S.I. No. 251/1994:

MERCHANT SHIPPING (RO-RO PASSENGER SHIP SURVIVABILITY) RULES, 1994.

MERCHANT SHIPPING (RO-RO PASSENGER SHIP SURVIVABILITY) RULES, 1994.

I, DAVID ANDREWS, Minister for the Marine, in exercise of the powers conferred on me by section 10 (1) (as amended by section 29 of the Merchant Shipping Act, 1992 (No. 2 of 1992) and applied by section 743 of the Merchant Shipping Act, 1894), of the Merchant Shipping (Safety Convention) Act, 1952 (No. 29 of 1952), hereby make the following Rules:

1. These Rules may be cited as the Merchant Shipping (Ro-Ro Passenger Ship Survivability) Rules, 1994, and shall come into operation on the 1st day of November, 1994.

2. (1) In these Rules--

"the Administration" means the Maritime Administration of a party to the Agreement;

"the Agreement" means the Agreement concerning the stability of existing ro-ro passenger ships operating services to or from ports within a designated sea area of North West Europe, done at London on 27 July 1993, which is set out for convenience of reference in the Schedule to these Rules, and includes any amendment including the addition of a party to the Agreement considered by the Minister relevant from time to time and set out in a Marine Notice;

"Irish ro-ro passenger ship" means a ro-ro passenger ship which is registered in the State;

"Marine Notice" means a Notice described as such issued by the Department of the Marine and which may be amended or replaced from time to time;

"Member State" means a Member State of the European Communities;

"the Minister" means the Minister for the Marine;

"non-Irish ro-ro passenger ship" means a ro-ro passenger ship which is registered outside the State;

"post 1990 ship" means a passenger ship the keel of which was laid, or was at a similar stage of construction, on or after 29 April 1990 or cargo ship which is converted to a passenger ship on or after that date;

"ro-ro passenger ship" means a passenger ship provided with cargo or vehicle spaces not normally subdivided in any way and extending to either a substantial length or the entire length of the ship in which vehicles or cargo can be loaded or unloaded in a horizontal direction;

"the Rules of 1983" means the Merchant Shipping (Passenger Ship Construction and Survey) Rules, 1983 ( S.I. No. 300 of 1983 );

"the Rules of 1985" means the Merchant Shipping (Passenger Ship Construction and Survey) Rules, 1985 ( S.I. No. 274 of 1985 ) as amended by the Merchant Shipping (Passenger Ship Construction and Survey) (Amendment) Rules, 1994 ( S.I. No. 12 of 1994 ) and the Merchant Shipping (Passenger Ship Construction and Survey) (Amendment No. 2) Rules, 1994 ( S.I. No. 131 of 1994 ).

(2) In these Rules a reference to a paragraph or subparagraph is to the paragraph or subparagraph of the provision in which the reference occurs, unless it is indicated that reference to some other provision is intended.

3. (1) Rule 11 of the Rules of 1983 is hereby amended by the insertion at the beginning of paragraph (1) (a) of "Subject to the Merchant Shipping (Ro-Ro Passenger Ship Survivability) Rules, 1994 ( S.I. No. 251 of 1994 )".

(2) Rule 11 of the Rules of 1985 is hereby amended by the insertion at the beginning of paragraph (2) (a) of "Subject to the Merchant Shipping (Ro-Ro Passenger Ship Survivability) Rules, 1994 ( S.I. No. 251 of 1994 )".

4. These Rules apply--

(a) to all Irish ro-ro passenger ships when operating as ships of Classes I, II and IIA within the meaning of the Rules of 1985; and

( b ) to all ro-ro passenger ships which are non-Irish ships when operating as ships of those Classes, whilst they are in ports in the State,

which are not post 1990 ships.

5. (1) The value of A/Amax for each ship shall be established by calculation, in accordance with the annex to the Calculation Procedure to Assess the Survivability Characteristics of Existing Ro-Ro Passenger Ships When Using a Simplified Method Based Upon Resolution A.265 (VIII), developed by the Maritime Safety Committee of the International Maritime Organisation at its fifty-ninth session in June, 1991 (MSC/Circ. 574).

