natgillin/translations-raw huggingface dataset:
This new model test method aims to include these refinements and, together with the appended Guidance Notes, provide a more robust procedure for the assessment of survivability of a damaged ro-ro passenger ship in a seaway.
Novi postopek testiranja modelov bo z upoštevanjem teh izpopolnitev, skupaj s priloženimi navodili, zagotovil bolj robusten postopek za ugotavljanje zmožnosti za nadaljnje obratovanje poškodovane RO-RO potniške ladje na morju.
In the tests provided for in paragraph 1.4 of the stability requirements included in Annex I, the ship should be capable of withstanding a seaway as defined in paragraph 4 hereunder in the worst-damage-case scenario.
Pri v odstavku 1.4 predvidenem testiranju zahtev glede stabilnosti, navedenih v Prilogi I, bi morala biti ladja zmožna kljubovati razmeram na morju, opredeljenim v odstavku 4 spodaj, v primeru najhujše možne škode.
is the length between perpendiculars
je dolžina med navpičnicami
is the significant wave height
je opredeljena višina valov
is the moulded breadth of the ship
je širina ladje med rebri
is the peak period
je doba konice valov
is the zero crossing period
je doba prehajanja na najnižjo točko vala
Ship model
Ladijski model
The model should copy the actual ship for both outer configuration and internal arrangement, in particular all damaged spaces having an effect on the process of flooding and shipping of water.
Model mora biti posnetek prave ladje glede zunanje podobe in notranje ureditve, zlasti glede vseh poškodovanih prostorov, ki vplivajo na postopek poplavljanja in prodora vode.
Intact draught, trim, heel and limiting operational KG corresponding to the worst damage case should be used.
Uporabiti je treba nepoškodovan ugrez, previs, nagib in omejevalni operativni KG, ustrezen najhujšemu škodnemu primeru.
Furthermore, the test case(s) to be considered should represent the worst damage case(s) defined in accordance with SOLAS regulation II-1/8.2.3.2 (SOLAS 90) with regard to the total area under the positive GZ curve and the centreline of the damage opening should be located within the following range:
Poleg tega mora(jo) proučevani testni primer(-i) predstavljati najhujši(-e) škodni(-e) primer(-e), opredeljen(-e) v skladu s pravilom II-1/8.2.3.2 (SOLAS 90) Konvencije SOLAS, glede na celotno območje pod pozitivno krivuljo GZ, os odprtine, nastale po poškodbi, pa se mora nahajati v naslednjem območju:
± 35 % LBP from midship;
± 35 % LBP od sredine ladje;
an additional test will be required for the worst damage within ± 10 % LBP from midship if the damage case referred to in .1 is outside of ± 10 % LBP from midship.
dodatno testiranje bo potrebno za največjo škodo v območju ± 10 % LBP od sredine ladje, če je škodni primer iz 1 izven območja ± 10 % LBP od sredine ladje.
The model should comply with the following:
Model mora izpolnjevati naslednje zahteve:
length between perpendiculars (LBP) is to be at least 3 m or a length corresponding to a model scale of 1:40, whichever is greater, and the vertical extent up to at least three superstructure standard heights above the bulkhead (freeboard) deck;
dolžina med navpičnicami (LBP) je najmanj 3 m ali dolžina, ki ustreza modelu v razmerju 1:40, glede na večjo vrednost, in navpična dimenzija vsaj v 3 standardnih višinah nadgradnje nad glavnim krovom (nadvodjem);
hull thickness of flooded spaces should not exceed 4 mm;
debelina ladijskega trupa na poplavljenih mestih ne sme preseči 4 mm;
in both intact and damaged conditions, the model should satisfy the correct displacement and draught marks (TA, TM, TF, port and starboard) with a maximum tolerance in any one draught mark of + 2 mm. Draught marks forward and aft should be located as near FP and AP as practicable;
tako v nepoškodovanem kot tudi poškodovanem stanju mora model zagotoviti pravilno odmaknitev in vodne brazde (TA, TM, TF, levi in desni bok ladje) z največjo toleranco +2 mm pri vseh brazdah. Vodne brazde morajo biti po vsej dolžini ladje kolikor je mogoče blizu FP in AP;
all damaged compartments and ro-ro spaces should be modelled with the correct surface and volume permeabilities (actual values and distributions) ensuring that floodwater mass and mass distribution are correctly represented;
vsi poškodovani oddelki in prostori za RO-RO tovor morajo biti oblikovani z ustreznima površinsko in prostorninsko prepustnostjo (dejanske vrednosti in porazdelitve), ki bosta zagotovili, da bosta masa poplavne vode in porazdelitev mase pravilno zastopani;
the characteristics of motion of the actual ship should be modelled properly, paying particular attention to the intact GM tolerance and radii of gyration in roll and pitch motion.
