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ASM COMPLIED NOTES

CONTENTS

STABILITY OF PASSENGER SHIPS BACKGROUND REVISED GUIIDANCE TO THE MASTER

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STABILITY OF PASSENGER SHIPS IN DAMAGED CONDITION STANDARD OF SUBDIVISION :

SUFFICIENT INTACT STABILITY, IN ALL SERVICE CONDITIONS , SO AS TO WITHSTAND THE FINAL STAGE OF FLOODING , OF ANY :

A)

ONE MAIN COMPT., WHERE 0.50 & 1.00 .

F.O.S.

IS

BETWEEN

B)

TWO ADJ. MAIN COMPTS., WHERE BETWEEN 0.33 & 0.50.

F.O.S. IS

C)

THREE ADJACENT MAIN COMPTS., WHERE IS <0.33 .

F.O.S.

D)

TWO ADJACENT MAIN COMPTS ., WHERE TWO ADJACENT MAIN COMPTS. ARE SEPARATED BY A BULKHEAD WHICH IS STEPPED .
STABILITY REQUIRED IN FINAL

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CONDITION OF FLOODING

A)

FOR SYMMETRICAL FLOODING : AFTER EQUALISATION MEASURES HAVE BEEN TAKE, A POSITIVE RESIDUAL GMT IS TO BE AT LEAST 50 mm AS CALCULATED BY CONSTANT DISPLACEMENT METHOD .

B) i)

FOR UNSYMMETRICAL FLOODING : THE ANGLE OF HEEL NOT TO EXCEED : a) 70 FOR ONE COMPT. FLOODING ; b) 120 FOR TWO OR MORE ADJACENT COMPTS. FLOOODING ;

ii)

IN NO CASE THE MARGIN LINE TO BE SUBMERGED ;

iii) THE MINIMUM RANGE OF THE POSITIVE RESIDUAL RIGHTING LEVER CURVE IS TO BE AT LEAST 150 BEYOND THE ANGLE OF EQUILIBRIUM .

(THIS RANGE MAY BE REDUCED TO A MINIMUM OF 10 0 , IN THE CASE WHERE THE AREA UNDER THE CURVE IS AS MENTIONED IN SUB PARA (14) BELOW , INCREASED BY THE RATIO : 1500
______________

RANGE IN DEGREES)

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iv)

THE AREA UNDER THE R.L. CURVE IS TO BE AT LEAST 0.015 M. RADIANS , MEASURED FROM THE ANGLE OF EQUILIBRIUM TO THE LESSER OF :

a) 220 IN THE CASE OF 1 COMPT. FLOODING ;

b) 270 IN TWO OR MORE ADJ. COMPTS. FLOODING.

c)

ANGLE OF PROGRESSIVE FLOODING.

iv)

A RESIDUAL RIGHTING LEVER IS TO BE OBTAINED FROM THE FORMULA :

GZ(m) =

HEELING MOMENT DISPLACEMENT

+ 0. 04

WHERE , THE ABOVE HEELING MOMENT IS TO BE THE GREATEST OF ANY OF THE FOLLOWING , CREATED BY :

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a) THE CROWDING OF ALL PASSENGERS TOWARDS ONE SIDE ;

b) THE LAUNCHING OF ALL FULLY LOADED DAVIT LAUNCHED SURVIVAL CRAFT ON ONE SIDE ;

c)

THE WIND PRESSURE.

IN NO CASE SHALL THE GZ VALUE , SO DETERMINED , BE LESS THAN 0.10 Metres.

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Heeling moments
1. FOLLOWING ASSUMPTIONS TO BE MADE FOR THE CROWDING OF PASSENGERS :

a)

FOUR PERSONS PER m2.

b)

A MASS OF 75 kg PER PERSON (MAY BE REDUCED TO A MINIMUM OF 60 kg).

c)

PASSENGERS TO BE DISTRIBUTED ON ONE SIDE AT MUSTER STATIONS , SO THAT THEY PRODUCE

THE MOST ADVERSE HEELING MOMENT .

d)

C.o.g. , ABOVE DECK , OF EACH PASSENGER :

STANDING......1.0 m ;

SITTING.......0.30 m.

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2. MOMENT DUE TO LAUNCHING OF ALL FULLY LOADED DAVIT LAUNCHED SURVIVAL CRAFT :
a) ALL LIFE BOATS , RESCUE BOATS & DAVITLAUNCHED LIFE RAFTS ARE ASSUMED TO BE SWUNG OUT ,READY FOR LOWERING , & FULLY LOADED.

b)

PERSONS NOT IN THE L.S.A. WHICH ARE SWUNG OUT ARE NOT TO PROVIDE ANY ADDITIONAL HEELING OR RIGHTING MOMENTS.

c)

L.S.A. ON THE SIDE OPPOSITE TO THE SIDE TO WHICH THE SHIP HAS HEALED ARE ASSUMED TO BE IN STOWED1 CONDITION.