(2) (a) Subject to subparagraph (c), in the case of a ship operating to or from ports in the State, as a ship of Classes I, II and IIA on 1 November, 1994 a calculation made in accordance with paragraph (1), and the resulting value, shall be submitted by the owner to the Minister for approval not later than 1 December, 1994 unless the ship has ceased to operate in the area to which the Agreement relates at the latter date.

(b) Subject to subparagraph (c), in the case of any other ship such value and calculation shall be submitted by the owner to the Minister for approval not later than 3 months before the ship engages on any voyage.

(c) Subparagraphs (a) and (b) shall not apply in relation to any ship for which the value of A/Amax has been approved by the Administration whose flag the ship is entitled to fly, as being calculated in accordance with the annex mentioned in paragraph (1).

(3) for the purposes of these Rules, the value of A/Amax for a ship shall be the value approved by the Minister or, in the case of a ship mentioned in subparagraph (c) of paragraph (2), the Administration.

(4) Any approval given pursuant to these Rules shall be given in writing and shall specify the conditions (if any) on which it is given.

6. (1) Rule 11 of the Rules of 1983 and Rule 11 of the Rules of 1985 shall cease to apply to a ship to which these Rules apply on the date for compliance in respect of that ship determined in accordance with paragraph (2).

(2) In addition to the requirements of Rule 10 of the Rules of 1983 or Rule 10 of the Rules of 1985 (as the case may be) every ship shall comply with the Rules of the Agreement relating to damage stability standards on and after the date for compliance set out in the Tables to this Rule relevant to that ship:

TABLE A

FOR SHIPS WITH A ONE COMPARTMENT STANDARD OF SUBDIVISION

TABLE B

FOR SHIPS WITH A TWO COMPARTMENT STANDARD OF SUBDIVISION

7. (1) The Minister may exempt any class of ship or description of ships from all or any of the provisions of these Rules (as may be specified in the exemption) if he is satisfied that compliance with such provision is either impracticable or unreasonable in the case of that class of ship or description of ships on such terms (if any) as he may specify and may, subject to giving reasonable notice, alter or cancel any such exemption.

(2) For the purpose of the Rules, any requirement to comply with a damage stability standard shall be satisfied by compliance with--

(a) a relevant standard or code of practice of a national standards body or equivalent body of any Member State; or

(b) any relevant international standard recognised for use in any Member State; or

(c) a relevant specification acknowledged for use as a standard by a public authority of any Member State,

Provided that the relevant standard, code of practice or specification provides, in use, equivalent levels of safety, suitability and fitness for purpose.

SCHEDULE

AGREEMENT CONCERNING THE STABILITY OF RO-RO PASSENGER SHIPS OPERATING SERVICES TO OR FROM PORTS WITHIN A DESIGNATED SEA AREA OF NORTH WEST EUROPE

THE SURVIVABILITY STANDARD FOR RO-RO PASSENGER SHIPS BUILT BEFORE 29 APRIL 1990 PLYING WITHIN A DESIGNATED SEA AREA OF NORTH WEST EUROPE

Preamble

In accordance with this Agreement, Passenger ships with ro-ro cargo spaces or special category spaces as defined in regulation II-2/3 of the International Convention for the Safety of Life at Sea, as amended, constructed before 29 April 1990 shall comply with the provisions of this agreement not later than the date prescribed below, according to the value of A/Amax as defined in the annex to the Calculation Procedure to Assess the Survivability Characteristics of Existing Ro-Ro Passenger Ships When Using a Simplified Method Based Upon Resolution A.265 (VIII), developed by the Maritime Safety Committee at its fifty-ninth session in June 1991 (MSC/Circ. 574):

The Administration may permit passenger ships with ro-ro cargo spaces or special category spaces as defined in regulation II-2/3, constructed before 29 April 1990, complying at least with the two compartment sub-division criteria to comply with the provisions of this agreement not later than the date prescribed below, according to the value of A/Amax as defined above.

1.1 Sufficient intact stability shall be provided in all service conditions so as to enable the ship to withstand the final stage of flooding of any one main compartment which is required to be within the floodable length.

1.2 Where two adjacent main compartments are separated by a bulkhead which is stepped under the conditions of regulation 7.5.1 the intact stability shall be adequate to withstand the flooding of those two adjacent main compartments.

1.3 Where the required factor of subdivision is .50 or less but more than .33 intact stability shall be adequate to withstand the flooding of any two adjacent main compartments.