karakteristike gibanja prave ladje morajo biti čim bolj točno oblikovane, pri čemer se posebna pozornost posveča nepoškodovani GM toleranci in polmerom kroženja ladje pri njenem zibanju okoli vzdolžne in prečne osi.
Both radii should be measured in air and be in the range of 0,35B to 0,4B for roll motion, and 0,2LOA to 0,25LOA for pitch motion;
Oba polmera morata biti merjena pri kroženju in se gibati med 0,35B ter 0,4B pri zibanju okoli vzdolžne osi in med 0,2LOA ter 0,25LOA pri zibanju okoli prečne osi;
main design features such as watertight bulkheads, air escapes, etc., above and below the bulkhead deck that can result in asymmetric flooding should be modelled properly as far as practicable to represent the real situation; Ventilating and cross-flooding arrangements should be constructed to a minimum cross section of 500 mm2;
glavni elementi zasnove, kot so vodotesne pregrade, zračniki itd., ki se nahajajo nad in pod glavnim krovom in lahko povzročijo asimetrično poplavljanje, morajo biti oblikovani tako, da v največji možni meri odražajo dejansko stanje; ventilacijske naprave in naprave, ki lahko povzročijo asimetrično poplavljanje, morajo biti zgrajene do minimalnega prereza 500 mm2;
the shape of the damage opening should be as follows:
oblika odprtine je naslednja:
trapezoidal profile with side at 15° slope to the vertical and the width at the design waterline defined according to SOLAS regulation II-1/8.4.1;
trapezoidni profil z nagibom strani 15° proti navpičnici in širino ob predvideni vodni črti, opredeljeni v skladu s pravilom II-1/8.4.1 Konvencije SOLAS;
isosceles triangular profile in the horizontal plane with the height equal to B/5 according to SOLAS regulation II-1/8.4.2.
enakokrak trikotni profil na vodoravni ploskvi z višino, ki je enaka B/5 v skladu s pravilom II-1/8.4.2 Konvencije SOLAS.
If side casings are fitted within B/5, the damaged length in way of the side casings should not be less than 25 mm;
Če so bočne zaščitne obloge nameščene znotraj B/5, dolžina poškodbe v smeri bočnih zaščitnih oblog ne sme biti manjša od 25 mm;
notwithstanding the provisions of subparagraphs 3.2.7.1 and 3.2.7.2 above, all compartments taken as damaged in calculating the worst damage case(s) referred to in paragraph 3.1 should be flooded in the model tests;
ne glede na določbe pododstavkov 3.2.7.1 in 3.2.7.2 zgoraj morajo biti vsi oddelki, ki veljajo za poškodovane v najhujšem škodnem primeru(-ih), na katere se nanaša odstavek 3.1, pri testiranjih modelov poplavljeni.
The model in the flooded equilibrium condition should be heeled by an additional angle corresponding to that induced by the heeling moment Mh = max (Mpass; Mlaunch)-Mwind, but in no case should the final heel be less than 1° towards damage.
Model v ravnovesju v poplavljenem stanju je treba nagniti za dodatni kot, ustrezen kotu, ki ga povzroči nagibni moment Mh = max(Mpass; Mlaunch)-Mwind, vendar v nobenem primeru končni kot ne sme znašati manj kot 1° v smeri poškodbe.