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3) MOMENT DUE TO WIND PRESSURE :

a)

A WIND PRESSURE OF 120 N/m2 IS TO BE APPLIED.

b)

AREA APPLICABLE IS THE PROJECTED LATERAL AREA OF THE SHIP ABOVE WATER LEVEL CORRESPONDING TO THE INTACT CONDITION.

c)

THE MOMENT ARM IS THE VERTICAL DISTANCE FROM A POINT AT ONE HALF OF THE MEAN DRAUGHT CORRESPONDING TO THE INTACT CONDITION TO THE CENTROID OF THE LATERAL AREA.

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2) The Permeability Of CARGO COMPARTMENT :

Spaces

Permeability At Draft ds dp 0.80 0.80 0.90 0.80 dl 0.95 0. 95 0.95 0.95

Dry Cargo Spaces Container Spaces Ro - Ro Cargo Spaces

0.70 0.70 0.90 0.70

Liquids

Where,

ds: Deepest Sub Division Draft. dp: Partial Sub Division Draft . dl: Light Service Draft.

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DAMAGE STABILITY OF ALL PASSENGER SHIPS, AND CARGO SHIPS OF 80 m Or > 80m In LENGTH

PERMEABILITY

As Per Solas 2009, Ships, the Keel of which are laid or which are at a similar stage of construction, on or after 1st jan. 2009, permeability to be assumed as follows : 1) The permeability of each GENERAL COMPARTMENT :

SPACES Appropriated to stores Occupied by accommodation Accupied by machinery Void spaces Intended for liquids

PERMEABILITY 0.60 0.95 0.85 0.95 0 or 0.95*

*which ever resulys in more severe requirements.

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MARPOL CONSOLIDATED EDITION 2006 3.1 for wing cargo tanks : 0.2L 3.2 for centre cargo tanks: 3.2.1 if bi/B is equal to or greater than one fifth: 0.2L 3.2.2 if bi/B is less than one fifth: 3.2.2.1 where mo centreline longitudinal bulk head is provided: (0.5bi/B+0.1)L 3.2.2.2 where a centreline longitudinal bulkhead is provided: (0.25bi/B+0.15)L

bi is the minimum distance from the ships side to the outer longitudinal bulkhead of the tank in question measured inboard at right angles to the centreline at the level corresponding to the assigned summer freeboard. 5. In order not to exceed the volume limits established by paragraphs 2, 3 and 4 of this regulation and irrespective of the accepted type of cargo transfer system installed, when such system interconnects two or more cargo tanks, valves or other similar closing devices shall be closed when the tanker is at sea.

6. Lines of piping which run through cargo tanks in a position less than tc from the ships side or less than Vc from the ships bottom shall be fitted with valves or similar closing devices at tha point at which they open into any cargo tank. These valves shall be kept closed at sea at any time when the tanks contain cargo oil, except that they may be opened only for cargo transfer needed for the purpose of trimming of the ship.

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7. This regulation does not apply to oil tankers delivered on or after 1 January 2010, as defined in regulation 1.28.8.

Regulation 27 Intact stability See interpretation 45 1). Every oil tanker of 5,000 tonnes deadweight and above delivered on or after 1 February 2002, as defined in regulation 1.28.7, shall comply with the intact stability criteria specified in paragraphs 1.1 and 1.2 on this regulation, as appropriate, for any operating draught under the worst possible conditions of cargo and ballast loading, consistent with good operational practice, including intermediate stages of liquid transfer operations. Under all conditions the ballast tanks shall be assumed slack. 1. In port, the initial metacentric height GM o, corrected for the free surface measured at 00 heel, shall be not less than 0.15m: 2. At sea, the following criteria shall be applicable : 2.1 the area under the righting lever curve (GZ curve) shall be not less than 0.055 m.rad up tp 0 = 30o angle of heel and not less than 0.09 m.rad up to 0 = 40o or other angle of flooding 0.0 if this angle is less than 40 o. Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30 o and 40o or between 30o and 0o if this angle is less than 40o , shall be not less than 0.03 m.rad; the righting lever GZ shall be at least 0.20 m at an angle of heel equal to or greater than 30 o ; the maximum righting arm shall occur at an angle of heel preferably exceeding 30o but not less than 25o ; and

2.2 2.3

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2.4

the initial metacentric height GMo, corrected for free surface measured at 0o heel, shall be not less than 0.15 m.

