Trans RINA, Vol 153, Part A1, Intl J Maritime Eng, Jan-Mar 2011


The probabilistic managers have been developed and are currently being tested ready for release in the near future.


5. 5.1


FUTURE DEVELOPMENTS THE IMO SLF SUBCOMMITTEE


Lloyd’s Register is actively involved with the IMO


subcommittee on stability and load line and on fishing vessel safety (SLF subcommittee) via the working and correspondence groups. We provide technical advice to flag administrations and recognised associations. This service is invaluable as we act as a conduit between the highly academic community and the


industry correspondence groups and in


providing support. The experience gained via our in- house developments is fed back to the industry via the working and


therefore


supports the industry as a whole. In doing this we maintain our knowledge and experience at all levels.


The main developments at IMO SLF in ship survivability for the near future are covered by the following items which are currently in the SLF agenda:


5.1 (a) Guidance on the impact of open watertight doors on existing and new ship survivability


This item concerns passenger ships where at specified times watertight doors may be allowed to remain open for necessary operational reasons. Difficulties arise in developing a survivability standard corresponding to the operational, construction and location parameters of the doors themselves.


Deterministic solutions are being proposed to tackle flooding scenarios. A review after the initial plan approval process is


complete could prove a costly


exercise in revalidating the ship model in order to carry out the review.


Lloyd’s Register’s involvement is in assisting with comments via the working group to arrive at a suitable technical proposal. The deadline for resolving this agenda item is 2011.


5.1 (b) Stability and sea-keeping characteristics of damaged passenger ships in a seaway when returning to port by own power or under tow


The IMO agreed in 2000 that future large passenger ships should be designed based on the principle that a ship is its own best lifeboat. It was recognised that with vessels designed to carry ever increasing numbers of passengers the task of retrieving people in lifeboats from the ocean is a significant problem.


The instruction from the IMO was that vessels should either be capable of returning to port or able to survive for three hours to allow for a timely evacuation.


The new requirements will be applicable to all passenger ships built on or after July 1, 2010, having a length of 120 metres or having three or more Main Vertical Zones. This particular size criterion was set, as it was felt that ships below this limit would be very difficult to design with the required operability of systems in a practical manner.


A substantial part of theses regulations deals with the complexities of system requirements for retaining people on board a distressed ship with the additional capacity to return to port. There are two casualty categories; namely, fire and flooding


Work is ongoing at the IMO to develop appropriate requirements for survivability and provision of a safe platform for evacuation following a flooding casualty.


Guidance on information to be provided to the Master is currently


being developed. As the


methodology has developed as a design tool, the results do not provide information relevant to the Master in a real casualty situation. The developed guidance will provide assistance on how to ascertain the immediate condition of the vessel


and, if satisfactory, what procedures are necessary for a safe voyage back to port.


In co-operation with the major Euroyards, Lloyd’s Register provided details (SLF 51/11/1) on the effects of various criteria as applied to a methodology for defining a practical stability casualty threshold for safe return to port.


5.1 (c) Time-dependent survivability of passenger ships in damaged condition


This is in response to the ability for a ship to survive for three hours to allow for a timely evacuation as mentioned in 5.1(b) for safe return to port.


Lloyd’s Register is not actively involved in this topic although we do have experienced staff with considerable experience from working on the HARDER project at European model


developments. 5.1(d) Damage stability regulations


passenger ships


Following discussions at the European Commission by its member states concerning the Stockholm Agreement, which addresses water on deck for Ro-Ro passenger ships operating in European waters, it was agreed that this should be discussed at the wider forum of the IMO. This agenda item is to be completed in 2011 which is before the EU project GOALDS is due to complete in 2012. GOALDS and this issue are discussed below.


5.2 THE EU AND STOCKHOLM


It was considered that the Stockholm Agreement covering water on deck


A-6 ©2011: The Royal Institution of Naval Architects requirements for Ro-Ro for Ro-Ro harmonised


tank basins and who follow these


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