Mpass, Mlaunch and Mwind are as specified in SOLAS regulation II-1/8.2.3.4.
Mpass, Mlaunch in Mwind so navedeni v pravilu II-1/8.2.3.4 Konvencije SOLAS.
For existing ships this angle may be taken as 1°.
Za obstoječe ladje se lahko uporabi kot 1o.
Procedure for experiments
Način izvedbe poskusov
The model should be tested in a long-crested irregular seaway defined by the JONSWAP spectrum with significant wave height HS, a peak enhancement factor γ = 3,3 and a peak period TP
Model mora biti preizkušen v nepravilnem valovanju z dolgim grebenom, določenim na osnovi spektra JONSWAP z opredeljeno višino valov HS, koeficientom največje rasti γ = 3,3 in dobo konice valov TP
HS is the significant wave height for the area of operation, which is not exceeded by a probability of more than 10 % on a yearly basis, but limited to a maximum of 4 m.
HS je opredeljena višina valov na območju obratovanja, katere prekoračitve ni pričakovati za več kakor 10 % na leto, vendar je omejena na največ 4 m.
Furthermore,
Poleg tega
the basin width should be sufficient to avoid contact or other interaction with the sides of the basin and is recommended not to be less than LBP + 2 m;
mora širina bazena onemogočati stik ali drugi vpliv robov bazena in naj ne bo manjša od LBP + 2 m;
the basin depth should be sufficient for proper wave modelling but should not be less than 1 m;
globina bazena mora zadoščati za ustrezno oblikovanje valov, vendar ne sme biti manjša od 1 m;
for a representative wave realisation to be used, measurements should be performed prior to the test at three different locations within the drift range;
za reprezentativno izvedbo valov je treba pred testiranjem izvesti meritve na 3 različnih mestih v območju odnašanja;
the wave probe closer to the wave maker should be located at the position where the model is placed when the test starts;
merilna sonda ob napravi za povzročanje valovanja mora biti nameščena na mesto, kamor je postavljen model na začetku testiranja;
variation in HS and TP should be within ± 5 % for the three locations; and
odstopanje v HS in TP mora biti v območju ± 5 % za vsa tri mesta; in
during the tests, for approval purposes, a tolerance of + 2,5 % in HS, ± 2,5 % in TP and ± 5 % in TZ should be allowed with reference to the probe closer to the wave maker.
med testiranjem zaradi odobritve mora biti dovoljena toleranca + 2,5 % v HS, ± 2,5 % v TP in ± 5 % v TZ ob sondi v bližini naprave za povzročanje valovanja.
The model should be free to drift and placed in beam seas (90° heading) with the damage hole facing the oncoming waves, with no mooring system permanently attached to the model used.
Model mora biti postavljen v morje tako, da ga lahko prosto zanaša in da ima valove s strani (smer 90°), odprtina pa mora biti obrnjena proti bližajočim se valovom, brez sidrnega sistema, trajno pritrjenega uporabljenemu modelu.
To maintain a beam sea heading of approximately 90° during the model test the following requirements should be satisfied:
Za vzdrževanje valov s strani s smerjo približno 90° med testiranjem modela je treba zadostiti naslednjim zahtevam:
heading control lines, intended for minor adjustment, should be located at the centre line of the stem and stern, in a symmetrical fashion and at a level between the position of KG and the damaged waterline; and
glavne kontrolne črte, namenjene manjšemu popravku, morajo biti nameščene simetrično ob osi premca in krme, na nivoju med mestom KG in poškodovano vodno črto; in
the carriage speed should be equal to the actual drift speed of the model with speed adjustment made when necessary.
hitrost toka mora biti enaka dejanski hitrosti odnašanja modela tako, da je mogoče hitrost po potrebi prilagoditi.
At least 10 experiments should be carried out.
Opraviti je treba najmanj 10 poskusov.
The test period for each experiment should be of a duration such that a stationary state is reached, but not less than 30 min in full-scale.
Vsak poskus traja toliko časa, da model lahko doseže mirujoče stanje, vendar pa ne sme trajati manj kot 30 minut dejanskega časa.
