engine notes 2nd edition

RECOMMENDATION ON FIXED FIRE EXTINGUISHING SYSTEMS FOR SPECIAL CATEGORY SPACES*
________
* "Special category spaces" are those enclosed spaces above or below the bulkhead deck intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion, into and from which such vehicles can be driven and to which passengers have access.
This document quotes the Annex to IMO Resolution A.123(V) of 67.10.25.
IMO Resolution A.123(V)
ANNEX
A fixed fire extinguishing system for special category spaces should be at least as effective in controlling a flowing petrol fire as a fixed pressure water-spraying system complying with the following:
(a) The nozzles should be of an approved full bore type. They should be arranged so as to secure an effective distribution of water in the spaces which are to be protected. For this purpose, the system should be such as will provide water application at a rate of at least 3.5 litres per square metre per minute (0.07 gallons per
square foot per minute) for spaces with a deck height not exceeding 2.5 metres (8.2 feet) and a capacity of at least 5 litres per square metre per minute (0.1 gallons per square foot per minute) for spaces with a deck height of 2.5 metres (8.2 feet) or more.
(b) The water pressure should be sufficient to secure an even distribution of water.
(b) The water pressure should be sufficient to secure an even distribution of water.
(c) The system should normally cover the full breadth of the vehicle deck and may be divided into sections provided they are of at least 20 metres (66 feet) in length, except that in ships where the vehicle deck space is subdivided with longitudinal "A" Class divisions forming boundaries of staircases, etc., the breadth of the sections may be reduced accordingly.
(d) The distribution valves for the system should be situated in an easily accessibly position adjacent to but outside the space to be protected which will not readily be cut off by a fire within the space. Direct access to the distribution valves from the vehicle deck space and from outside that space should be provided. Adequate
ventilation should be fitted in the space containing the distribution valves.
(e) The water supply to the system should be provided by a pump or pumps other than the ship’s required fire pumps which should additionally be connected to the system by a lockable non-return valve which will prevent a back-flow from the system into the fire main.
(f) The principal pump or pumps should be capable of providing simultaneously at all times a sufficient supply of water at the required pressure to all nozzles in the vehicle deck or in at least two sections thereof.
(g) The principal pump or pumps should be capable of being brought into operation by remote control (which may be manually actuated) from the position at which the distribution valves are situated.
IMO-Vega Guide
See also MSC.1/Circ.1272 Guidelines for the approval of fixed water‑based fire‑fighting systems for ro-ro spaces and special category spaces equivalent to that referred to in resolution A.123(V).
* * *
See also MSC/Circ.914, dated 4 June 1999, Guidelines for the approval of alternative fixed water-based fire-fighting systems for special category spaces.
* * *
See reg. II-2/37 for passenger ships, reg. II-2/53 for cargo ships and reg. II-2/54 for ships carrying dangerous goods.
Flag State Requirement
See relevant requirements from the administration of Norway.
Document id: RESLA123ARS
Resolutions from the 4th Extraordinary Session of the Assembly of IMO, November 1968.
RESOLUTION A.156(ES.IV) adopted 27 November 1968
RECOMMENDATION ON THE CARRIAGE OF ELECTRONIC POSITION-FIXING EQUIPMENT
The Assembly,
Noting Article 16(i) of the Convention on the Inter-Governmental Maritime Consultative Organization concerning the functions of the Assembly,
Considering the grave consequences of accidents which may occur in ships carrying oil or other noxious or hazardous cargoes in bulk,
Having examined the Recommendation on the carriage of electronic position-fixing equipment adopted by the Maritime Safety Committee at its seventeenth session,
Recommends to governments that such ships carry an efficient electronic position-fixing device suitable for the trade in which the ship is employed,
Invites the Maritime Safety Committee to take the necessary steps to ensure that the Sub-Committee on Safety of Navigation urgently pursues its work on the subject,
and that proposals for amending the International Convention for the Safety of Life at Sea, 1960, be prepared for consideration by the Assembly.
Document id: RESLA156ARS
Resolutions from the 4th Session of the Assembly of IMO, November 1968.
IMO Resolution A.157(ES.IV) adopted 27 November 1968.
RECOMMENDATION ON THE USE AND TESTING OF SHIPBORNE NAVIGATIONAL EQUIPMENT
The Assembly,
Noting Article 16(i) of the Convention on the Inter-Governmental Maritime Consultative Organization concerning the functions of the Assembly,
Considering the need for operating the shipborne navigational equipment to the maximum advantage,
Having examined the Recommendation on the use and testing of shipborne navigational equipment adopted by the Maritime Safety Committee at its seventeenth session,
Recommends
(a) that governments bring to the notice of ships' masters the importance of making the most effective use of all navigational aids at their disposal;
(b) that operational tests of shipborne navigational equipment be carried out at sea by the master or the officers as frequently as practicable and as circumstances
permit, and in particular when conditions of hazardous navigation are expected; these tests should be recorded in the Log Book;
(c) that governments encourage the development and use of reliable speed and distance indicators.
Document id: RESLA157ARS
Resolutions from the 4th extraordinary and the seventh session of the Assembly of IMO, November 1968 and October 1971 respectively.
RESOLUTION A.163(ES.IV)
Adopted on 28 November 1968
RECOMMENDATION FOR FIRE TEST PROCEDURES FOR "A" AND "B" CLASS DIVISIONS
1 Foreword
Superseded by res. A.517(13), adopted 1983-11-17
Res. A.163(ES.IV) Contents:
Res. A.163(ES.IV) Contents:
1 Foreword
2 Nature, Size and Erection of Test Specimens
3 Testing Procedure
4 Test Requirements/5 Test Report
The Assembly,
NOTING Article 16(i) of the convention on the Inter-Governmental Maritime Consultative Organization concerning the functions of the Assembly,
NOTING ALSO Regulation 35(c) and (d) and proposed Regulation 94(c) of Chapter II of the International Convention for the Safety of Life at Sea, 1960, concerning the
definition of "A" and "B" Class Divisions,
NOTING FURTHER Recommendation 11 of the International Conference on Safety of Life at Sea, 1960,
DESIRING to ensure uniformity in the test procedures for such divisions,
HAVING CONSIDERED the Recommendation adopted by the Maritime Safety Committee at its seventeenth session,
ADOPTS the Recommendation for Fire Test Procedures for "A" and "B" Class Divisions, the text of which is set out in the Annex to this Resolution,
INVITES all governments concerned to take steps to give effect to the Recommendation as soon as possible.
ANNEX
RECOMMENDATION FOR FIRE TEST PROCEDURES FOR "A" AND "B" CLASS DIVISIONS
1 Foreword
The purpose of this Recommendation is to provide the Administration with a procedure for testing assembled prototype divisions for compliance with the provisions for fire resistance laid down in Regulation 35(c) and (d) and proposed Regulation 94(c) of Chapter II of the International Convention for the Safety of Life at Sea, 1960.
The specimen of an "A" Class division or a "B" Class deck is to employ as the structural core a typical light scantling shipboard bulkhead or deck of the nominal dimensions and construction prescribed. It is intended that insulating materials which pass the test on this basis may be used on constructions of heavier scantlings.
The objective of the Convention is to establish uniform minimum standards to assure the construction of safe vessels. Therefore, the applicability of tests made in accordance with this Recommendation should be determined by the Administration, taking into account the overall design of the vessel from a fire safety standpoint. Although both steel and aluminium alloy are included in this test procedure, uninsulated steel is considered to meet the requirements for "A" Class divisions with regard to preventing the passage of smoke
and flame while this is not the case with uninsulated aluminium alloy. Procedures are also included for the fire testing of doors.
Study of results of tests on prototype specimens may reveal to the Administration the properties necessary in each component of the assembly. Subsequently it may be
necessary to test only for the requisite properties of the individual components, and not en entire assembly. For example, with "non-rigid" insulating materials, the requisite
properties are generally stability and thermal insulating value under fire test exposure. These properties may be measured in smaller scale tests.
In all cases the manufacturer or agent should consult the Administration and a testing laboratory recognized by the Administration regarding details of construction and erection
of the test specimen which should, as far as possible, simulate actual construction detail aboard ship.
