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１第Ⅱ－１章，第８条客船破舱稳性 下列内容插在标题之后： “（本条之２．３、２．４、５和６．２适用于１９９０年４月２９日或以后建造的客船，而本条之７．２、７．３和７．４适用于所有客船）” 本条之２．３的现有文字用下文替代：“２．３破舱后最终状态时所需的稳性，以及平衡以后的稳性（如能提供），应由如下情况决定： ２．３．１正值剩余复原力臂曲线应超出平衡角至少１５°范围。 ２．３．２复原力臂曲线下的面积至少为０．０１５ｍ－ｒａｄ，该区域从平衡角量至下列的较小值： ．１发生进一步浸水的角度； ．２一舱浸水时为２２°（从正浮位置量起），或者相邻两舱或两个以上舱同时浸水时为２７°（从正浮位置量起）。 ２．３．３考虑到下列倾侧力矩中的最大值，计算出本条之２．３．１所规定范围内的剩余复原力臂： ．１所有旅客集中一舷； ．２在一舷降落所有满载的吊艇架降落的救生艇筏； ．３由于风压力。上述力臂可按下式计算： 倾侧力矩 ＧＺ=－－－－＋０．０４（ｍ） 排水量 但在任何情况下，该复原力臂不得小于０．１０ｍ。 ２．３．４为计算本条之２．３．３中的倾侧力矩，应作如下假定： ．１旅客集中一舷而引起的力矩： ．１．１每平方米４个旅客； ．１．２每个旅客重７５ｋｇ； ．１．３分配旅客到可到达的甲板区域时，应在集合地点所在的甲板上向船舶一舷布置，使之产生最不利的倾侧力矩。 ．２在一舷降落所有满载的吊艇架降落的救生艇筏而引起的力矩： ．２．１置于船舶遭受破损后倾侧一舷的所有救生艇和救助艇假定都已满载并且移出船舷准备降落； ．２．２准备从存放位置降落满载的救生艇，应取降落期间最大的倾侧力矩； ．２．３置于船舶遭受破损后倾侧一舷的每个吊艇架上满载的艇架降落的救生筏假定都移出船舷准备降落； ．２．４凡不在移出船舷的救生设备中的人员，既不提供额外的倾侧力矩也不提供复原力矩； ．２．５置于船舶倾侧一舷相反一舷上的救生设备，均假定处于存放位置。 ．３风压力而引起的力矩： ．３．１风压力取１２０Ｎ／平方米； ．３．２受风的面积为相应于完整状态水线以上的船舶侧面投影面积； ．３．３风压力臂为从相应于完整状态平均吃水的一半处量至侧面积形心的垂直距离。 下列新的本条之２．４加在现有本条之２．３之后：“２．４在浸水的中间阶段，最大复原力臂至少为０．０５ｍ，正值复原力臂的范围至少为７°。在所有情况下，只需假定船体上只有一处破损和一个自由液面”。 在本条之５的第３句中，删除“以及平衡前的最大倾角”。 下列新句子加在本条之５的第３句之后： “浸水后平衡前的最大横倾角不应超过１５°”。 本条之６．２的现有文字，用下文替代： “在不对称浸水情况下，一舱浸水的横倾角不应超过７°。相邻两舱或多舱同时浸水时，主管机关可允许１２°的横倾角。” 现有本条之７改编号为本条之７．１ 下列新的本条之７．２、７．３和７．４加在新的本条之７．１之后： “７．２在足以包括所有营运状态的吃水范围或排水量范围中，为使船长能保持船舶具有足够的完整稳性而涉及本条之７．１中的数据，应包括表明船舶重心在龙骨以上的最大许用高度（ＫＧ），或最小许用初稳心高度（ＧＭ）的资料，该资料应显示出考虑营运范围的各种纵倾变化的影响。 ７．３每艘船舶的首尾处应清楚地标有吃水标尺。当水尺位于不易看到之处，或者对于特殊贸易因操作的限制而使吃水标志难以看到时，船舶还应设有可靠的吃水显示装置，凭借它能够确定船舶首尾的吃水。 ７．４船舶装载完成后和出港前，船长应测定船舶的纵倾和稳性，并查明和记录该船是否符合有关规则中的稳性衡准。为此，主管机关可允许使用电子装载和稳性计算机或等效设备。” ２第Ⅱ－１章第２０－１条 下列新的２０－１条加在现有第２０条之后。 第２０－１条装货门的封闭性 １本条要求适用于所有客船。 ２位于限界线以上的下述的门，应在船舶进行任何航行之前关闭紧并锁紧，且在该船到达下一个停泊地之前，这些门应保持关闭，且呈锁紧状态： ．１外板上或者封闭的上层建筑围壁上的装货门； ．２设在本条之２．１所述位置上的罩式船首门； ．３防撞舱壁上的装货门； ．４作为包括本条之２．１至２．３规定的门的替代关闭的风雨密坡道。 如果船舶在停泊时某个门不能开启或关闭，则在该船靠近或拖离停泊地时，该门可以开启或让其开着，但尽可能应使该门能迅速被操纵。在任何情况下，船首内侧门必须保持关闭状态。 ３不管本条之２．１和２．４的要求如何，当船舶位于安全锚地，若其安全不受妨碍，则如因船舶操作或旅客上下船特殊情况所需要的门，主管机关可以授权船长酌定开启。 ４船长应确保对本条之２所述门的关闭和开启进行监视和报告的有效制度的执行。 ５在船舶进行任何航行之前，船长应确保把最后关闭本条之２所述门的时间和按照本条之３开启任何特殊情况门的时间，依照第Ⅱ－１／２２条的要求记录在航海日志上。 ３第Ⅱ－１章第２２条客船和货船的稳性资料 下列新的本条之３加在现有本条之２之后：“３对所有客船，定期间隔不超过５年，应进行空船重量检验，以核查空船排水量和重心纵向位置的任何变化。与认可的稳性资料相比较，如果空船排水量的偏差超过２％，或重心纵向位置的偏差超过１％Ｌ，则该船应重做倾斜试验。” 下列文字加在现有本条之３中“姐妹船”之后： “按本条之１要求”。 现有本条之３和４改编号为本条之４和５。 AMENDMENT TO THE INTERNATIONAL CONVENTION FOR THE SAFETYOFLIFEATSEA, 1974 ([Adopted on 28 October 1988 by Resolution MSC. 12(56)]) Whole document TABLE OF CONTENTS Amendment to Chapter II-1, Regulation 8 Stability of passenger ships in damaged condition Addition of Chapter II-1, new Regulation 20-1 Closure of cargo loading door Amendment to Chapter II-1, Regulation 22 Stability information for passenger ships and cargo ships AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974 [Adopted on 28 October 1988 by Resolution MSC. 12(56)] 1 Chapter II-1, Regulation 8 Stability of passenger shipsinda-maged condition The following text is inserted after the title: "(Paragraphs 2.3, 2.4, 5 and 6.2 apply to passenger ships constructed on or after 29 April 1990 and paragraphs 7.2, 7.3 and 7.4 apply to all passenger ships)" The existing text of paragraph 2.3 is replaced by the following: "2.3 The stability required in the final condition after damage, and after equalization 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. 