A different wave realisation train should be used for each experiment.
Za vsak poskus je treba uporabiti različen niz valov.
Survival criteria
Merila za nadaljnje obratovanje
The model should be considered as surviving if a stationary state is reached for the successive test runs as required in paragraph 4.3.
Za model velja, da lahko nadalje obratuje, če doseže mirujoče stanje v času zaporednih poskusov, zahtevanih v odstavku 4.3.
The model should be considered as capsized if angles of roll of more than 30° to the vertical axis or steady (average) heel greater than 20° for a period longer than three minutes full-scale occur, even if a stationary state is reached.
Za model velja, da se je prevrnil, če so koti vzdolžnega zibanja večji od 30° glede na navpično os ali je stalni (povprečen) nagib večji kot 20° v obdobju, daljšem od 3 minut dejanskega dogajanja, četudi doseže mirujoče stanje.
Test documentation
Dokumentacija o testiranju
The model test programme should be approved by the Administration in advance.
Program za testiranje modelov mora predhodno odobriti uprava.
Tests should be documented by means of a report and a video or other visual records containing all relevant information on the model and the test results, which are to be approved by the Administration.
Poskusi morajo biti dokumentirani s poročilom in video posnetkom ali drugim vizualnim zapisom, ki vsebuje vse pomembne podatke o modelu in rezultatih testiranj, ki jih mora odobriti uprava.
These should include, as a minimum, the theoretical and measured wave spectra and statistics (HS, TP, TZ) of the wave elevation at the three different locations in the basin for a representative realisation, and for the tests with the model, the time series of main statistics of the measured wave elevation close to the wave maker and records of model roll, heave and pitch motions, and of the drift speed.’
Za reprezentativno izvedbo to pomeni vključitev najmanj teoretičnih in izmerjenih valovnih spektrov in statistike (HS, TP, TZ) dviganja valov na 3 različnih mestih v bazenu, za testiranja z modelom pa časovno zaporedje glavnih statistik izmerjenega dvigovanja valov ob napravi za povzročanje valovanja in posnetke kroženja, dvigovanja in zibanja modela okoli vzdolžne in prečne osi ter hitrosti odnašanja.“
MODEL TESTING
TESTIRANJE MODELOV
The purpose of these guidelines is to ensure uniformity in the methods employed in the construction and verification of the model as well as in the undertaking and analyses of the model tests.
Namen teh smernic je zagotoviti enotne postopke, ki se uporabljajo pri gradnji in preverjanju modela, pa tudi pri izvedbi in analizi testov modela.
The contents of paragraphs 1 and 2 of the Appendix to Annex I are considered self-explanatory.
Vsebina odstavkov 1 in 2 Dodatka k Prilogi I je samoumevna.
Paragraph 3 — Ship model
Odstavek 3 – Ladijski model
The material of which the model is made is not important in itself, provided that the model both in the intact and damaged condition is sufficiently rigid to ensure that its hydrostatic properties are the same as those of the actual ship and also that the flexural response of the hull in waves is negligible.
Snov, iz katere je model narejen, sama po sebi ni tako pomembna, pod pogojem, da je model dovolj trden, da v nepoškodovanem in v poškodovanem stanju zagotovi, da so njegove hidrostatične lastnosti enake kakor pri pravi ladji, pa tudi da je upogibna reakcija ladijskega trupa v valovih zanemarljiva.
It is also important to ensure that the damaged compartments are modelled as accurately as practicably possible to ensure that the correct volume of flood water is represented.
Pomembno je tudi zagotoviti, da so poškodovani oddelki oblikovani tako natančno, kakor je v praksi sploh mogoče, da se zagotovi, da je zastopana pravilna količina poplavne vode.
Since ingress of water (even small amounts) into the intact parts of the model will affect its behaviour, measures must be taken to ensure that this ingress does not occur.
Ker prodor vode (tudi v majhnih količinah) v nepoškodovane dele modela vpliva na obnašanje modela, je treba sprejeti ukrepe, da do takšnega prodora ne pride.