IMO-Vega Guide
The following concerning application is quoted from Res. MSC.61(67), INTERNATIONAL CODE FOR APPLICATION OF FIRE TEST PROCEDURES, Annex 3
Products Test procedure Test expiry date Approval expiry date
A, B and F class divisions (part 3)
Resolution A.163(ES.IV)* as corrected by Resolution A.215(VII) 1.7.1997 1.7.2002
Resolution A.163(ES.IV)* 1.7.1997 1.7.2002
* The maximum average temperature rise of 140°C may be used instead of 139°C in the acceptance criteria in resolutions A.163(ES.IV) and A.517(13).
The name of the Organization was on 22 May 1982 changed to the "International Maritime Organization", abbreviated IMO.
IMO-Vega Note
This resolution was superseded by res. A.517(13), adopted 1983-11-17.
In accordance with International Code for Application of Fire Test Procedures (FTP Code Res. MSC.61(67) adopted on 5 December 1996), this fire test procedure should not be
used after: 1 July 1997. (See Annex 3 to the FTP Code).
This resolution includes the corrections to this Resolution according to Resolution A.215(VII) dated 12 October 1971.
Document id: RESLA163ARS
Resolutions from the 4th extraordinary and the seventh session of the Assembly of IMO, November 1968 and October 1971 respectively.
RESOLUTION A.163(ES.IV)
Adopted on 28 November 1968
RECOMMENDATION FOR FIRE TEST PROCEDURES FOR "A" AND "B" CLASS DIVISIONS
2 Nature, Size and Erection of Test Specimens
Superseded by res. A.517(13), adopted 1983-11-17
Res. A.163(ES.IV) Contents:
1 Foreword
2 Nature, Size and Erection of Test Specimens
3 Testing Procedure
4 Test Requirements/5 Test Report
2.1 "A" Class bulkheads
2.1.1 General
The dimensions given in 2.1.2 are intended for specimens having a structural core of flat stiffened plates of steel or aluminium alloy. The Administration may require tests to be
performed on specimens of other materials or of other sections if they are more representative of the actual construction.
2.1.2 Dimensions of structural core
The dimensions of the structural core should be in accordance with the drawing in Fig. 1 and the following:
Nominal thickness of plates: 4-6 mm (steel) 6-8 mm (aluminium alloy)
Vertical stiffeners:
Spacing: 700 ± 100 mm
Scantlings: 70 ± 10 x 70 ± 10 x 5-7 mm (steel)
100 ± 10 x 75 ± 10 x 8-10 mm (aluminium alloy)
Figure 1 : Fire test specimen for "A" class divisions and "B" class decks.
Notes in figure 1 :
1. The dimensions of specimen shown are minimum and may be increased to fit the supporting frame in a laboratory.
2. * and (*) indicate positions of surface thermocouples
3. Thermocouples marked (*) are not required to be fitted to a specimen of a "B" class deck.
2.1.3 Insulating materials
The following information should be submitted:
(1) Identification mark and trade name.
(2) Principal details of composition.
2.1.4 Drawings
2.1.4 Drawings
A drawing of the test specimen indicating the following should be submitted:
(1) Dimensions of the specimen.
(2) Identity and disposition of insulating materials.
(3) Methods of securing insulation.
(4) Details of joints and connections.
2.2 "A " Class decks
2.2.1 General
The dimensions given in 2.2.2. are intended for specimens having a structural core of flat stiffened plates of steel or aluminium alloy. The Administration may require tests to be
performed on specimens of other materials or of other sections if they are more representative of the actual construction.
2.2.2 Dimensions of structural core
The dimensions of the structural core should be in accordance with the drawing in Fig. 1 and the following:
Nominal thickness of plates: 4-6 mm (steel) 6-8 mm (aluminium alloy)
Deck beams:
Spacing: 700 ± 100 mm
Scantlings: 100 ± 10 x 75 ± 10 x 6-8 mm (steel)
150 ± 10 x 90 ± 10 x 8-10 mm (aluminium alloy)
Figure 1 : Fire test specimen for "A" class divisions and "B" class decks.
Notes in figure 1 :
1. The dimensions of specimen shown are minimum and may be increased to fit the supporting frame in a laboratory.
2. * and (*) indicate positions of surface thermocouples
3. Thermocouples marked (*) are not required to be fitted to a specimen of a "B" class deck.
2.2.3 Insulating materials
The following information should be submitted:
(1) Identification mark and trade name.
(2) Principal details of composition.
2.2.4 Drawings
A drawing of the test specimen indicating the following should be submitted:
(1) Dimensions of the specimen.
(2) Identity and disposition of insulating materials.
(3) Methods of securing insulation.
(4) Details of joints and connections.
2.3 "A" Class doors and frames
2.3.1 General
The specimen should be representative of the door and frame to be used in practice, including the materials and the method of construction.
2.3.2 Erection of test specimen
(1) Doors and door frames should always be tested as an assembly.
(2) Door frames should be mounted in a concrete or brick surround or in an "A" Class bulkhead if required by the Administration.
(3) Where doors can be exposed to fire from either side, they should be tested from the side expected to give inferior performance. In the case of a hinged door this
condition is generally achieved when it opens away from the fire.
(4) Hinges should be constructed of material having a melting point of not less than 950°C.
2.3.3 Drawings
A drawing of the test specimen indicating the following should be submitted:
(1) Dimensions of the specimen.
(2) Details of construction of door and door frame and its connexion to the bulkhead.
(3) Composition of insulating materials, if any.
(4) Methods and materials used for securing insulation, if any.
(5) Details of other fittings, such as hinges and locks.
2.4 "B" Class bulkheads
2.4.1 Dimensions
The dimensions of the test specimen should be in accordance with the drawing in Fig. 2. The test specimen should be constructed of panels at least one of which is of the
maximum width which may be used in practice. At least one joint should be incorporated.
Figure 2 : Fire test specimen for "B" class bulkheads.
Notes in figure 2
1. The dimensions of specimen shown are minimum and may be increased to fit the supporting frame in the laboratory.
2. Dimension A is the maximum width of panel used in practice.
3. * indicate positions of surface thermocouples.
2.4.2 Materials
The following information should be submitted:
(1) Identification mark and trade name.
(2) Principal details of composition and construction.
(3) Whether the materials are combustible or incombustible.
2.4.3 Drawings
A drawing indicating the following should be submitted:
(1) Dimension of the specimen.
(2) Methods of support and details of joints and all materials used.
(3) Panel identification mark and trade name.
2.5 "B" Class decks
The prototype specimens of "B" Class decks should be constructed in accordance with the provisions of 2.2.
2.6 "B" Class doors and door frames
2.6.1 General
The specimen should be representative of the door and frame to be used in practice, including the materials and the method of construction.
2.6.2 Erection of test specimen
(1) Doors and door frames should always be tested as an assembly.
(2) Door frames should be erected in a "B" Class bulkhead approved by the Administration.
(3) A test made on a door fitted in an incombustible bulkhead is valid also for a similar door in a combustible bulkhead, but not conversely.
(4) Where doors can be exposed to fire from either side, they should be tested from the side expected to give inferior performance. In the case of a hinged door this
condition is generally achieved when it opens away from the fire. (5) Hinges should be constructed of materials having a melting point of not less then 950°C.
2.6.3 Materials
The following information should be submitted:
(1) Identification mark and trade name.
(2) Principal details of composition and construction.
(3) Whether the materials are combustible or incombustible.
2.6.4 Drawings
A drawing of the test specimen indicating the following should be submitted:
(1) Dimensions of the specimen.
(2) Details of construction of door and door frame and its connexion to the bulkhead.
(3) Details of other fittings, such as hinges, locks and escape panels.
IMO-Vega Guide
The following concerning application is quoted from Res. MSC.61(67), INTERNATIONAL CODE FOR APPLICATION OF FIRE TEST PROCEDURES, Annex 3
Products Test procedure Test expiry date Approval expiry date
A, B and F class divisions (part 3)
Resolution A.163(ES.IV)* as corrected by Resolution A.215(VII) 1.7.1997 1.7.2002
Resolution A.163(ES.IV)* 1.7.1997 1.7.2002
* The maximum average temperature rise of 140°C may be used instead of 139°C in the acceptance criteria in resolutions A.163(ES.IV) and A.517(13).
IMO-Vega Note
This resolution was superseded by res. A.517(13), adopted 1983-11-17.