2). The requirements of paragraph 1 of this regulation shall be met through design measures. For combination carriers simple supplementary operational procedures may be allowed. 3). Simple supplementary operational procedures for liquid transfer operations referred to in paragraph 2 of this regulation shall mean written procedures made available to the master which: 1 2 Are approved by the Administration; Indicate those cargo and ballast tanks which may, under any specific condition of liquid transfer and possible range of cargo densities, be slack tanks may vary during the liquid transfer operation and be of any combination provided they satisfy the criteria; Will be readily understandable to the officer-in-charge of liquid transfer operations; Provide for planned sequences of cargo/ballast transfer operations; Allow comparisons of attained and required stability using stability performance criteria in graphical or tabular form; Require no extensive mathematical calculations by the officer-incharge; Provide for corrective actions to be taken by the officer-in-charge in case of departure from recommended values and in case of emergency situations; and are prominently displayed in the approved trim and stability booklet and at the cargo/ballast transfer control station and in any computer software by which stability calculations are performed.

3 4 5 6 7

Regulation 28

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Subdivision and damage stability 1) Every oil tanker delivered after 31 december 1979, as defined in regulation 1.28.2, of 150 gross tonnage and above, shall comply with the subdivision and damage stability criteria as specified in paragraph 3 of this regulation, after the assumed side or bottom damage as specified in paragraph 2 of this regulation, for any operating draught reflecting actual partial or full load conditions consistent with trim and strength of the ship as well as relative densities of the cargo. Such damage shall be applied to all conceivable locations along the length of the ship as follows;

1. 2.

In tankers of more than 150 m, but not exceeding 225 m in length, anywhere in the ships length; In tankers of more than 150 m, but not exceeding 225 m in length, anywhere in the ships length except involving either after or forward bulkhead bounding the machinery space shall be treated as a single floodable compartment; and In tankers not exceeding 150 m in length, anywhere in the ships length between adjacent transverse bulkheads with the exception of the machinery space, for tankers of 100 m or less in length where all requirements of paragraph 3 of this regulation cannot be fulfilled without materially impairing the operational qualities of the ship, Administrations may allow relaxations from these requirements.

3.

Ballast conditions where the tanker is not carrying oil in cargo tanks, excluding any oil residues, shall not be considered. SEE INTERPRETATION 46 2) The following provisions regarding the extent and the character of the assumed damage shall apply: 1. Side damage: 1.1 Longitudinal extent: m, whichever is less 1/3(L2/3) or 14.5

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1.2 Tramsverse extent (inboard 11.5 m, from the ships whichever is less Side at right angles to the centreline at the level of the summer load line): 1.3 vertical extent:

B/5 or

from the module line of the bottom shell plating at centre line, upwards without limit.

Bottom damage: For 0.31 from the forward any other part perpendicular of the ship the ship of

2.1 longitudinal extent: 1/3 (L2/3) or 5 m, less

1/3(L2/3) or 14.5 m, whichever Is less whichever is

2.2 transverse extent:

B/6 or 10 m, whichever is less B/6 or 5 m, whichever is less

2.3 vertical extent:

B/15 or 6 m, whichever is less, B/15 or 6 m, whichMeasured from the moulded line ever is less, measur

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Of the bottom shell plating at the of the plating centreline

ed from

Moulded line Bottom shell at

3. If any damage of a lesser extent than the maximum extent of damage specified in subparagraphs 2.1 and 2.2 of this paragraph would result in a more severe condition, such damage shall be considered.

4. Where the damage involving transverse bulkheads is envisaged as specified in subparagraphs 1.1 and 1.2 of this regulation, transverse watertight bulkheads shall be spaced at least at a distance equal to the longitudinal extent of assumed damage specified in subparagraph 2.1 of this paragraph in order to be considered effective. Where transverse bulkheads are spaced at a lesser distance, one or more of these bulkheads within such extent of damage shall be assumed as non-existent for the purpose of determining flooded compartments.

5. Where the damage between adjacent transverse watertight bulkheads is envisaged as specified in subparagraph 1.3 of this regulation, no main transverse bulkhead or a transverse bulkhead bounding side tanks or double bottom tanks shall be assumed damaged, unless:

5.1

tha spacing of the adjacent bulkheads is less than the longitudinal extent of assumed damage specified in subparagraph 2.1 of this paragraph; or

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5.2

there is a step or recess in a transverse bulkhead of more than 3.05 m in length, located within the extent of penetration of assumed damage. The step formed by the after peak bulkhead and after peak top shall not be regarded as a step for the purpose of this regulation.