2.3.2 The area under 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: heeling moment GZ(in metres) = --------------- + 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 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 beswung 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 damage 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 stowedposition. .3 Moments due to wind pressure: .3.1 a wind pressure of 120 N/square mto 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." The following new paragraph 2.4 is added after the existing paragraph 2.3: "2.4 In intermediate stages of flooding, the maximum righting lever shall be at least 0.05 m and the range of positive righting levers shallbe at least 7°. In all cases, only one breach in the hull and only one free surface need be assumed." In the third sentence of paragraph 5 the phrase "as well as the maximum heel before equalization" is deleted. The following new sentence is added after the third sentence of paragraph 5: "The maximum angle of heel after flooding but before equalization shall not exceed 15°." The existing text of paragraph 6.2 is replaced by the following: "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." Existing paragraph 7 is renumbered as paragraph 7.1 The following new paragraphs 7.2, 7.3 and 7.4 are inserted after new paragraph 7.1: "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 gravityabove 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 influenceof 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 befitted 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." 2 Chapter II-1, Regulation 20-1, newRegulation 20-1Closure of cargo loading door The following new regulation 20-1 is added after existing regulation 20. "Regulation 20-1 Closure of cargo loading doors 1 This regulation applies to all passenger ships. 2 The following doors, located above the margin line, shall be closed and locked before the ship proceeds on any voyage and shall remain closed and locked until the ship is at its next berth: .1 cargo loading doors in the shell or the boundaries of enclosed superstructures; .2 bow visors fitted in positions, as indicated in paragraph 2.1; .3 cargo loading doors in the collision bulkhead; .4 weathertight ramps forming an alternative closure to those defined in paragraphs 2.1 to 2.3 inclusive. Provided that where a door cannot be opened or closed or while the ship is at the berth such a door may be opened left open while the ship approaches or draws away from the berth, but only so far as may be necessary to enable the door to be immediately operated. In any case,the inner bow door must be kept closed. 3 Notwithstanding the requirements of paragraphs 2.1 and 2.4, the Administration may authorize that particular doors can be opened at the discretion of the master, if necessary for the operation of the ship or the embarking and disembarking of passengers, when the ship is at safe anchorage and provided that the safety of the ship is not impaired. 4 The master shall ensure that an effective system of supervision and reporting of the closing and opening of the doors referred to in paragraph 2, is implemented. 5 The master shall ensure, before the ship proceeds on any voyage, that an entry in the log-book, as required in regulation II-1/25, is made of the time of the last closing of the doors specified in paragraph 2 and the time of any opening of particular doors in accordance with paragraph3." 3 Chapter II-1, Regulation 22 Stability information for passengerships and cargo ships The following new paragraph 3 is added after existing paragraph 2: "3 At periodical intervals not exceeding five years, a lightweight survey shall be carried out on all passenger ships to verify any changesin lightship displacement and longitudinal centre of gravity. The ship shall be re-inclined whenever, in comparison with the approved stabilityinformation, a deviation from the lightship displacement exceeding 2% or a deviation of the longitudinal centre of gravity exceeding 1% of L is found or anticipated." The following words are added at the end of the first line of existing paragraph 3: "as required by paragraph 1." Existing paragraphs 3 and 4 are renumbered as paragraphs 4 and 5.