In accordance with International Code for Application of Fire Test Procedures (FTP Code Res. MSC.61(67) adopted on 5 December 1996), this fire test procedure should not be
used after: 1 July 1997. (See Annex 3 to the FTP Code)
This resolution includes the corrections to this Resolution according to Resolution A.215(VII) dated 12 October 1971.
Document id: RESLA163BRS
Resolutions from the 4th extraordinary and the seventh session of the Assembly of IMO, November 1968 and October 1971 respectively.
RESOLUTION A.163(ES.IV)
Adopted on 28 November 1968
RECOMMENDATION FOR FIRE TEST PROCEDURES FOR "A" AND "B" CLASS DIVISIONS
3 Testing Procedure
Superseded by res. A.517(13), adopted 1983-11-17
Res. A.163(ES.IV) Contents:
1 Foreword
2 Nature, Size and Erection of Test Specimens
3 Testing Procedure
4 Test Requirements/5 Test Report
3 Testing Procedure
3.1 Preparation of test specimen
3.1.1 Conditioning of test specimen
Test specimens should be conditioned to approximately constant weight with an atmosphere of a relative humidity of 40 - 70 per cent and a temperature of 15 degrees to 25°C.
After conditioning but before testing the temperature of the specimen should not exceed 40°C.
3.1.2 Erection of test specimen
In general, bulkheads should be tested without paint or superimposed finish. If the panels are only produced with a finish, they may be tested as produced.
3.1.3 Means of fastening specimens in the furnace
(1) The specimens should be mounted in the furnace in such a way as to give an exposed surface of at least 4.56 square metres and a height or length of at least 2.44 metres.
(2) Bulkheads and doors should be tested in a vertical position and decks in a horizontal position.
(3) A specimen of a construction which is required to withstand fire from either side should be tested from each side unless a relaxation is granted by the Administration.
(4) The specimen should be secured as follows:
(a) In the case of an "A" Class division, or a "B" Class deck, the specimen should be restricted against expansion on all four sides, and details should be shown in the test
report.
(b) In the case of a "B" Class bulkhead, the specimen should be supported at the top and secured on the vertical sides and at the bottom in a manner representative of
conditions in service. If provision for movement at the edges of a bulkhead is made for a particular construction in service, the specimen should simulate these
conditions.
(c) The method of securing should be such that there is no possibility of misinterpretation of test results of passage of flame and smoke for "A" Class divisions and
passage of flames for "B" Class divisions at the edges of the specimen when the method of fixing is not subject of the test.
3.2 Furnace control
(1) The furnace temperature should be determined by at least four thermocouples having rapid response and distributed so as to represent fairly the furnace temperature and
to ensure as uniform heating as possible. The thermocouples should be arranged so that the hot junction is approximately 10 cm from the nearest point of the specimen.
(2) The furnace temperatures should be continuously controlled so as to follow the standard time-temperature curve within the accuracy specified in (4) below.
(3) The standard time-temperature curve is defined by a smooth curve drawn through the following points: At the end of the first 5 minutes 538°C At the end of the first 10
minutes 704°C At the end of the first 30 minutes 843°C At the end of the first 60 minutes 927°C
(4) The accuracy of furnace control should be as follows:
(a) During the first 10 minutes of the test the area under the curve of mean furnace temperature should not vary by more than ± 15 per cent of the area under the
standard curve.
(b) During the first one half-hour of the test the area under the curve of mean furnace temperature should not vary more than ± 10 per cent of the area under the
standard curve.
(c) For any period after the first one half-hour of the test the area under the curve of mean furnace temperature should not vary more than ± 5 per cent of the area
under the standard curve.
(d) At any time after the first 10 minutes of the test the mean furnace temperature should not differ from the standard curve by more than ± 100°C.
(5) For tests of bulkheads or doors the pressure in the furnace should be equal to that in the laboratory at about one-third of the height of the specimen. For tests of decks
the pressure just under the test specimen should be slightly higher than that in the laboratory.
the pressure just under the test specimen should be slightly higher than that in the laboratory.
3.3 Construction of thermocouples for measuring the temperature on the unexposed surface
A thermocouple of 0.5 mm diameter wire should be soldered centrally to one surface of a disc of copper 12 mm diameter and 0.2 mm thick. The discs should be covered with an
oven-dry asbestos pad of 50 mm x 50 mm and 4 mm thick. The disc and the pad may be fixed to the surface of the specimen by pins, tape or a suitable adhesive, depending on
the nature of the specimen material. The asbestos pad should have a density of approximately 900 kg/m³ ± 10 per cent and thermal conductivity of 0.11 kcal/m hr.°C ± 10 per
cent at 100°C.
3.4 Construction of thermocouples for measuring the temperature of structural core
A Thermocouples made of not more than 0.75 mm diameter wires should be used to measure the temperature of the structural core of the test specimen.
3.5 Smoke and/or flame penetration test
The purpose of this test is to indicate whether cracks and openings formed during the test are such that they would lead to passage of smoke and/or flame.
(1) Where cracks or openings are formed during the test, an ignition test as prescribed in 4.1.2 and 4.2.2 should take place immediately after the appearance of cracks or
damage followed by similar tests at frequent intervals.
(2) The cotton wool used for the test prescribed in 4.1.2 and 4.2.2 should consist of new, undyed and soft fibres without any admixture of artificial fibres, and it should be free
from thread, leaf and shell fibre dust. A suitable material for this purpose is sold in the form of rolls for surgical use. A pad should be cut measuring 10 cm x 10 cm x
approximately 2 cm thick and weighing between 3 and 4 g. It should be oven dried prior to the test. The pad should be attached by means of wire clips to a 10 cm x 10 cm
frame of 1 mm diameter. A wire handle approximately 75 cm long attached to the frame would facilitate its use on the specimen.
(3) When testing for cracks or openings during the test the pad should be held in a vertical position facing the crack or opening with the aperture located in the central part of
the cotton wool. The pad may be re-used if it has not absorbed any moisture or become charred during the previous application.
3.6 Temperature observations during testing
(1) All observations should be taken at intervals not exceeding five minutes. The surface temperatures on the unexposed side of the test specimen should be measured by
thermocouples located as follows and indicated on drawings in Figs. 1 and 2:
(a) Four thermocouples each located approximately in the center of a quarter section of the test specimen;
(b) One thermocouple close to the center of the test specimen, but away from the joint, if any;
(c) One thermocouple placed in way of or as close as possible to each of the central stiffeners in a specimen for an "A" Class division;
(d) At least one thermocouple at a joint, if any, in a specimen of an "A" Class division;
(e) At least one thermocouple at the vertical joint in a specimen of a "B" Class bulkhead;
(f) Further thermocouples at the discretion of the testing laboratory for the purpose of determining the temperature at points deemed likely to give a greater temperature
rise than any of the thermocouples mentioned in (a) and (b) above.
Figure 1 : Fire test specimen for "A" class divisions and "B" class decks.
Notes in figure 1 :
1. The dimensions of specimen shown are minimum and may be increased to fit the supporting frame in a laboratory.
2. * and (*) indicate positions of surface thermocouples
3. Thermocouples marked (*) are not required to be fitted to a specimen of a "B" class deck.
*
Figure 2 : Fire test specimen for "B" class bulkheads.
Notes in figure 2:
1. The dimensions of specimen shown are minimum and may be increased to fit the supporting frame in the laboratory.
2. Dimension A is the maximum width of panel used in practice.
3. * indicate positions of surface thermocouples.
(2) The surface temperatures on the unexposed side of doors should be measured in a manner similar to those for a bulkhead except that thermocouples should be located
away from through metal connections.
(3) The average temperature rise on the unexposed surface should be obtained as follows:
(a) For a specimen of an "A" Class division, by the average reading of the thermocouples mentioned in (1)(a), (b) and (c) above;
(b) For a specimen of a "B" Class division, by the average reading of the thermocouples mentioned in (1)(a) and (b) above.
(4) When testing the specimen with a structural core other than steel, thermocouples should be fixed to the core in positions corresponding to the surface thermocouples
mentioned in 3.6.(1)(a) and (b) above, to determine the temperature of the core.