6. If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements shall be made so that progressive flooding cannot thereby extend to compartments other than those assumed to be floodable for each case of damage.

SEE INTERPRETATION 46 3. Oil tankers shall be regarded as complying with the damage stability criteria if the following requirements are met:

1. The final waterline, taking into account sinkage, heel and trim, shall be below the lower edge of any opening through which progressive flooding may take place. Such openings shall include air-pipes and those which are closed by means of watertight doors of hatch covers and may exclude those openings closed by means of watertight manhole covers and flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and sidescuttles of the non-opening type.

2. In the final stage of flooding, the angle of heel due to unsymmetrical flooding shall not exceed 25 o, provided that this angle may be increased upto 30 o if no deck edge immersion occurs.

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3. The stability in the final stage of flooding shall be investigated and may be regarded as sufficient if the righting lever curve has at least a range of 20 o beyond the position of equilibrium in association with a maximum residual righting lever of at least 0.1 m within the 20 o range; the area under the curve within this range shall not be less than 0.0175 mrad. Unprotected openings shall not be immersed within this range unless the space concerned is assumed to be flooded. Within this range, the immersion of any of the openings listed in subparagraph 3.1 of this paragraph and other openings capable of being dosed watertight may be permitted.

4. The administration shall be satisfied that the stability is sufficient during intermediate stages of flooding.

5. Equalization arrangements requiring mechanical aids such AS valves of cross-levelling pipes, if fitted, shall not be considered for the purpose of reducing an angle of heel attaining the minimum range of residual stability to meet the requirements of subparagraphs 3.1, 3.2 and 3.3 of this paragraph and sufficient residual stability shall be maintained during all stages where equalization is used. Spaces which are linked by ducts of a large cross-sectional area may be considered to be common.

4. The requirements of paragraph 1 of this regulation shall be confirmed by calculations which take into consideration the design duraetcmlint ol the ship, the arrangements, configuration and contents ol tin* IIUIK...it compartments; and the distribution, relative densities and the free MW.NC effect of liquids. The calculations shall be based on the following:

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1. Account shall be taken of any empty or partially filled tank, the relative density of cargoes carried, as well as any outflow of liquids from damaged compartments.

2. The permabilities assumed for spaces flooded as a result of damage shall be as follow: Spaces Appropriated to stores Occupied by accommodation Occupied by machinery Voids Intended for consumable liquids Intended for other liquids Permeabilities 0.60 0.95 0.S5 OM 0 to OM* 0 to OM*

3. The buoyancy of any superstructure directly above the side damage shall be disregarded. The unflooded parts of superstructures beyond the extent of damage, however, may be taken into consideration provided that they are separated from the damaged space by watertight bulkheads and the requirements of subparagraph 3.1 of this regulation in respect of these intact spaces are complied with. Hinged watertight doors may be acceptable in watertight bulkheads in the superstructure.

The permeability of partially filled compartments shall be consistent with the amount of this assumed that the contents are completely lost from that compartment and replaced by salt was up to the final plane of ecliilibrium.

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4. The free surface effect shall be calculated at an angle of heel of 5o for each individual compartment. The administration may require or allow the free surface corrections to be calculated at an angle of heel greater than 5o for partially filled tanks.

5. In calculating the effect of free surfaces of consumable liquids it shall be assumed that, for each type of liquid, at least one transverse pair or a single centreline tank has a free surface and the tanks or combination of tanks to be taken into account shall be those where the effect of free surface is the greatest. 5. The master of every oil tanker to which this regulation applies and the person in charge of a non-self-propelled oil tanked to which this regulation applies shall be supplied in a approved form with: 1. Information relative to loading and distribution of cargo necessary to ensure compliance with the provisions of this regulation; and 2. Data on the ability of the ship to comply with damage stability criteria as determined by this regulation, including the effect of relaxations that may have been allowed under subparagraph 1.3 of this regulation. 6. For oil tankers of 20,000 tonnes deadweight and above delivered on or after 6 July 1996, as defined in regulation 1.28.6, the damage assumptions prescribed in paragraph 2.2 of this regulation shall be supplemented by the following assumed bottom raking damage; 1. longitudinal extent: 1.1 Ships of 75,000 tonnes deadweight and above: 0.6L measured from the forward perpendicular; 1.2 Ships of less than 75,000 tonnes deadweight; 0.4L measured from the forward perpendicular;

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2. transverse extent : B/3 anywhere in the bottom; 3. vertical extent : breach of the outer hull.

