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Commission Directive 2005/12/EC of 18 February 2005 amending Annexes I and II to Directive 2003/25/EC of the European Parliament and of the Council on specific stability requirements for ro-ro passenger ships (Text with EEA relevance)
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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.
The contents of paragraphs 1 and 2 of the Appendix to Annex I are considered self-explanatory.
It is also important to ensure that the damaged compartments are modelled as accurately as practicably possible to ensure that the correct volume of flood water is represented.
Since ingress of water (even small amounts) into the intact parts of the model will affect its behaviour, measures must be taken to ensure that this ingress does not occur.
In model tests involving worst SOLAS damages near the ship ends, it has been observed that progressive flooding was not possible because of the tendency of the water on deck to accumulate near the damage opening and hence flow out. As such models were able to survive very high sea states, while they capsized in lesser sea states with less onerous SOLAS damages, away from the ends, the limit ± 35 % was introduced to prevent this.
Extensive research carried out for the purpose of developing appropriate criteria for new vessels has clearly shown that in addition to the GM and freeboard being important parameters in the survivability of passenger ships, the area under the residual stability curve is also another major factor. Consequently in choosing the worst SOLAS damage for compliance with the requirement of paragraph 3.1 the worst damage is to be taken as that which gives the least area under the residual stability curve.
It has been found during tests that the vertical extent of the model can affect the results when tested dynamically. It is therefore required that the ship is modelled to at least three super structure standard heights above the bulkhead (freeboard) deck so that the large waves of the wave train do not break over the model.
If the model is required to be fitted with barriers on deck and the barriers are less than the bulkhead height indicated below, the model is to be fitted with CCTV so that any “splashing over” and any accumulation of water on the undamaged area of the deck can be monitored. In this case a video recording of the event is to form part of the test records.
The height of transverse or longitudinal bulkheads which are taken into account as effective to confine the assumed accumulated sea water in the compartment concerned in the damaged ro-ro deck should be at least 4 m in height unless the height of water is less than 0,5 m. In such cases the height of the bulkhead may be calculated in accordance with the following:
Bh = 8hw
where Bh is the bulkhead height; and
hw is the height of water.
In any event, the minimum height of the bulkhead should be not less than 2,2 m. However, in the case of a ship with hanging car decks, the minimum height of the bulkhead should be not less than the height to the underside of the hanging car deck when in its lowered position.
Note: While inclining and rolling the model in the damaged condition may be accepted as a check for the purpose of verifying the residual stability curve, such tests should not be accepted in lieu of the intact tests.
The isosceles triangular profile of the prismatic damage shape is that corresponding to the load waterline.
Additionally in cases where side casings of width less than B/5 are fitted and in order to avoid any possible scale effects, the damage length in way of the side casings must not be less than 25 mm.
d = dS-0,6 (dS-dLS)
where: dS is the subdivision draught; and dLS is the lightship draught.
The adjusted curve is a straight line between the GM used in the model test at the subdivision draught and the intersection of the original SOLAS 90 curve and draught d.
The JONSWAP spectrum should be used as this describes fetch- and duration- limited seas which correspond to the majority of conditions world wide. In this respect it is important that not only the peak period of the wave train is verified but also that the zero crossing period is correct.
It is required that for every test run the wave spectrum is recorded and documented. Measurements for this recording should be taken at the probe closest to the wave making machine.
It is also required that the model is instrumented so that its motions (roll, heave and pitch) as well as its attitude (heel, sinkage and trim) are monitored and recorded through-out the test.
It has been found that it is not practical to set absolute limits for significant wave heights, peak periods and zero crossing periods of the model wave spectra. An acceptable margin has therefore been introduced.
The contents of this paragraph are considered self-explanatory.
The following documents are to be part of the report to the administration:
damage stability calculations for worst SOLAS and mid-ship damage (if different);
general arrangement drawing of the model together with details of construction and instrumentation;
inclining experiment and measurements of radii of gyration;
nominal and measured wave spectra (at the three different locations for a representative realisation and for the tests with the model from the probe closest to the wave maker);
representative record of model motions, attitude and drift;
relevant video recordings.
All tests must be witnessed by the administration.’
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