3.7 Other observations
Throughout the test, observations should be made of all changes and occurrences, which are not criteria of performance but which may create hazard in case of a fire; for
example the emission of appreciable volumes of smoke or noxious vapors from the unexposed side of the test specimen. The specimen should be examined after the test for
changes that have taken place. The information should be noted in the test report.
3.8 Duration of testing
The testing should continue for at least one hour for "A" Class divisions and one half-hour for "B" Class divisions. The testing may be continued beyond this period if deemed
appropriate by the Administration.
IMO-Vega Guide
The following concerning application is quoted from Res. MSC.61(67), INTERNATIONAL CODE FOR APPLICATION OF FIRE TEST PROCEDURES, Annex 3
Products Test procedure Test expiry date Approval expiry
date
A, B and F class
divisions (part 3)
Resolution
A.163(ES.IV)* as
corrected by
1.7.1997 1.7.2002
corrected by
Resolution
A.215(VII)
Resolution
A.163(ES.IV)*
1.7.1997 1.7.2002
* The maximum average temperature rise of 140°C may be used instead of 139°C in the acceptance criteria in resolutions A.163(ES.IV) and A.517(13).
IMO-Vega Note
This resolution was superseded by res. A.517(13), adopted 1983-11-17.
In accordance with International Code for Application of Fire Test Procedures (FTP Code Res. MSC.61(67) adopted on 5 December 1996), this fire test procedure should not be
used after: 1 July 1997. (See Annex 3 to the FTP Code)
* * *
The original text of 3.3 as adopted by res. A.163(ES.IV) was as follows:
A thermocouple of 0.5 mm diameter wires should be soldered centrally to one surface of a disc of copper 12. mm diameter and 0.2 mm thick. The discs should be covered
with an oven-dry asbestos pad of 50 mm x 50 mm and 4 mm thick. The disc and the pad may be fixed to the surface of the specimen by pins, tape or a suitable adhesive,
depending on the nature of the specimen material. The asbestos pad should have a density of approximately 100 kg/m
3
and thermal conductivity of 0.2 kcal/m/hr. x °C at
100°C.
The text shown in the document above in 3.3 is the text as amended by res. A.215(VII) dated 12 October 1971.
Document id: RESLA163CRS
Resolutions from the 4th extraordinary and the seventh session of the Assembly of IMO, November 1968 and October 1971 respectively.
RESOLUTION A.163(ES.IV)
Adopted on 28 November 1968
RECOMMENDATION FOR FIRE TEST PROCEDURES FOR "A" AND "B" CLASS DIVISIONS
4 Test Requirements / 5 Test Report
Superseded by res. A.517(13), adopted 1983-11-17
Res. A.163(ES.IV) Contents:
1 Foreword
2 Nature, Size and Erection of Test Specimens
3 Testing Procedure
4 Test Requirements / 5 Test Report
4 Test Requirements
4.1 "A" Class divisions and "A" Class doors
4.1.1 Thermal insulation
(1) The insulating value of the specimen should be such that the average temperature of thermocouples on the unexposed surface described in 3.6.(3)(a) will not rise more
than 139 degrees Celsius above the initial temperature, nor will the temperature at any one point on the surface, including any joint, rise more than 180 degrees Celsius
above the initial temperature, during the time specified by the Administration. If "A" Class divisions are rated as A-60, A-30, A-15 or A-0, the above temperature limits
should not be exceeded during the times listed below:
Class A-60 60 minutes
Class A-30 30 minutes
Class A-15 15 minutes
Class A-0 0 minutes
(2) The temperature rise on the unexposed surface of a door should not exceed the limits given in (1) above.
4.1.2 Smoke and flame penetration
Cracks and openings which may be formed in "A" Class divisions with the structural core other than steel and "A" Class doors should not be such as to lead flaming of a cotton
wool test pad as described in 3.5.(2) held facing the aperture at about 25 mm for a period of 30 seconds. If no flaming occurs, the pad should be removed and re-applied after a
suitable interval.
4.1.3 Structural core
In the case of load-bearing divisions of aluminium alloy, the average temperature of structural core obtained by thermocouples described in 3.6.(4) should not rise more than 200
degrees Celsius above its initial temperature at any time during the test for one hour.
4.2 "B" Class divisions and "B" Class doors
4.2.1 Thermal insulation
The insulation value of the specimen should be such that the average temperature of thermocouples on the unexposed surface described in 3.6.(3)(b) will not rise more than 139
degrees Celsius above the initial temperature, nor will the temperature at any one point on the surface, including any joint, rise more than 225 degrees Celsius above the initial
temperature during the period specified by the Administration. For combustible "B" Class bulkheads and those assembled "B" Class bulkheads with an core as defined in Regulation
39(b)(v) of Chapter II of the 1960 Safety Convention, the above temperature limits should generally not be exceeded for a period of 30 minutes. If incombustible "B" Class
divisions are rated as B-15 or B-0 the above temperature limits should not be exceeded during the times listed below:
Class B-15 15 minutes
Class B-0 0 minutes
4.2.2 Flame penetration
(1) Cracks and openings should not be such as to lead to flaming of a cotton wool test pad as described in 3.5.(2) held facing the aperture at about 25 mm for a period of 30
seconds. If no flaming occurs, the pad should be removed and re-applied after a suitable interval.
(2) The provisions of (1) above should apply also to doors and door clearances where required by the Administration.
4.2.3 Structural core
In the case of load-bearing divisions of aluminium alloy, the average temperature of the structural core obtained by thermocouples described in 3.6.(4) should not rise more than
200 degrees Celsius above its initial temperature at any time during the test for one half-hour.
5 TEST REPORT
A test report should include the following:
(1) Name of manufacturer
(2) Date of test
(2) Date of test
(3) Purpose of test
(4) Description and drawing of the test specimen
(5) Principal details of components with manufacturer’s identification mark and trade names
(6) Test conditions
(7) Testing procedure
(8) Observations during the test, including temperature curves and photographs, if any
(9) Summary of test results.
IMO-Vega Guide
The following concerning application is quoted from Res. MSC.61(67), INTERNATIONAL CODE FOR APPLICATION OF FIRE TEST PROCEDURES, Annex 3
Products Test procedure Test expiry date Approval expiry
date
A, B and F class
divisions (part 3)
Resolution
A.163(ES.IV)* as
corrected by
Resolution
A.215(VII)
1.7.1997 1.7.2002
Resolution
A.163(ES.IV)*
1.7.1997 1.7.2002
* The maximum average temperature rise of 140°C may be used instead of 139°C in the acceptance criteria in resolutions A.163(ES.IV) and A.517(13).
IMO-Vega Note
This resolution was superseded by res. A.517(13), adopted 1983-11-17.
In accordance with International Code for Application of Fire Test Procedures (FTP Code Res. MSC.61(67) adopted on 5 December 1996), this fire test procedure should not be
used after: 1 July 1997. (See Annex 3 to the FTP Code)
* * *
This resolution includes the corrections to this Resolution according to Resolution A.215(VII) dated 12 October 1971.
Document id: RESLA163DRS
Resolutions from the fourth (extraordinary) session of the Assembly of IMO, November 1968
Resolution A.166(ES.IV)
Adopted on 28 November1968
Adopted on 28 November1968
GUIDELINES ON THE EVALUATION OF FIRE HAZARD PROPERTIES OF MATERIALS
This Res. was supplemented by Res. A.516(13) which was later superseded by Res. A.564(14), which again was superseded by Res. A.653(16). However, this
pertinent resolution is still valid.
The Assembly,
Noting Article 16(i) of the Convention on the Inter-Governmental Maritime Consultative Organization concerning the functions of the Assembly,
Noting also Recommendation 11 of the International Conference on Safety of Life at Sea, 1960,
Desiring to ensure uniformity in evaluating fire hazard properties of materials,
Having considered the Guidelines adopted by the Maritime Safety Committee at its seventeenth session,
Recommends that until such time as further technical studies have been completed leading to uniformity of test procedure, Administrations should apply the following guidelines in
deciding the flame-spread characteristics of surface and finishing materials:
Recommended guidelines in deciding the flame-spread characteristics for surface and finishing materials:
(a) In evaluating the flame-spread of material, Administration should employ the national test method commonly used for building materials provided the procedure is considered
capable of providing information on the behaviour of surfaces under fire conditions which may be met in an actual fire aboard ship;
(b) only materials which demonstrate good performance according to national classification should be considered to satisfy the property of "low flamespread" for shipboard use;
(c) materials should not be regarded as having a satisfactory "low flame-spread" characteristic if they release any significant quantity of smoke during testing. Administrations
are encouraged to establish or adapt test procedures to measure and rate the property of smoke emission;
(d) as regards toxicity, fire testing laboratories are generally not equipped at present to evaluate this property. Administrations should bring to bear on this problem facilities in
the field of medical science. No guidelines can be offered to assist in the determination of toxicity, but Administrations should be aware that the measures taken in
manufacturing to improve "low flame-spread" in some cases tend to increase toxicity in the material produced.