In model tests involving worst SOLAS damages near the ship ends, it has been observed that progressive flooding was not possible because of the tendency of the water on deck to accumulate near the damage opening and hence flow out.
Pri testiranjih modelov z najhujšo škodo, predvideno v okviru SOLAS, blizu skrajnih točk obeh koncev ladje, je bilo opaženo, da postopno poplavljanje ni bilo mogoče, ker se je voda zbirala ob poškodbeni odprtini in zato odtekala.
As such models were able to survive very high sea states, while they capsized in lesser sea states with less onerous SOLAS damages, away from the ends, the limit ± 35 % was introduced to prevent this.
Ker so takšni modeli lahko nadalje obratovali v slabih razmerah na morju, medtem ko so se v manj neugodnih razmerah, z manj težavnimi poškodbami, predvidenimi v okviru SOLAS, oddaljenimi od koncev ladje, prevrnili, je bila v izogib temu uvedena meja ± 35 %.
Extensive research carried out for the purpose of developing appropriate criteria for new vessels has clearly shown that in addition to the GM and freeboard being important parameters in the survivability of passenger ships, the area under the residual stability curve is also another major factor.
Obsežna raziskava, namenjena razvijanju ustreznih meril za nova plovila, je jasno pokazala, da poleg GM in nadvodja, ki sta pomembna parametra za zmožnost za nadaljnje obratovanje potniških ladij, obstaja še drug pomemben faktor, in sicer površina, ki se nahaja pod krivuljo preostale stabilnosti.
Consequently in choosing the worst SOLAS damage for compliance with the requirement of paragraph 3.1 the worst damage is to be taken as that which gives the least area under the residual stability curve.
Zato je pri izbiranju najhujšega škodnega primera, predvidenega v okviru SOLAS, v zvezi z izpolnjevanjem zahtev iz odstavka 3.1 treba izbrati škodni primer, ki predstavlja najbolj zmanjšano površino pod krivuljo preostale stabilnosti.
Model particulars
Podatki o modelu
In recognising that scale effects play an important role in the behaviour of the model during tests, it is important to ensure that these effects are minimised as much as practically possible.
Vedoč, da učinki merilne lestvice igrajo pomembno vlogo v obnašanju modela v času testiranja, je pomembno zagotoviti, da so ti učinki čim manjši, kolikor je to v praksi mogoče.
The model should be as large as possible since details of damaged compartments are easier constructed in larger models and the scale effects are reduced.
Model mora biti čim večji, ker je pri večjih modelih lažje zgraditi podrobne elemente poškodovanih oddelkov in tudi učinki merilne lestvice so manjši.
It is therefore required that the model length is not less than that corresponding to 1:40 scale or 3 m, whichever is greater.
Zato je priporočljivo, da dolžina modela ni manjša od dolžine, ki ustreza razmerju 1:40 ali 3 m, glede na večjo vrednost.
It has been found during tests that the vertical extent of the model can affect the results when tested dynamically.
Med testiranjem je bilo ugotovljeno, da navpična dimenzija modela lahko vpliva na rezultate dinamičnega testiranja.
It is therefore required that the ship is modelled to at least three super structure standard heights above the bulkhead (freeboard) deck so that the large waves of the wave train do not break over the model.
Zato se zahteva, da je ladja izdelana vsaj v treh standardnih višinah nadgradnje nad glavnim krovom (nadvodjem), tako da se veliki valovi niza valov ne lomijo ob modelu.
The model in way of the assumed damages must be as thin as practically possible to ensure that the amount of flood water and its centre of gravity is adequately represented.
Model mora biti tanek v smeri domnevne poškodbe, kolikor je to mogoče, da se zagotovi, da sta količina poplavne vode in njeno težišče ustrezno zastopana.
The hull thickness should not exceed 4 mm. It is recognised that it may not be possible for the model hull and the elements of primary and secondary subdivision in way of the damage to be constructed with sufficient detail and due to these constructional limitations it may not be possible to calculate accurately the assumed permeability of the space.