1.4 Where the required factor of subdivision is .33 or less the intact stability shall be adequate to withstand the flooding of any three adjacent main compartments.

2.1 The requirements of paragraph 1 shall be determined by calculations which are in accordance with paragraphs 3, 4 and 6 and which take into consideration the proportions and design characteristics of the ship and the arrangement and configuration of the damaged compartments. In making these calculations the ship is to be assumed in the worst anticipated service condition as regards stability.

2.2 Where it is proposed to fit decks, inner skins or longitudinal bulkheads of sufficient tightness to seriously restrict the flow of water, the Administration shall be satisfied that proper consideration is given to such restrictions in the calculations.

2.3 The stability required in the final condition after damage, and after equalisation where provided, shall be determined as follows:

2.3.1 The positive residual righting lever curve shall have a minimum range of 15° beyond the angle of equilibrium. Depending on the area of operation, the Administration may permit a lesser range for passenger ships with ro-ro cargo spaces or special category spaces as defined in regulation II-2/3 of the International Convention for the Safety of Life at Sea, as amended, constructed before 29 April 1990, provided that, in all cases, the requirements of 2.3.2 and 2.3.3 are complied with.

2.3.2 The area under the righting lever curve shall be at least 0.015 m-rad, measured from the angle of equilibrium to the lesser of:

.1 the angle at which progressive flooding occurs;

.2 22°(measured from the upright) in the case of one-compartment flooding, or

27° (measured from the upright) in the case of the simultaneous flooding of two or more adjacent compartments.

2.3.3 A residual righting lever is to be obtained within the range specified in 2.3.1, taking into account the greatest of the following heeling moments:

.1 the crowding of all passengers towards one side;

.2 the launching of all fully loaded davit-launched survival craft on one side;

.3 due to wind pressure;

as calculated by the formula:

GZ (in metres) = heeling moment + 0.04

displacement

However, in no case is this righting lever to be less than 0.10m.

2.3.4 For the purpose of calculating the heeling moments in paragraph 2.3.3, the following assumptions shall be made:

.1 Moments due to crowding of passengers:

.1.1 4 persons per square metre;

.1.2 4 persons per square metre;

.1.2 a mass of 75 kg for each passenger;

.1.3 passengers shall be distributed on available deck areas towards one side of the ship on the decks where muster stations are located and in such a way that they produce the most adverse heeling moment.

.2 Moments due to launching of all fully loaded davit-launched survival craft on one side:

.2.1 all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering;

.2.2 for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken;

.2.3 a fully loaded davit-launched liferaft attached to each davit on the side to which the ship has heeled after having sustained damaged shall be assumed to be swung out ready for lowering;

.2.4 persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment;

.2.5 life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position.

.3 Moments due to wind pressure:

.3.1 a wind pressure of 120 N/m to be applied;

.3.2 the area applicable shall be the projected lateral area of the ship above the waterline corresponding to the intact condition;

.3.3 the moment arm shall be the vertical distance from a point at one half of the mean draught corresponding to the intact condition to the centre of gravity of the lateral area.

2.4 In intermediate stages of flooding, the maximum righting lever shall be at least 0.05m and the range of positive righting levers shall be at least 7°. In all cases, only one breach in the hull and only one free surface need be assumed.

3. For the purpose of making damage stability calculations the volume and surface permeabilities shall be in general as follows:

*Whichever results in the more severe requirements.

Higher surface permeabilities are to be assumed in respect of spaces which, in the vicinity of the damage water plane, contain no substantial quantity of accommodation or machinery and spaces which are not generally occupied by any substantial quantity of cargo or stores.

4. Assumed extent of damage shall be as follows:

.1 longitudinal extent: 3.0m plus 3 per cent of the length of the ship, or 11m whichever is the less. Where the required factor of subdivision is .33 or less the assumed longitudinal extent of damage shall be increased as necessary so as to include any two consecutive main transverse watertight bulkheads;

.2 transverse extent (measured inboard from the ship's side, at right angles to the centreline at the level of the deepest subdivision load line): a distance one-fifth of the breadth of the ship, as defined in regulation 2; and

.3 Vertical extent; from the base line upwards without limit;

.4. if any damage of lesser extent than that indicated in paragraphs 4.1., 4.2 and 4.3 would result in a more severe condition regarding heel or loss of metacentric height, such damage shall be assumed in the calculations.