Regulation 29

Slop tanks 1. Subject to the provisions of paragraph 4 of regulation 3 of this Annex, oil tankers of 150 gross tonnage and above shall be provided with slop tank arrangements in accordance with the requirements of paragraphs 2.1 to 2.3 of this regulation. In oil tankers delivered on or before 31 december 1979, as defined in regulation 1.28.1, any cargo tank may be designated as a slop tank.

2.1

Adequate means shall be provided for cleaning the cargo tanks anil transferring the dirty ballast residue and tank washings from the cargo tanks into a slop tank approved by the Administration.

2.2

In this system arrangements shall be provided to transfer the oily waste into a slop tank or combination of slop tanks in such a way that any effluent discharged into the sea will be such as to comply with the provisions of regulation 34 of this Annex.

2.3

The arrangements of the slop tank or combination of slop tanks shall have a capacity necessary to retain the slop generated by tank washings, oil residues and dirty ballast residues. The total capacity of the slop tank or tanks shall not be less than 3 per cent of the oil-carrying capacity of the ship, except that the Administration may accept:

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1. 2% for such oil tankers where the tank washing arrangements are such that once the slop tank or tanks charged with washing water, this water is sufficient for tank washing and, when applicable, for providing the driving fluid for ediutors, without the introduction of additional water into the system;

2. 2% where segregated ballast tanks or dedicated clean luiiaM tanks are provided in accordance with regulation IK of (Im Annex, or where a cargo tank cleaning system using crude oil washing is fitted in accordance with regulation 33 of this Annex. This capacity may be further reduced to 1.5% for such oil tankers where the tank washing arrangements are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing and, where applicable for providing the driving fluid for educators, without the introduction of additional water into the system; and

3. 1% for combination carriers where oil cargo is only carried in tanks with smooth walls. This capacity may be further reduced to 0.8% where the tank washing arrangements are such that once the slop tank or tanks are charged with washing water, i hi>> water is sufficient for tank washing and, where applicable, for providing the driving fluid for educators, without the introduction of additional water into the system.

SEE INTERPRETATION 46 2.4 Slop tanks shall be so designed, particularly in respect of the position of inlets, outlets, baffles or weirs where fitted, so as to

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avoid excessive turbulence and entrainment of oil or emulsion with the water.

3.

Oil tankers of 70,000 tonnes deadweight and above delivered after 31 December 1979, as defined in regulation 1.28.2, shall be provided with at least two slop tanks.

ALLOWABLE KG (AFTER CORRN. FOR F.SE) DSB8 DIAGRAM

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F.S.E. CURVE FOR LIQUIDS DUE TO HEEL NO. 4 CARGO TANK (S)

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MEMO TO: ALL CSM STATIONS

MEMO NO.: FROM: DATE: PREP. BY:

NACNO845-01.3 2010-08-19 EIRIK LINDSETH

Support to owners in connection with Concentrated Inspection Campaign by paris MoU towards damage stability for Tankers BACKGROUNG
As of 1st September to end of November 2010 Paris MoU will run a concentrated campaign towards compliance with flag administrations requirements for control of damage stability on tankers. Ships that are not equipped with a loading instrument that is approved to calculate damages stability and do not have or fail to demonstrate that they are able to use damage stability limit curves and are not loaded according to the approved loading conditions in the stability book may be subject to PSC detentions.

DNV want to assist owners to avoid ending up in this situation and have prepared a service to carry out examination of damage stability requirements for loading conditions in case this cannot be demonstrated to the PSCOs satisfaction. Loading instrument The preferred solution may be to furnish the ship with a loading instrument capable to do the necessary calculations. DNV will assist with top priority to the approval work to be carried out.

Acceptance of additional loading conditions If the planned loading conditions differ significantly from the conditions in the approved loading manual and the master is unable to prove damage stability compliance by other means, DNV may assist you with calculating and

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verifying damage stability for of such loading conditions. On ships enrolled with ERS and other ships where we are in possession of a verified computerised stability model we will be able to deliver the results within the estimates below. In order to be able to provide this service, the planned loading conditions (departure and arrival) must be run on the vessels loading computer and the printouts must be submitted to DNV. Fixed fee for one pair of conditions (departure and arrival) NOK 8 500,-

Additional loading conditions received in same package:NOK 2 000,- per pair. Subsequent submittals, one pair of conditions: NOK 5 000,-

Estimated normal handling time is 24 hours from receipt of documentation during working days (8.00-16.00 Norwegian hours). The fees do not cover any revisions. If computerised model is unavailable we will attempt to carry out verification on other basis. In this case, neither the estimated handling time nor the fixed fee will be applicable. Additional work will be invoiced on an hourly basis. If you require assistance for examination of loading conditions, please contact us as soon as possible in order that we may help you in good time prior to the commencement of the CIC.