* Methods of measurement for smoke density and other products of combustion are under investigation.
Requests the Maritime Safety Committee to continue the study on this subject,
Authorizes the Maritime Safety Committee to amend the guidelines as necessary in the light of the results of such study.
IMO-Vega Guide
See SOLAS 81' II-2 reg. 34 (passenger) and SOLAS 96/83/81 Am. II-2 reg. 49 (cargo).
Document id: RESLA166ARS
Resolutions from the 4th extraordinary and the seventh session of the Assembly of IMO, November 1968 and October 1971 respectively.
IMO Resolution A.167(ES.IV)
Adopted on 11 November 1968
ANNEX
RECOMMENDATION ON INTACT STABILITY FOR PASSENGER AND CARGO SHIPS UNDER 100 METRES IN LENGTH
Subject: Intact stability / stability requirements / stability criteria.
Includes the amendments to this Resolution according to Resolution A.206(VII) of 71.10.12.
This resolution was superseded by res. A.749(18) , adopted 1993-11-04.
1. SCOPE
1.1 The provisions given hereunder are recommended for new decked sea-going passenger and cargo ships (other than fishing vessels * and ships carrying timber deck cargoes
**) under 100 metres in length.
________
* A separate recommendation is issued for fishing vessels.
** COMMENT: By Resolution A.206(VII) these provisions are extended to also apply to ships carrying timber deck cargoes. 1.2 Administrations are invited to adopt, for all
conditions of loading, the stability criteria given in paragraph 5 unless they are satisfied that operating experience justifies departures therefrom.
2. GENERAL PRECAUTIONS AGAINST CAPSIZING
2.1 Compliance with the stability criteria does not ensure immunity against capsizing regardless of the circumstances or absolve the master from his responsibilities. Masters
should therefore exercise prudence and good seamanship having regard to the season of the year, weather forecasts and the navigational zone and should take the appropriate
action as to speed and course warranted by the prevailing circumstances.
2.2 Care should be taken that the cargo allocated to the ship is capable of being stowed so that compliance with the criteria can be achieved. If necessary the amount should
be limited to the extent that ballast weight may be required.
2.3 Before a voyage commences care should be taken to ensure that the cargo and sizeable pieces of equipment have been properly stowed or lashed so as to minimize the
possibility of both longitudinal and lateral shifting while at sea, under the effect of acceleration caused by rolling and pitching.
3. CALCULATION OF STABILITY CURVES
The methods and procedures employed for calculating stability righting arms should be in accordance with Appendix I, and the degree of accuracy obtained should be acceptable
to the Administration.
4. ASSESSMENT OF COMPLIANCE WITH CRITERIA
4.1 For the purpose of assessing in general whether the criteria are met, stability curves should be drawn for the main loading conditions intended by the owner in respect of
the ship’s operations.
4.2 If the owner does not supply sufficiently detailed information regarding such loading conditions, calculations should be made for the standard conditions given in Appendix II.
4.3 In all cases calculations should be based on the assumptions shown in Appendix II.
5. RECOMMENDED CRITERIA
5.1 The following criteria are recommended for passenger and cargo ships:
(a) The area under the righting lever curve (GZ curve) should not be less than 0.055 metre-radians up to θ = 30° angle of heel and not less than 0.09 metre-radians up
to θ = 40° or the angle of flooding θ(f)× if this angle is less than 40° . Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of
30° and 40° or between 30° and θ(f), if this angle is less than 40° , should not be less than 0.03 metre-radians.
__________
* θ(f) is an angle of heel at which openings in the hull, superstructures or deckhouses which cannot be closed weathertight immerse. In applying this criterion, small
openings through which progressive flooding cannot take place need not be considered as open.
(b) The righting lever GZ should be at least 0.20 m at an angle of heel equal to or greater than 30°
(c) The maximum righting arm should occur at an angle of heel preferably exceeding 30° but not less than 25°. (d) The initial metacentric height GM o should not be less
than 0.15 m.
5.2 For ships loaded with timber deck cargoes and provided that the cargo extends longitudinally between superstructures * transversely for the full beam of ship after due
allowance for a rounded gunwale not exceeding 4 per cent of the breadth of the ship and/or securing the supporting uprights and which remains securely fixed at large angle of
heel, an Administration may apply the following criteria in substitution for criteria given in 5.1 above:
_________
* Where there is no limiting superstructure at the after end, the timber deck cargo shall extend at least to the after end of the aftermost hatchway.
(a) the area under the righting lever (GZ curve) should not be less than 0.08 metre-radians up to θ(f) = 40° or the angle of flooding if this angle is less than 40°
(b) the maximum value of the righting lever (GZ) should be at least 0.25 m.
(c) at all times during a voyage the metacentric height GM o should be positive after correction for the free surface effects of liquid in tanks and, where appropriate, the
absorption of water by the deck cargo and/or ice accretion on the exposed surfaces. Additionally, in the departure condition the metacentric height should be not
less than 0.10 m.
_________
* Where there is no limiting superstructure at the after end, the timber deck cargo shall extend at least to the after end of the aftermost hatchway.
5.3 The following additional criteria are recommended for passenger ships:
(a) The angle of heel on account of crowding of passengers to one side as defined in Appendix II-2.(9) should not exceed 10° .
(b) The angle of heel on account of turning should not exceed 10° when calculated using the following formula:
M(R) = 0.02 × (V o ²) × ∆ ×(KG - d/2)/L
where
M(R) = heeling moment in metre-tons,
V o = service speed in m/sec,
L = length of ship at waterline in m,
∆ = displacement in metric tons,
d = mean draught in m,
KG = height of centre of gravity above keel in m.
5.4 The criteria mentioned in 5.1, 5.2 and 5.3 fix minimum values, but no maximum values are recommended. It is advisable to avoid excessive values, since these might lead to
acceleration forces which could be prejudicial to the ship, its complement, its equipment and to the safe carriage of the cargo.
5.5 Where anti-rolling devices are installed in a ship the Administration should be satisfied that the above criteria can be maintained when the devices are in operation.
5.6 A number of influences such as beam wind on ships with large windage area, icing of topsides, water trapped on deck, rolling characteristics, following seas, etc. adversely
affect stability and the Administration is advised to take these into account so far as is deemed necessary.
5.7 Regard should be paid to the possible adverse effects on stability where certain bulk cargoes are carried. In this connexion attention should be paid to the Code of Safe
Practice for Bulk Cargoes. Ships carrying grain in bulk should comply with the criteria mentioned in 5.1 in addition to the stability requirements in Chapter VI of the International
Convention for the Safety of Life at Sea, 1960.
6. INCLINING TEST
6.1 When construction is finished, each ship should undergo an inclining test, actual displacement and co-ordinates of the centre of gravity being determined for the light ship
condition.
6.2 The Administration may allow the inclining test of an individual ship to be dispensed with, provided basic stability data are available from the inclining test of a sister ship.
6.2 The Administration may allow the inclining test of an individual ship to be dispensed with, provided basic stability data are available from the inclining test of a sister ship.
7. STABILITY INFORMATION
7.1 The master of any ship to which the present Recommendation applies should receive information which will enable him to assess with ease and certainty the stability of his
ship in different service conditions. A duplicate of this information should be communicated to the Administration.
