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Union of India - Section

Section 28 in The Merchant Shipping (Prevention of Pollution by Oil from Ships) Rules, 2010

28. Subdivisions and Damage Stability.

(1)Every oil tanker delivered after 31st December, 1979, as defined in sub-rule (45) of rule lA, of one hundred and fifty gross tonnage and above, shall comply with the subdivision and damage stability criteria as specified in sub-rule (3), after the assumed side or bottom damage as specified in sub-rule (2), for any operating draught reflecting actual partial or full load conditions consistent with trim and strength of the ship as well as relative densities of the cargo and such damage shall be applied to all conceivable locations along the length of the ship as follows, namely:-
(a)in tankers of more than 225m in length, anywhere in the ship's length;
(b)in tankers of more than 150m, but not exceeding 225m in length, anywhere in the ship's length except involving either after or forward bulkhead bounding the machinery space located aft and the machinery space shall be treated as a single floodable compartment; and
(c)in tankers not exceeding 150m in length, anywhere in the ship's length between adjacent transverse bulkheads with the exception of the machinery space and for tankers of 100 m or less in length where all requirements of sub-rule (3) cannot be fulfilled without materially impairing the operational qualities of the ship, the Central Government may allow relaxations from these requirements:
Provided that Ballast conditions where the tanker is not carrying oil in cargo tanks, excluding any oil residues, shall not be considered.
(2)The following provisions regarding the extent and the character of the assumed damage shall apply.-
(a)Side damage :
(i) Longitudinal extent : 1/3 (L 2/3) or 14.5m , whereever is less
(ii) Transverse extent(inboard from the ship's side at rightangles to the centerline at the level of he summer load line) B/5 or 11.5m, whichever is less
(iii) Vertical extent From the moulded line of the bottom shell plating at centreline, upward without limit;
(b)Bottom damages
  For 0.3L from the forward perpendicular of the ship Any other part of the ship
(i) Longitudinal extent : 1/3(L2/3)or 14.5 m, whichever is less 1/3(L2/3) or 5m, whichever is less
(ii) Transverse extent B/6 or 10m, whichever is less B/6 or 5m whichever is less
(iii) Vertical extent B/15 of 6m whichever is less measured from the moulded line ofthe bottom shell plating at centerline B/6 or 10m, whichever is less, measured from the moulded lineof the bottom shell plating at centerline
(c)if any damage of a lesser extent than the maximum extent of damage specified in clauses (a) and (b) above would result in a more severe condition, such damage shall be considered;
(d)where the damage involving transverse bulkheads is envisaged as specified in clauses (a) and (b) above, transverse watertight bulkheads shall be spaced at least at a distance equal to the longitudinal extent of assumed damage specified in clause (a) in order to be considered effective and where transverse bulkheads are spaced at a lesser distance, one or more of these bulkheads within such extent of damage shall be assumed as non-existent for the purpose of determining flooded compartment;
(e)where the damage between adjacent transverse watertight bulkheads is envisaged as specified in clause (c) above, no main transverse bulkhead or a transverse bulkhead bounding side tanks or double bottom tanks shall be assumed damaged, unless-
(i)the spacing of the adjacent bulkheads is less than the longitudinal extent of assumed damage specified in clause (a); or
(ii)there is a step or recess in a transverse bulkhead of more than 3.05 m in length, located within the extent of penetration of assumed damage:
Provided that the step formed by the after peak bulkhead and after peak top shall not be regarded as a step for the purpose of this rule;
(f)If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements shall be made so that progressive flooding cannot thereby extend to compartments other than those assumed to be floodable for each case of damage.
(3)Oil tankers shall be regarded as complying with the damage stability criteria if the following requirements are met, namely:-
(a)the final waterline, taking into account sinkage, heel and trim, shall be below the lower edge of any opening through which progressive flooding may take place and such openings shall include air-pipes and those which are closed by means of weathertight doors or hatch covers and may exclude those openings closed by means of watertight manhole covers and flush scuttles, small" watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and sidescuttles of the non-operating type;