Emergency assistance. Outside normal working hours

If emergency need for such assistance arises outside normal working hours DNV will assist with a 27/7 response service similar to our ERS duty service. This will give you access to direct response for immediate mobilisation of resources to do necessary support. On ships enrolled with ERS and other ships where we are in possession of a verified computerised stability model we will be able to deliver the results within the estimates below. In order to be able to provide this service, the planned loading conditions (departure and arrival) must be run on the vessels loading computer and the printouts must be submitted to DNV. Fixed fee for one pair of conditions (departure and arrival) NOK 30 000,-

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Additional loading conditions received in same package : NOK 4 000,- per pair. Estimated reply time will in this case be 8 hours. The fees do not cover any revisions of the documentation. If computerised model is unavailable we will attempt to carry out verification on other basis. In this case neither the estimated handling time nor the fixed fee will be applicable. Additional work will be invoiced on an hourly basis.

Contact information
Contact through your local customer service Manager or directly to directly to stability Approval Section: E-mail : Phone : stability@dnv.com +47 67 57 70 80

Emergency assistance : +47 91 84 97 15

Additional information
Our delivery will be a letter stating our stability acceptance and the relevant damage stability requirements, and returned loading conditions with Examined stamp. Letter and loading conditions will be scanned and returned by email to sender as well as other recipients specified. DNV can provide the above service for vessels where we are authorised to approve stability on behalf of the administration. We may also provide this as an advisory service for vessels where the administration is handling stability themselves, and for vessels not in DNV class but enrolled in our ERS service. Our acceptance letter will then clearly state the basis for our evaluation.

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ALLOWABLE KG (after corn. For FSE) DSB8 DIAGRAM

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DAMAGE CONDITION NO.9

DIAGRAM

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F.S.E. CURVE FOR LIQUIDS DUE TO HEEL NO.4 CARGO TANK (S)

DIAGRAM

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FLOW CHART (DAMAGE STABILITY)

DIAGRAM

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REVISED GUIDANCE TO THE MASTER FOR AVOIDING DANGEROUS SITUATIONS IN ADVERSE WEATHER AND SEA CONDITIONS
1. The maritime safety committee, at its eighty-second session (29 November to 8 December 2006), approved the revised guidance to the master for avoiding dangerous situations in adverse weather and sea conditions, set out in the annex, with a view to providing masters with a basis for decision making on ship handling in adverse weather and sea conditions, thus assisting them to avoid dangerous phenomena that they may encounter in such circumstances. 2. Member governments are invited to bring the annexed revised guidance to the attention of interested parties as they deem appropriate. 3. This revised guidance supersedes the guidance to the master for avoiding dangerous situations in following and quartering seas (MSC/Circ.707).

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REVISED GUIDANCE TO THE MASTER FOR AVOIDING DANGEROUS SITUATIONS IN ADVERSE WEATHER AND SEA CONDITIONS 1 General
1.1 Adverse weather conditions, for the purpose of the following guidelines, include wind induced waves or heavy swell. Some combinations of wave length and wave height under certain operation conditions may lead to dangerous situations for ships complying with the IS code. However, description of adverse weather conditions below shall not preclude a ship master from taking reasonable action in less severe conditions if it appears necessary. when sailing in adverse weather conditions, a ship is likely to encounter various kinds of dangerous phenomena, which may lead to capsizing or severe roll motions causing damage to cargo, equipment and persons on board. The sensitivity of a ship size and ship speed. This implies that the vulnerability to dangerous responses, including capsizing, and its probability of occurrence in a particular sea state may differ for each ship. on ships which are equipped with an on-board computer for stability evaluations, and which use specially developed software which takes into account the main particulars, actual stability and dynamic characteristics of the individual ship in the real voyage conditions, such software should be approved by the Administration. Results derived from such calculations should only be regarded as a supporting tool during the decision making process. waves should be observed regularly. In particular, the wave period Tw should be measured by means of a stop watch as the time span between the generation of a foam patch by a breaking wave and its reappearance after passing the wave trough. The wave length is determined either by visual observation in comparison with the ship length or by reading the mean distance between successive wave crests on the radar images of waves. The wave period and the wave length are related as follows : =1.56 . Tw2 [m] or Tw = 0.8 [s]

1.2

1.3

1.4

1.5

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1.6

The period of encounter and TE could be either measured as the period of pitching by using stop watch or calculated by the formula:

Where V = ships speed [knots]; and = angle between keel direction and wave direction ( =0 o means head sea) 1.7 1.8 The diagram in figure 1 may as well be used for the determination of the period of encounter. The height of significant waves should also be estimated.