7.2 Stability information should comprise:
(i) Stability characteristics of typical loading conditions;
(ii) Information in the form of tables or diagrams which will enable the master to assess the stability of his ship and verify whether it is sufficient in all loading conditions
differing from the standard ones. This information should include, in particular, a curve or table giving, as a function of the draughts, the required initial metacentric
height GM o (or any other stability parameter) which ensures that the stability is in compliance with the criteria given in 5.1 above;
(iii) Information on the proper use of anti-rolling devices if these are installed in the ship;
(iv) Additionally, information enabling the ship’s master to determine the initial metacentric height GM o by means of rolling test as described in the Appendix to the
Memorandum to Administrations reproduced at Appendix III would be desirable;
(v) Notes on the corrections to be made to the initial metacentric height GM o to take account of free surface liquids;
(vi) For ships carrying timber deck cargoes the Administration may deem it necessary that the master be given information setting out the changes in deck cargo from
that shown in the loading conditions, when the permeability of the deck cargo is significantly different from 25 per cent.
(vii) For ships carrying timber deck cargoes conditions should be shown indicating the maximum permissible amount of deck cargo having regard to the lightest stowage
rate likely to be met in service.
IMO-Vega Note
This resolution was superseded by res. A.749(18) , adopted 1993-11-04.
* * *
Although this Resolution refers to ships with length less than 100 m it is also applied to longer ships.
Document Links
LL reg. 10(2), doc. no. LL660110ABA
Res. A.167(ES.IV) Appendix I, doc. no. RESLA167BRS
Res. A.167(ES.IV) Appendix II, doc. no. RESLA167CRS
Res. A.167(ES.IV) Appendix III, doc. no. RESLA167DRS
Res. A.562(14), doc. no. RESLA562ARS
Res. A.749(18), doc. no. RESLA749ARS
Ch.II-1, Reg 22, doc. no. SL812122ABA
Document id: RESLA167ARS
Resolutions from the 4th extraordinary and the seventh session of the Assembly of IMO, November 1968 and October 1971 respectively.
IMO Resolution A.167(ES.IV)
Adopted on 11 November 1968
ANNEX
RECOMMENDATION ON INTACT STABILITY FOR PASSENGER AND CARGO SHIPS UNDER 100 METRES IN LENGTH
APPENDIX I
Subject: Intact stability / stability requirements / stability criteria.
Includes the amendments to this Resolution according to Resolution A.206(VII) of 71.10.12.
This resolution was superseded by res. A.749(18) , adopted 1993-11-04.
CALCULATION OF STABILITY CURVES
1. GENERAL
(1) Hydrostatic and stability curves should normally be prepared on a designed trim basis. However, where the operating trim or the form and arrangement of the ship are such
that change in trim has an appreciable effect on righting arms, such change in trim should be taken into account.
(2) The calculations should take into account the volume to the upper surface of the deck sheathing. In the case of wood ships the dimensions should be taken to the outside
of the hull planking.
2. SUPERSTRUCTURES, DECKHOUSES, ETC. WHICH MAY BE TAKEN INTO ACCOUNT.
(3) Enclosed superstructures complying with Regulation 3(10)(b) of the 1966 Load Line Convention may be taken into account.
(4) The second tier of similarly enclosed superstructures may also be taken into account.
(5) Deckhouses on the freeboard deck may be taken into account, provided that they comply with the conditions for enclosed superstructures laid down in Regulation 3(10)(b)
of the 1966 Load Line Convention.
(6) Where deckhouses comply with the above conditions except that no additional exit is provided to a deck above, such deckhouses should not be taken into account;
however, any deck openings inside such deckhouses shall be considered as closed even where no means of closure are provided.
(7) Deckhouses, the doors of which do not comply with the requirements of Regulation 12 of the 1966 Load Line Convention, should not be taken into account; however, any
deck openings inside the deckhouse are regarded as closed where their means of closure comply with the requirements of Regulations 15, 17 or 18 of the 1966 Load Line
Convention.
(8) Deckhouses on decks above the freeboard deck should not be taken into account, but openings within them may be regarded as closed.
(9) Superstructures and deckhouses not regarded as enclosed can, however, be taken into account in stability calculations up to the angle at which their openings are flooded.
(At this angle, the statical stability curve should show one or more steps, and in subsequent computations the flooded space should be considered non-existent.)
(10) In cases where the ship would sink due to flooding through any openings, the stability curve should be cut short at the corresponding angle of flooding and the ship should
be considered to have entirely lost her stability.
(11) Small openings such as those for passing wires or chains, tackle and anchors, and also holes of scuppers, discharge and sanitary pipes should not be considered as open if
they submerge at an angle of inclination more than 30° . If they submerge at an angle of 30° or less, these openings should be assumed open if the Administration considers
this to be a source of significant flooding.
(12) Trunks may be taken into account. Hatchways may also be taken into account having regard to the effectiveness of their closures.
3. EFFECT OF LIQUID IN TANKS.
(13) For all conditions, the initial metacentric height and the stability curves should be corrected for the effect of free surfaces of liquids in tanks in accordance with the
following assumptions:
(i) Tanks which are taken into consideration when determining the effect of liquids on the stability at all angles of inclination should include single tanks or combinations
(i) Tanks which are taken into consideration when determining the effect of liquids on the stability at all angles of inclination should include single tanks or combinations
of tanks for each kind of liquid (including those for water ballast) which according to the service conditions can simultaneously have free surfaces.
(ii) For the purpose of determining this free surface correction, the tanks assumed slack should be those which develop the greatest free surface moment, M f.s . at a 30°
inclination, when in the 50% full condition.
(iii) The value of M f.s . for each tank may be derived from the formula
M f.s . = V × b × γ × k × √(d)
where:
M f.s . = the free surface moment at a 30° inclination in metre-tons,
V = the tank total capacity in m
3
,
b = the tank maximum breadth in m,
γ = the specific weight of liquid in the tank in t/m
3
,
d = V/(b∙l∙h) = the tank block coefficient
h = the tank maximum height in m,
l = the tank maximum length in m,
k = dimensionless coefficient to be determined from the following table according to the ratio b/h. The intermediate values are determined by
interpolation (linear or graphic).
(iv) Small tanks, which satisfy the following condition using the angle of inclination of 30° , need not be included in computation:
v × b × γ × k × √(d) is less than 0.01×∆ min
where:
∆ min = minimum ship displacement in tons (metric tons).
(v) The usual remainder of liquids in the empty tanks is not taken into account in computation.
TABLE OF VALUES FOR COEFFICIENT "k" FOR CALCULATING
FREE SURFACE CORRECTIONS
k = (sin θ/12)×(1 + tan² θ/2)×(b/h)
where cot θ ≥ b/h
k = (cos θ/8)×(1 + (tan θ)/(b/h) – (cos θ/[12×(b/h)
2
])×(1+cot
2
θ/2)
where cot θ ≤ b/h
θ 5° 10° 15° 20° 30° 40° 45° 50° 60° 70° 75° 80° 90°
b/h
20 0.11 0.12 0.12 0.12 0.11 0.10 0.09 0.09 0.07 0.05 0.04 0.03 0.01
10 0.07 0.11 0.12 0.12 0.11 0.10 0.10 0.09 0.07 0.05 0.04 0.03 0.01
5 0.04 0.07 0.10 0.11 0.11 0.11 0.10 0.10 0.08 0.07 0.06 0.05 0.03
3 0.02 0.04 0.07 0.09 0.11 0.11 0.11 0.10 0.09 0.09 0.07 0.06 0.04
2 0.01 0.03 0.04 0.06 0.09 0.11 0.11 0.11 0.10 0.09 0.09 0.08 0.06
1.5 0.01 0.02 0.03 0.05 0.07 0.10 0.11 0.11 0.11 0.11 0.10 0.10 0.08
1 0.01 0.01 0.02 0.03 0.05 0.07 0.09 0.10 0.12 0.13 0.13 0.13 0.13
1 0.01 0.01 0.02 0.03 0.05 0.07 0.09 0.10 0.12 0.13 0.13 0.13 0.13
0.75 0.01 0.01 0.02 0.02 0.04 0.05 0.07 0.08 0.12 0.15 0.16 0.16 0.17
0.5 0.00 0.01 0.01 0.02 0.02 0.04 0.04 0.05 0.09 0.16 0.18 0.21 0.25
0.3 0.00 0.00 0.01 0.01 0.01 0.02 0.03 0.03 0.05 0.11 0.19 0.27 0.42
0.2 0.00 0.00 0.00 0.01 0.01 0.01 0.02 0.02 0.04 0.07 0.13 0.27 0.63
0.1 0.00 0.00 0.00 0.00 0.00 0.01 0.01 0.01 0.01 0.04 0.06 0.14 1.25
4. EFFECT OF TIMBER DECK CARGO
In the case of ships carrying timber deck cargoes the Administration may allow account to be taken of the buoyancy of thedeck cargo assuming that such cargo has a
permeability of 25% of the volume occupied by the cargo. Additional curves of stability may be required if the Administration considers it necessary to investigate the influence of
different permeabilities and/or assumed effective height of the deck cargo.
