SM 9 March 2004 rule No 6.
18. If the shipping company wishes to operate seasonally a time period not exceeding six months a year, it shall notify the maritime administration of Latvia and the competent authority of the host State or States not later than three months before such operation takes place.

19. If the rules referred to in paragraph 18 shall be carried out during carriage when the significant wave height is lower than in the same sea area determine value shipments throughout the year, the maritime administration of Latvia, for the purposes of this provision the requirements of annex 1, the height of water on deck may be used significant wave height value applicable for this shorter period. Significant wave height value applicable for a shorter period, shall be determined in agreement with the objectives of the competent authority of the port State.
20. when the Latvian maritime administration and other host State (s) the competent authorities have agreed to transport these rules 17 and 18, on ro-ro passenger ships, which launched the following services must be a certificate confirming the compliance of the vessel requirements of this Regulation as provided for in this provision in paragraph 14 and 15.
VIII. Sanctions 21. This provision in the event of failure of the owner of the vessel, the master of the ship, the bareboat charterer or the person responsible is prosecuted in accordance with the existing laws.
IX. final question 22. these provisions shall enter into force on the day following that of their publication "Latvijas Vēstnesis".
Informative reference to European Union Directive provisions included in the law arising from the European Parliament and of the Council of 14 April 2003, the directive (EC) No 2003/25 on specific stability requirements for ro-ro passenger ships.
Traffic Minister a. shlesers maritime Department Director a. Krastiņš annex 1 of the Ministry of transport of 5 April 2005, regulations No 8 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 rule requirements by application of the stability standard referred to in the annex, should not be executed. The sea water, which could potentially accumulate, calculated as follows: 1.1.1. in the light of 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) 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 is 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 the format set out in part II model testing method and showing 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 terms 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 possible accumulated sea water mainly take into account 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 SOLAS II-1/in 2noteikum , 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. The height of such bulkheads shall be at least 2.2 meters. However, if the ship is a hanging car decks, the minimum height of the bulkhead shall be not less than the lower deck padlock side 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 March in Ruth.
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 90 is outside the standard ± 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 must conform to 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 3.1.1 and 3.1.2. Tp: 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 should be free to drift and placed in beam seas with 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. criteria of survival craft be considered surviving if a stationary State is reached for the vairākkārtējo consecutive tests as provided for in part I, 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 proposals must be submitted to the maritime administration of Latvia for their 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 must be documented in the report and in the video or using other Visual documentation, containing all the necessary information on the ship and test results.
The maritime Department Director a. Krastiņš annex 2 of the Ministry of transport of 5 April 2005, regulations No 8 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 recognised organisation followed 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 SOLAS 90 standard 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 90 standard must comply with the SOLAS 90 criteria the part which included the 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 90 standard 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, i.e., 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 (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 (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 recognized organization 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 90 standard, which limits the operating 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 deck to the bottom of the underside of the structure šēj low point, when in the lowered 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 a decent standard of survival. Carefully determine the height of the bulkhead/barrier, which is sufficient to prevent the flooding of the Pro gresīv 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, in the event of an increase in 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 shall be kept as low as possible for 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 standard 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 port = 1.0 m Figure 8 Figure 9 deck edge not immersed deck edge is immersed part II. Model testing 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, realizing that this unity will affect to some extent the facilities available and the cost. 1. in part II, paragraph 1, the content itself is enlightening.
2. point. Ship model 2.1. Material of a model is not important in itself, if one model in the intact and damaged condition is sufficiently strong, its hydrostatic properties are the same as the actual ship and the flexural response of the hull is negligible.
It is also important to ensure that the damaged possible compartments, 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 movement, measures must be taken to prevent ingress of water.
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.
Model must 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. Nevertheless, the model must be no less than 3 meters long on the waterline of a Division.
2.2.2. a) side plating of the model should be as thin as possible level to ensure that the flood water and its centre of gravity. It is recognised that it may not be possible for the model's body and the primary and secondary distribution elements damage level to build a sufficiently accurate details, so this 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 is not broken.
2.2.2. c) it is important to check the draught not only intact, but also precise measurements of the damaged model correlation with those draughts, derived from the damaged stability calculation. 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 to be carried out subject to the proper safety standards.

2.2.2. d) if the model is to be fitted with barriers on deck and the barrier height is less than 1.2.3 of part I above, the height of model is equipped with a video surveillance camera systems (CCTV), 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.
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.
Real the inertia of the mass of the ship the RADIUS laterally does not accept more than 0.4 (B), and the inertia of the mass of longitudinal radius does not accept more than 0.25 l. Model transverse rolling period is calculated by the following formula: where: GM-real (intact) ship metacentric height, g-free fall acceleration, λ-of the model, (B) — the real width of the ship.
Note: Although the 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.
Nevertheless, the damaged model has yeah roll to determine the rolling period required for the tests referred to in paragraph 3.1.2.
2.2.4. The contents of this paragraph as saying. Assume that a 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, can cause undesirable scale effects. 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 it does not affect the flow of water on the car deck.
2.2.5. 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 2 metres.
3. point. Test procedure 3.1. Wave Spectra Jonswap spectrum should be used, because it describes the limited acceleration and duration of the swell which suit most conditions around the world. In this context, it is important to check not only the maximum wave periods, but also whether the zero crossing period is correct.
3.1.1. Corresponding to a peak period of 4 [Radic] hs and given that the factor γ is 3.3, the zero crossing period is not to be greater than: {Tp/(1,20 to 1,28)} ± 5% 3.1.2. The zero crossing period corresponding to a peak period equal to the rolling period of the damaged model, given that the factor γ is to be 1, is not to be greater than: {Tp/(1,3 to 1,4)} ± 5%, pursuant to that if the rolling period of the damaged model is greater than 6 [Radic] hs, the maximum period should be limited to 6 [Radic] hs.
Note the. It has been established that it is not possible to determine the limits of the model wave spectra for zero crossing periods in accordance with the mathematical formula of the denominations. Therefore provides for a 5% allowable error.
In each test, the test must be recorded and documented in the wave spectrum. Measurements for this recording made in the immediate vicinity of the model (but not on the leeside)-see (a)), and also drawing near the wave creation device. The model is instrumented so that its motions (roll, heave and pitch, galisk) as well as its attitude (heel, margin changes, and trim) are monitored and recorded throughout the duration of the test.
(a) drawing near) model existing wave measuring probe placed on (A) or (B) of the arch arch. 3.2, 3.3 and 3.4 of this paragraph shall be deemed to own the content itself explanatory.
3.5. Damage to the Extensive study of the simulation carried out for the purpose of developing appropriate criteria for new vessels has clearly shown that for the survival of passenger ships in addition to such important characteristics as the GM and freeboard, another key factor is the area under the residual stability curve up to the angle of maximum GZ. Therefore, selecting the most risky STEP of damage provided for compliance with the requirements of paragraph 3.5.1., about the worst damage takes a as a result of which remains the smallest area under the residual stability curve up to the angle of maximum GZ.
4. Survival criteria in the content itself is enlightening.
5. point. Test approval of the Latvian maritime administration to be part of the report consists of the following documents: (a)) damage stability calculations for worst SOLAS and mid-ship damage (if different);
(b)) the general arrangement drawing of the model with details of construction and Instrumentation;
(c) the heeling and rolling test) test reports;
(d)) and the model of the ship real rolling period of calculation; and e) nominal and measured wave spectra (near the wave creation device and the next model);
f) model of movement, behavior and representative overview of drifts;
(g) the video respectively.)
Note the. All tests must be present in the Latvian maritime administration.
The maritime Department Director a. Krastiņš