DIAGRAM

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2 Cautions
2.1 It should be noted that this guidance to the master has been designed to accommodate for all types of merchant ships. Therefore, being of a general nature, the guidance may be too restrictive for certain ships with more favourable dynamic properties, or too generous for certain other ships. A ship could be unsafe even outside the dangerous zones defined in this guidance if the stability of the ship is insufficient. Masters are requested to use this guidance with fair observation of the particular features of the ship and her behaviour in heavy weather.

2.2

It should further be noted that this guidance is restricted to hazards in adverse weather conditions that may cause capsizing of the vessel or heavy rolling with risk of damage. Other hazards and risks in adverse weather conditions, like damage through slamming, longitudinal or torsional stresses, special effects of waves in shallow water or current, risk of collision or stranding, are not addressed in this guidance and must be additionally considered when deciding on an appropriate course and speed in adverse weather conditions.

2.3

The master should ascertain that his ship complies with the stability criteria specified in the IS Code or an equivalent thereto. Appropriate measures should be taken to assure the ships watertight integrity. Securing of cargo and equipment should be re-checked. The ships natural period of roll TR should be estimated by observing roll motions in calm sea.

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3 Dangerous Phenomena
3.1 Phenomena occurring in following and quartering seas

A ship sailing in following or stern quartering seas encounters the waves with a longer period than in beam, head or bow waves, and principal dangers caused in such situation are as follows :

3.1.1

Surf-riding and broaching-to

When a ship is situated on the steep forefront of a high wave in following or quartering sea conditions, the ship can be accelerated to ride on the wave. This is known as surf-riding. In this situation the so-called broaching-to phenomenon may occur, which endangers the ship to capsizing as a result of a sudden change of the ships heading and unexpected large heeling.

3.1.2

Reduction of intact stability when riding a wave crest amidships

When a ship is riding on the wave crest , the intact stability can be decreased substantially according to changes of the submerged hull form. This stability reduction may become critical for wave lengths within the range of 0.6 L up to 2.3 L, where L is the ships length in metres. Within this range the amount of stability reduction is nearly proportional to the wave height. This

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situation is particularly dangerous in following and quartering seas, because the duration of riding on the wave crest, which corresponds to the time interval of reduced stability, becomes longer.

3.2

Synchronous rolling motion Large rolling motions may be excited when the natural rolling period of a ship coincides with the encounter wave period. In case of navigation in following and quartering seas this may happen when the transverse stability of the ship is marginal and therefore the natural roll period becomes longer.

3.3 3.3.1

Parametric roll motions Parametric roll motions with large and dangerous roll amplitudes in waves are due to the variation of stability between the position on the wave crest and the position in the wave trough. Parametric rolling may occur in two different situations: 1. The stability varies with an encounter period TE that is about equal to the roll period T R of the ship (encounter ratio 1:1). The stability attains a minimum once during each roll period. This situation is characterized by asymmetric rolling, i.e. the amplitude with the wave crest amidships is much greater than the amplitude to the other side. Due to the tendency of retarded up-righting from the large amplitude, the roll period TR may adapt to the encounter period to a certain extent , so that this kind of parametric rolling may occur with a wide bandwidth of encounter periods. In quartering seas a transition to harmonic resonance may become noticeable.

2.

The stability varies with an encounter period TE that is approximately equal to half the roll period T R of the ship (encounter ratio 1:0.5). the stability attains a minimum twice during each roll period. In following or quartering seas, where the encounter period becomes larger than the wave

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period, this may only occur with very large roll periods TR, indication a marginal intact stability. The result is symmetric rolling with large amplitudes, again with the tendency of adapting the ship response to the period of encounter due to reduction of stability on the wave crest. Parametric rolling with encounter ratio 1:0.5 may also occur in head and bow seas.

3.3.2.

Other than in following or quartering seas, where the variation of stability is solely effected by the waves passing along the vessel, the frequently heavy heaving and/ or pitching in head or bow seas may contribute to the magnitude of the stability variation, in particular due to the periodical immersion and emersion of the flared stern frames and bow flare of modern ships. This may lead to severe parametric roll motions even with small wave induced stability variations.

3.3.3.

The ships pitching and heaving periods usually equals the encounter period with the waves. How much the pitching motion contributes to the parametric roll motion depends on the timing (coupling) between the pitching and rolling motion.

3.4

Combination of various dangerous phenomena

The dynamic behaviour of a ship in following and quartering seas is very complex. Ship motion is three-dimensional and various detrimental factors or dangerous phenomena like additional heeling moments due to deckedge submerging, water shipping and trapping on deck or cargo simultaneously or consecutively. This may create extremely dangerous combinations, which may cause ship capsize.