5. Unsymmetrical flooding is to be kept to a minimum consistent with efficient arrangements. Where it is necessary to correct large angles of heel, the means adopted shall, where practicable, be self-acting, but in any case where controls to cross-flooding fittings are provided they shall be operable from above the bulkhead deck. These fittings together with their controls shall be acceptable to the Administration. The maximum angle of heel after flooding but before equalisation shall not exceed 15°. Where cross-flooding fittings are required the time for equalisation shall not exceed 15 minutes. Suitable information concerning the use of cross-flooding fittings shall be supplied to the master of the ship.**

*(*Reference is made to the Recommendation on a Standard Method for Establishing Compliance with the Requirements for Cross-Flooding Arrangements in Passenger Ships, adopted by the International Maritime Organisation by resolution A.266 (VIII).)

6. The final conditions of the ship after damage and, in the case of unsymmetrical flooding, after equalisation measures have been taken shall be as follows:

.1 in the case of symmetrical flooding there shall be a positive residual metacentric height of at least 50mm as calculated by the constant displacement method;

.2 in the case of unsymmetrical flooding, the angle of heel for one compartment flooding shall not exceed 7°. For the simultaneous flooding of two or more adjacent compartments, a heel of 12° may be permitted by the Administration.

.3 in no case shall the margin line be submerged in the final stage of flooding. If it is considered that the margin line may become submerged during an intermediate stage of flooding, the Administration may require such investigations and arrangements as it considers necessary for the safety of the ship.

7.1 The master of the ship shall be supplied with the data necessary to maintain sufficient intact stability under service conditions to enable the ship to withstand the critical damage. In the case of ships requiring cross-flooding the master of the ship shall be informed of the conditions of stability on which the calculations of heel are based and be warned that excessive heeling might result should the ship sustain damage when in a less favourable condition.

7.2 The data referred to in paragraph 7.1 to enable the master to maintain sufficient intact stability shall include information which indicates the maximum permissible height of the ship's centre of gravity above keel (KG), or alternatively the minimum permissible metacentric height (GM), for a range of draughts or displacements sufficient to include all service conditions. The information shall show the influence of various trims taking into account the operational limits,

7.3 Each ship shall have scales of draughts marked clearly at the bow and stern. In the case where the draught marks are not located where they are easily readable, or operational constraints for a particular trade make it difficult to read the draught marks, then the ship shall also be fitted with a reliable draught indicating system by which the bow and stern draughts can be determined.

7.4 On completion of loading of the ship and prior to its departure, the master shall determine the ship's trim and stability and also ascertain and record that the ship is in compliance with stability criteria in the relevant regulations. The Administration may accept the use of an electronic loading and stability computer or equivalent means for this purpose.

GIVEN under my Official Seal, this 29th day of July, 1994.

DAVID ANDREWS,

Minister for the Marine.

EXPLANATORY NOTE.

These Rules implement an international agreement dated 27 July, 1993, entitled "Agreement Concerning The Stability Of Existing Ro-Ro Passenger Ships Operating Services To Or From Ports Within a Designated Sea Area Of North West Europe".

The Rules extend to all ro-ro passenger ships built before 29 April, 1990 the survivability standards required for passenger ships built on or after 29 April, 1990. The extension takes effect between 1 October, 1994 and 1 December, 2004 or 2007 depending upon whether the ship is of one or two compartment standard of subdivision, in accordance with a timescale based on an A/Amax ratio calculation for each ship.

The Rules require the calculation of an A/Amax ratio for each ship to be submitted to, and approved by the Minister, or to be approved by the Maritime Administration party to the Agreement whose flag the ship is entitled to fly.

The Rules amend the Merchant Shipping (Passenger Ship Construction) Rules, 1983 and the Merchant Shipping (Passenger Ship Construction and Survey) Rules, 1985 (as amended) to the extent that they apply to ro-ro passenger ships of Classes I, II and IIA built before 29 April, 1990.

The annex to the Calculation Procedure referred to in Rule 5(1) may be obtained from the International Maritime Organisation, 4 Albert Embankment, London SE1 7SR.