IMO-Vega Note
This resolution was superseded by res. A.749(18) , adopted 1993-11-04.
Document Links
LL reg. 10(2), doc. no. LL660110ABA
Res. A.167(ES.IV)/A.206(VII), doc. no. RESLA167ARS
Res. A.167(ES.IV) Appendix II, doc. no. RESLA167CRS
Res. A.167(ES.IV) Appendix III, doc. no. RESLA167DRS
Ch.II-1, Reg 22, doc. no. SL812122ABA
Document id: RESLA167BRS
Resolutions from the 4th extraordinary and the seventh session of the Assembly of IMO, November 1968 and October 1971 respectively.
IMO Resolution A.167(ES.IV)
Adopted on 11 November 1968
ANNEX
RECOMMENDATION ON INTACT STABILITY FOR PASSENGER AND CARGO SHIPS UNDER 100 METRES IN LENGTH
APPENDIX II
Subject: Intact stability / stability requirements / stability criteria.
Includes the amendments to this Resolution according to Resolution A.206(VII) of 71.10.12.
This resolution was superseded by res. A.749(18), adopted 1993-11-04.
STANDARD CONDITIONS OF LOADING TO BE EXAMINED
1. LOADING CONDITIONS
1. LOADING CONDITIONS
The standard loading conditions referred to in 4.2 of the Recommendations are as follows:
(1) Passenger ship
(i) ship in the fully loaded departure condition with full stores and fuel and with the full number of passengers with their luggage;
(ii) ship in the fully loaded arrival condition, with the full number of passengers and their luggage but with only 10 per cent stores and fuel remaining;
(iii) ship without cargo, but will full stores and fuel and the full number of passengers and their luggage;
(iv) ship in the same condition as at (iii) above but with only 10 per cent stores and fuel remaining.
(2) Cargo ship
(i) ship in the fully loaded departure condition, with cargo homogeneously distributed throughout all cargo spaces and with full stores and fuel;
(ii) ship in the fully loaded arrival condition with cargo homogeneously distributed throughout all cargo spaces and with 10 per cent stores and fuel remaining;
(iii) ship in ballast in the departure condition, without cargo but with full stores and fuel;
(iv) ship in ballast in the arrival condition, without cargo and with 10 per cent stores and fuel remaining.
(3) Cargo ship intended to carry deck cargoes.
(i) ship in the fully loaded departure condition with cargo homogeneously distributed in the holds and with cargo specified in extension and weight on deck, with full
stores and fuel;
(ii) ship in the fully loaded arrival condition with cargo homogenously distributed in holds and with a cargo specified in extension and weight on deck, with 10 per cent
stores and fuel.
2. ASSUMPTIONS FOR CALCULATING LOADING CONDITIONS
(1) For fully loaded conditions mentioned in 1. (2)(i), (2)(ii), 3(i) and 3(ii) of this Appendix if a dry cargo ship has tanks for liquid cargo, the effective deadweight in the loading
conditions therein described should be distributed according to two assumptions, i.e. (i) cargo tanks full, and (ii) cargo tanks empty.
(2) In conditions mentioned in 1.(1)(i) and (2)(i) of this Appendix, it should be assumed that the ship is loaded to her subdivision load line or summer load line or if intended to
carry a timber deck cargo, to the summer timber load line with water ballast tanks empty.
(3) If in any loading condition water ballast is necessary, additional diagrams should be calculated taking into account the water ballast. Its quantity and disposition should be
stated.
(4) In all cases the cargo in holds is assumed to be fully homogeneous unless this condition is inconsistent with the practical service of the ship.
(5) In all cases when deck cargo is carried a realistic stowage weight should be assumed and stated, including the height of cargo.
(6) Where timber deck cargoes are carried, the amount of cargo and ballast should correspond to the worst service condition in which all the relevant stability criteria in
Section 5 are met. In the arrival condition it should be assumed that the weight of the deck cargo has increased by 10 per cent due to water absorption.
(7) When timber deck cargoes are carried and it is anticipated that some formation of ice will take place an allowance should be made in the arrival condition for the additional
weight.
(8) A weight of 75 kg. should be assumed for each passenger except that this value may be reduced to not less than 60 kg. where this can be justified. In addition the weight
and distribution of the luggage should be determined by the Administration.
(9) The height of the centre of gravity for passengers should be assumed equal to:
(i) 1.0 metres above deck level for passengers standing upright. Account may be taken, if necessary, of camber and sheer of deck;
(ii) 0.30 metres above the seat in respect of seated passengers.
(10) Passengers and luggage should be considered to be in the spaces normally at their disposal, when assessing compliance with the criteria at 5.1(a), (b), (c) and (d) of the
(10) Passengers and luggage should be considered to be in the spaces normally at their disposal, when assessing compliance with the criteria at 5.1(a), (b), (c) and (d) of the
Recommendation.
(11) Passengers without luggage should be considered as distributed to produce the most unfavourable combination of passenger heeling moment and/or initial metacentric
height, which may be obtained in practice, when assessing compliance with the criteria at 5.3(a) and (b) of the Recommendation respectively. In this connexion it is anticipated
that a value higher than 4 persons per square metre will not be necessary.
IMO-Vega Note
This resolution was superseded by res. A.749(18) , adopted 1993-11-04.
Document Links
LL reg. 10(2), doc. no. LL660110ABA
Res. A.167(ES.IV)/A.206(VII), doc. no. RESLA167ARS
Res. A.167(ES.IV) Appendix I, doc. no. RESLA167BRS
Res. A.167(ES.IV) Appendix III, doc. no. RESLA167DRS
Ch.II-1, Reg 22, doc. no. SL812122ABA
Document id: RESLA167CRS
Resolutions from the 4th extraordinary and the seventh session of the Assembly of IMO, November 1968 and October 1971 respectively.
IMO Resolution A.167(ES.IV)
Adopted on 11 November 1968
ANNEX
RECOMMENDATION ON INTACT STABILITY FOR PASSENGER AND CARGO SHIPS UNDER 100 METRES IN LENGTH
APPENDIX III
Subject: Intact stability / stability requirements / stability criteria.
Includes the amendments to this Resolution according to Resolution A.206(VII) of 71.10.12.
This resolution was superseded by res. A.749(18) , adopted 1993-11-04.
MEMORANDUM TO ADMINISTRATIONS ON AN APPROXIMATE DETERMINATION OF SHIP’s STABILITY BY MEANS OF THE ROLLING PERIOD TESTS (for ships up to 70 m in
length)
1. Recognizing the desirability of supplying to Masters of small ships instructions for a simplified determination of initial stability, attention was given to the rolling period tests.
Studies on this matter have now been completed with the result that the rolling period test may be recommended as a useful means of approximately determining the initial
stability of small ships when it is not practicable to give approved loading conditions or other stability information, or as a supplement to such information.
2. Investigations comprising the evaluation of a number of inclining and rolling tests according to various formulae showed that the following formula gave the best results and
it has the advantage of being the simplest:
GM o = (f∙B/T r )²
where:
f = factor for the rolling period (different for feet and metric system),
B = breadth of the ship in feet or metric units,
T r = time for a full rolling period in seconds (i.e. for one oscillation "to and from" port - starboard - port, or vice versa)
3. The factor "f" is of the greatest importance and the data from the above tests were used for assessing the influence of the distribution of the various masses in the whole
body of the loaded ship.
4. For coasters of normal size (excluding tankers), the following average values were observed:
metric
system
feet
system
(a) empty ship or ship carrying ballast f ~0.88 f ~0.49
(b) ship fully loaded and with liquids in tanks
comprising the following percentage of the total
load on board (i.e. cargo, liquids, stores, etc.)
1. 20% of total load f ~0.78 f ~0.435
2. 10% of total load f ~0.75 f ~0.415
3. 5% of total load f ~0.73 f ~0.405
The stated values are mean values. Generally, observed f-values were within ± 0.05 of those given above.