Operational Guidance

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The shipmaster is recommended to take the following procedures of ship handling to avoid the dangerous situations when navigating in severe weather conditions.

4.1

Ship condition

This guidance is applicable to all types of conventional ships navigating in rough seas, provided the stability criteria specified in resolution A.749(18), as amended by resolution MSC. 75(69), are satisfied.

4.2

How to avoid dangerous conditions

4.3

For surf-riding and broaching-to

Surf-riding and broaching-to may occur when the angle of encounter is in the range 135o< <225 o and the ship speed is higher than (1.8 L)/ cos (180- ) (knots). To avoid surf riding, and possible broaching the ship speed, the course or both should be taken outside the dangerous region reported in figure 2.

DIAGRAM

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1.1.1 For successive high wave attack 1.1.1.1 when the average wave length is larger than 0.8 L and the significant wave height is larger than 0.04 L, and at the same time some indices of dangerous behaviour of the ship can be clearly seen, the master should pay attention not to enter in the dangerous zone as indicated in figure 3. When the ship is situated on this dangerous zone, the ship speed should be reduced or the ship course should be changed to prevent successive attack of high waves, which could induce the danger due to the reduction of intact stability, synchronous rolling motions, parametric rolling motions or combination of various phenomena. 1.1.1.2 The dangerous zone indicated in figure 3 corresponds to such conditions for which the encounter wave period (TE) is nearly equal to double (i.e., about 1.8-3.0 times) of the wave period (TW) (according to figure 1 or paragraph 1.4). 1.1.2 for synchronous rolling and parametric rolling motions 1.1.2.1 the master should prevent a synchronous rolling motion which will occur when the encounter wave period TE is nearly equal to the natural rolling period of ship T R. 1.1.2.2 For avoding parametric rolling in following quartering, head, bow seas the course and speed of the ship should be selected in a way to avoid condition for which the encounter period is close to the ship roll period (TE ~ TR) or the encounter period is close to one half of the ship roll period (T E ~ 0.5.TR) 1.1.2.3 The preiod of encounter TE may be determined from figure by 1 by entering with the ships speed in knots, the encounter angle and the wave period TW.

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DIAGRAM

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Abbreviations and symbols Symbols explanation units TW s m TE s angle of encounter (=0o in head sea, =90o for sea from starboard side) degrees V knots TR s L m length of ship (between perpendiculars) natural period of roll of ship ships speed encounter period with waves wave length wave period

DIAGRAM

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THE WEATHER CRITERION & MINIMUM STABILITY REQUIREMENT SHOULD GOVERN THE MINIMUM REQUIREMENTS FOR RASSENGER OR CARGO SHIPS OF 24 m IN LENGTH AND OVER. AREA B SHOULD BE EQUAL TO OR > AREA A IW1 =P.A.Z/ 1000G (METRES), WHERE : P= 504 N/M2 A= PROJECT LATERAL AREA ABOVE WATER LINE. Z= VERT. DIST. BET CENTRE OF H AND APPROX OF DRAUGHT G= 9.81 M/S2 ; = DISPL.

IW2 = 1.5 Iw1 (METRES) O : ANGLE OF HEEL UNDER ACTION OF STEADY WIND. (SHOULD BE LIMITED TO 16O OR 80% OF THE ANGLE OF DECK EDGE IMMERSION, WHICH EVER IS LESS). 1 : ANGLE OF ROLL TO WINDWARD DUE TO WAVE ACTION 1 = 109 k.X1. X2 rs DEGRES 2 : ANGLE OF FLOODING OR 50O WHICH EVER IS LEAST WEATHER CRITERION

WHERE, K : BILGE/BAR KEEL FACTOR (BETWEEN 0.7& 1) X1: BREADTH/DRAFT, RATIO FACTOR (BETWEEN 0.84 & 1) X2: CO COEFFICIENT (BETWEEN 0.75 & 1.0)

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R : 0.73+0.6 OG/d, WHERE OG IS DISTANCE BETWEEN COG & W/L(OG=KG-D) S : ROLLING PERIOD FACTOR (0.035-1.0) T : ROLLING PERIOD = 2CxB/GM, SECONDS WHERE, C=0.373+0.023(B/D) 0.043 (LW2/100) B= MOULDED BREADTH d= MEAN MOULDED DRAFT LW2= WATER LINE LENGTH OF SHIP GM= GM (FLUID) Ak = TOTAL OVERALL AREA OF BILEAGE KEELS OR BARKEEL OR SUM OF THEIR AREAS (M2)