Debelina trupa ne sme preseči 4 mm. Dopušča se, da ni mogoče izdelati dovolj podrobno ladijskega trupa modela in sestavnih delov primarne in sekundarne pregraditve v smeri poškodbe in zaradi teh konstrukcijskih omejitev verjetno ne bo mogoče natančno izračunati domnevne prepustnosti prostora.
It is important that not only the draughts in the intact condition are verified, but also that the draughts of the damaged model are accurately measured for correlation with those derived from the damaged stability calculation.
Pomembno je, da se preverijo ne le ugrezi v nepoškodovanem stanju, ampak tudi, da se natančno izmerijo ugrezi poškodovanega modela zaradi primerjave s tistimi, ki izhajajo iz izračuna stabilnosti po nastali škodi.
For practical reasons a tolerance of + 2 mm in any draught is accepted.
Iz praktičnih razlogov se dopušča toleranca + 2 mm pri vseh ugrezih.
In this case a video recording of the event is to form part of the test records.
V tem primeru je video posnetek dogodka sestavni del dokumentacije o testiranju.
The height of transverse or longitudinal bulkheads which are taken into account as effective to confine the assumed accumulated sea water in the compartment concerned in the damaged ro-ro deck should be at least 4 m in height unless the height of water is less than 0,5 m. In such cases the height of the bulkhead may be calculated in accordance with the following:
Višina prečnih ali vzdolžnih pregrad, ki veljajo za učinkovite pri zadrževanju domnevno zbrane morske vode v zadevnem oddelku na poškodovanem krovu za RO-RO tovor, mora biti najmanj 4 m, če višina vode ni manjša od 0,5. V takih primerih se lahko višina pregrade izračuna v skladu z naslednjim:
where Bh is the bulkhead height; and
pri čemer je Bh višina pregrade; in
hw is the height of water.
hw višina vode.
In any event, the minimum height of the bulkhead should be not less than 2,2 m. However, in the case of a ship with hanging car decks, the minimum height of the bulkhead should be not less than the height to the underside of the hanging car deck when in its lowered position.
V vsakem primeru mora biti pregrada visoka najmanj 2,2 m. Vendar pa najmanjša višina pregrade pri ladji s premičnimi krovi za vozila ne sme biti manjša od proste višine pod premičnim krovom, ko je ta spuščen.
In order to ensure that the model motion characteristics represent those of the actual ship it is important that the model is both inclined and rolled in the intact condition so that the intact GM and the mass distribution are verified.
Da se zagotovi, da značilnosti gibanja modela predstavljajo značilnosti prave ladje, je treba model nagniti in zazibati okoli vzdolžne osi v nepoškodovanem stanju, tako da se preverita GM in porazdelitev mase v nepoškodovanem stanju.
The mass distribution should be measured in air.
Porazdelitev mase je treba meriti ob delovanju.
The transverse radius of gyration of the actual ship should be in the range 0,35B to 0,4B and the longitudinal radius of gyration should be in the range 0,2L to 0,25L.
Prečni polmer kroženja prave ladje mora biti v razponu od 0,35B do 0,4B in vzdolžni polmer kroženja v razponu od 0,2L do 0,25L.
Note: While inclining and rolling the model in the damaged condition may be accepted as a check for the purpose of verifying the residual stability curve, such tests should not be accepted in lieu of the intact tests.
Opomba: Čeprav se nagibanje in vzdolžno zibanje modela v poškodovanem stanju lahko obravnava kot preverjanje krivulje preostale stabilnosti, pa takšni testi niso sprejemljivi kot nadomestilo za teste modela v nepoškodovanem stanju.
It is assumed that the ventilators of the damage compartment of the actual ship are adequate for unhindered flooding and movement of the flood water.
Domneva se, da ventilatorji poškodovanega oddelka prave ladje omogočajo vodi neovirano širjenje in kroženje.
However in trying to scale down the ventilating arrangements of the actual ship undesirable scale effects may be introduced in the model.
Vendar pa sorazmerno zmanjševanje ventilacijskih naprav na pravi ladji lahko privede do nezaželenih učinkov razmerja.