5. These f-values were based upon a series of limited tests and, therefore, Administrations should re-examine these in the light of any different circumstances applying to their
own ships.
6. It must be noted that the greater the distance of masses from the rolling axis, the greater the rolling coefficient will be.
Therefore it can be expected that:
- the rolling coefficient for an unloaded ship, i.e. for a hollow body, will be higher than that for a loaded ship;
- the rolling coefficient for a ship carrying a great amount of bunkers and ballast
- both groups are usually located in the double bottom, i.e. far away from the rolling axis
- will be higher than that of the same ship having an empty double bottom.
7. The above recommended rolling coefficients were determined by tests with vessels in port and with their consumable liquids at normal working levels; thus, the influences
exerted by the vicinity of the quay, the limited depth of water and the free surfaces of liquids in service tanks are covered.
8. Experiments have shown that the results of the rolling test method get increasingly less reliable the nearer they approach GM-values of 0.20 m. and below.
9. For the following reasons, it is not generally recommended that results be obtained from rolling oscillations taken in a seaway:
(a) Exact coefficients for tests in open waters are not available.
(b) The rolling periods observed may be not free oscillations but forced oscillations due to seaway.
(c) Frequently, oscillations are either irregular or only regular for too short an interval of time to allow accurate measurements to be observed.
(d) Specialized recording equipment is necessary.
10. However, sometimes it may be desirable to use the vessels period of roll as a means of approximately judging the stability at sea. If this is done, care should be taken to
10. However, sometimes it may be desirable to use the vessels period of roll as a means of approximately judging the stability at sea. If this is done, care should be taken to
discard readings which depart appreciably from the majority of other observations. Forced oscillations corresponding to the sea period and differing from the natural period at
which the vessel seems to move should be disregarded. In order to obtain satisfactory results, it may be necessary to select intervals when the sea action is least violent, and it
may be necessary to discard a considerable number of observations.
11. In view of the foregoing circumstances, it needs to be recognized that the determination of the stability by means of the rolling test in disturbed waters should only be
regarded as a very approximate estimation.
12. The formula given in paragraph 2 can be reduced to
GM o = F/(T r )²
and the Administration should determine the F value(s) for each vessel.
13. The determination of the stability can be simplified by giving the master permissible rolling periods, in relation to the draughts, for the appropriate value(s) of F considered
necessary.
14. The initial stability may also be more easily determined graphically by using one of the attached sample nomograms for feet and/or metric units as described below:
(a) The values for B and f are marked in the relevant scales and connected by a straight line (1). This straight line intersects the vertical line (mm) in the point (M).
(b) A second straight line (2) which connects this point (M) and the point on the Tr scale corresponding with the determined rolling period, intersects the GM scale at the
requested value.
15. The Appendix shows an example of a recommended form in which these instructions might be presented by each Administration to the Masters. It is considered that each
Administration should recommend the F-value or values to be used.
* * *
APPENDIX
SUGGESTED FORM OF GUIDANCE TO THE MASTER ON AN APPROXIMATE DETERMINATION OF SHIP’s STABILITY BY MEANS OF THE ROLLING PERIOD TEST
Introduction
1. If the following instructions are properly carried out, this method allows a reasonably quick and accurate estimation of the metacentric height, which is a measure of the
ship’s stability.
2. The method depends upon the relationship between the metacentric height and the rolling period in terms of the extreme breadth of the vessel.
Test Procedure
3. The rolling period required is the time for one complete oscillation of the vessel and to ensure the most accurate results in obtaining this value the following precautions
should be observed:
(a) The test should be conducted with the vessel in harbour, in smooth water with the minimum interference from wind and tide.
(b) Starting with the vessel at the extreme end of a roll to one side (say port) and the vessel about to move towards the upright, one complete oscillation will have been
made when the vessel has moved right across to the other extreme side (i.e. starboard) and returned to the original starting point and is about to commence the next
roll.
(c) By means of a stop-watch, the time should be taken for not less than about 5 of these complete oscillations; the counting of these oscillations should begin when the
vessel is at the extreme end of a roll. After allowing the roll to completely fade away, this operation should be repeated at least twice more. If possible, in every case
the same number of complete oscillations should be timed to establish that the readings are consistent, i.e. repeating themselves within reasonable limits. Knowing the
total time for the total number of oscillations made, the mean time for one complete oscillation can be calculated.
(d) The vessel can be made to roll by rhythmically lifting up and putting down a weight as far off middle-line as possible; by pulling on the mast with a rope; by people
running athwartships in unison; or by any other means. However, and this is most important, as soon as this forced rolling has commenced the means by which it has
running athwartships in unison; or by any other means. However, and this is most important, as soon as this forced rolling has commenced the means by which it has
been induced must be stopped and the vessel allowed to roll freely and naturally. If rolling has been induced by lowering or raising a weight it is preferable that the
weight is moved by a dockside crane. If the ship own derrick is used, the weight should be placed on the deck, at the middle-line, as soon as the rolling is
established.
(e) The timing and counting of the oscillations should only begin when it is judged that the vessel is rolling freely and naturally, and only as much as is necessary to
accurately count these oscillations.
(f) The moorings should be slack and the vessel "breasted off" to avoid making any contact during its rolling. To check this, and also to get some idea of the number of
complete oscillations that can be reasonably counted and timed, a preliminary rolling test should be made before starting to record actual times.
(g) Care should be taken to ensure that there is a reasonable clearance of water under the keel and at the sides of the vessel.
(h) Weights of reasonable size which are liable to swing, (e.g. a lifeboat), or liable to move (e.g. a drum), should be secured against such movement. The free surface
effects of slack tanks should be kept as small as is practicable during the test and the voyage.
Determination of the Initial Stability.
4. Having calculated the period for one complete oscillation, say T seconds, the metacentric height GM o can be calculated from the following formula:
GM o = F/T²
where F is ... [to be determined for each particular vessel by the Administration].
5. The calculated value of GM o should be equal to or greater than the critical value which is ... [to be determined for each particular vessel by the Administration].
Limitations to the Use of this Method
6. A long period of roll corresponding to a GM o of 0.20 m. or below, indicates a condition of low stability. However, under such circumstances, accuracy in determination of the
actual value of GM o is reduced.
7. If, for some reason, these rolling tests are carried out in open, deep but smooth waters, inducing the roll, for example, by putting over the helm, then the GM o calculated by
using the method and coefficient of paragraph 3 above should be reduced by [figure to be estimated by the Administration] to obtain the final answer.
8. The determination of stability by means of the rolling test in disturbed waters should only be regarded as a very approximate estimation. If such test is performed, care
should be taken to discard readings which depart appreciably from the majority of other observations. Forced oscillations corresponding to the sea period and differing from the
natural period at which the vessel seems to move should be disregarded. In order to obtain satisfactory results, it may be necessary to select intervals when the sea action is
least violent, and it may be necessary to discard a considerable number of observations.
IMO-Vega Note
This resolution was superseded by res. A.749(18) , adopted 1993-11-04.
Document Links
LL reg. 10(2), doc. no. LL660110ABA
Res. A.167(ES.IV)/A.206(VII), doc. no. RESLA167ARS
Res. A.167(ES.IV) Appendix I, doc. no. RESLA167BRS
Res. A.167(ES.IV) Appendix II , doc. no. RESLA167CRS
Ch.II-1, Reg 22, doc. no. SL812122ABA
Nomogram (metric units), doc. no. RESA167.PNG
Document id: RESLA167DRS
Resolutions from the 4th extraordinary session of the Assembly of IMO, November 1968.
Resolution A.168(ES.IV) adopted 28 November 1968
RECOMMENDATION ON INTACT STABILITY FOR FISHING VESSELS
This resolution was superseded by res. A.749(18) , adopted 1993-11-04.
IMO-Vega Note
This resolution was superseded by res. A.749(18) , adopted 1993-11-04.
Document id: RESLA168ARS
Resolutions from the sixth session of the Assembly of IMO, October 1968.
Resolution A.184(VI)
Adoption of Grain Regulations as an equivalent to Chapter VI of SOLAS, 1960. Not included, see however SOLAS Ch.VI/B5.
Document Links
SOLAS Ch.VI/B5, doc. no. SL7406B5ABA
Document id: RESLA184ARS
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