(b)in the final stage of flooding, the angle of. heel due to unsymmetrical flooding shall not exceed 25º provided that this angle may be increased up to 30º if no deck edge immersion occurs;
(c)the stability in the final stage of flooding shall be investigated and may be regarded as sufficient if the righting lever curve has at least a range of 20º beyond the position of equilibrium in association with a maximum residual righting lever of at least 0.1 m within the 25º range and the area under the curve within this range shall not be less than 0.0175 m.rad.:
Provided that unprotected openings shall not be immersed within this range unless the space concerned is assumed to be flooded:Provided further that within this range, the immersion of any of the openings listed in clause (a) above and other openings capable of being closed watertight may be permitted;
(d)the Central Government shall be satisfied that the stability is sufficient during intermediate stages of flooding;
(e)equalisation arrangements requiring mechanical aids, such as valves or cross-levelling pipes, if fitted, shall not be considered for the purpose of reducing an angle of heel or attaining the minimum range of residual stability to meet the requirements of clauses (a), (b) and (c) above and sufficient residual stability shall be maintained during all stages where equalization is used and spaces which are linked by ducts of a large cross-sectional area may be considered to be common.
(4)The requirements of sub-rule (1) shall be confirmed by calculations, which take into consideration the design characteristics of the ship, the arrangements, configuration and contents of the damaged compartments and the distribution, relative densities and thy free surface effect of liquids:Provided that the calculations shall be based on the following, namely:-
(a)account shall be taken of any empty or partially filled tank, the relative density of cargoes carried, as well as any outflow of liquids from damaged compartments;
(b)the permeabilities assumed for spaces flooded as a result of damage shall be as follows:
Spaces Permeabilities
Appropriate to stores 0.60
Occupied by accommodation 0.95
Occupied by machinery 0.85
Voids 0.95
Intended for consumable liquids 0 to 0.95*
Intended for other liquids 0 to 0.95*
(*the permeability of partially filled compartments shall be consistent with the amount of liquid carried in the compartment. Whenever damage penetrates a tank containing liquid, it shall be assumed that the contents are completely lost from that compartment and replaced by salt water up to the level of the of the final plane of equilibrium);
(c)the buoyancy of any superstructure directly above the side damage shall be disregarded and the unflooded parts of super structures beyond the extent of damage may be taken into consideration provided that they are separated from the damaged space by watertight bulkheads and the requirements of clause (a) sub rule 3 above in respect of these intact spaces are complied with and hinged watertight doors may be acceptable in watertight bulkheads in the superstructure;
(d)the free surface effect shall be calculated at an angle of heel of 5 degree for each individual compartment. The Director General may require or allow the free surface corrections to be calculated at an angle of heel grater than 5 degree for partially filled tanks;
(e)in calculating the effect of free surfaces of consumable liquids it shall be assumed that, for each type of liquid, at least one transverse pair or a single centerline tank has a free surface and the tank or combination of tanks to be taken into account shall be those where the effect of free surface is the greatest.
(5)The master of every oil tanker and the person in charge of a non-self-propelled oil tanker which are covered under this rule shall be supplied in an approved form with-
(a)information relating to loading and distribution of cargo necessary to ensure compliance with the provisions of this rule; and
(b)data on the ability of the ship to comply with damage stability criteria as determined by this rule, including the effect of relaxations that may have been allowed under clause (c) of sub-rule (I).
(6)For oil tankers of twenty thousand tonnes deadweight and above delivered on or after 6th July 1996, as defined in sub-rule (36) of rule lA, the damage assumptions prescribed in clause (b) of sub-rule (2) shall be supplemented by the following assumed bottom raking damage.-
(a)longitudinal extent.-·
(i)ships of 75,000 tonnes deadweight and above:
0.6Lmeasured from the forward perpendicular;
(ii)ships of less than 75,000 tonnes deadweight:
0.4Lmeasured from the forward perpendicular;
(b) transverse extent: B/3 anywhere in the bottom;
(c) vertical extent: breach of the outer hull.