Ministry of Defence

Defence Standard 02-109 (NES 109)

Issue 1 Publication Date 01 April 2000

Stability Standards For Surface Ships

Part 1
Conventional Ships

Incorporating NES 109 Category 1

Issue 4 Publication Date February 2000

AMENDMENT RECORD
Amd No

Date

Text Affected

REVISION NOTE
This standard is raised to Issue 1 to update its content.
HISTORICAL RECORD
This standard supersedes the following:
Naval Engineering Standard (NES) 109 Part 1 Issue 4 dated February 2000

Signature and Date

Ministry of Defence

Naval Engineering Standard

CATEGORY 1

NES 109 Part 1 Issue 4 February 2000

STABILITY STANDARDS FOR SURFACE SHIPS

PART 1
CONVENTIONAL SHIPS

E CROWN COPYRIGHT 2000

This NES Supersedes

NES 109 Issue 2 June 1986
NES 109 Issue 3 August 1989

Record of Amendments
AMDT
1
2
3
4
5

INSERTED BY

DATE

NAVAL ENGINEERING STANDARD 109

STABILITY STANDARDS FOR SURFACE SHIPS
PART 1 ISSUE 4 FEBRUARY 2000
CONVENTIONAL SHIPS

This Naval Engineering Standard is

authorized for use in MOD contracts by the
Defence Procurement Agency and the
Defence Logistics Organization

Published by:
Sea Technology Group,
Defence Procurement Agency
STGSA
Ash 0, #95
MOD Abbey Wood
Bristol BS34 8JH
(i)

NES 109 Part 1

Issue 4
February 2000

(ii)

NES 109 Part 1

Issue 4
February 2000
SCOPE
1.

This NES sets out the minimum acceptable standards of stability for conventional and
unconventional surface vessels for which the MOD is responsible. Distinction is made between
the minimum standards for vessels with and without a military role.

2.

This NES is issued in two parts. Part 1 specifies minimum acceptable standards for surface
vessels of a conventional monohull form. Part 2 specifies minimum standards for surface
vessels meeting the NES 109 definition of surface vessels having an unconventional form.

3.

For the stability of any vessel not clearly covered under NES 109 Part 1 or Part 2, advice should
be sought from the Sea Technology Group, Defence Procurement Agency.

(iii)

NES 109 Part 1

Issue 4
February 2000

(iv)

NES 109Part 1
Issue 4
February 2000
FOREWORD
Sponsorship
1.

This Naval Engineering Standard (NES) is sponsored by the Defence Procurement Agency,
Ministry of Defence (MOD).

2.

The complete NES 109 comprises:

Part 1: Conventional Ships
Part 2: Unconvential Ships (to be published later)

3.

Any user of this NES either within MOD or in industry may propose an amendment to it.
Proposals for amendments that are not directly applicable to a particular contract are to be
made to the publishing authority identified on Page (i), and those directly applicable to a
particular contract are to be dealt with using contract procedures.

4.

If it is found to be unsuitable for any particular requirement MOD is to be informed in writing

of the circumstances.

5.

No alteration is to be made to this NES except by the issue of an authorized amendment.

6.

Unless otherwise stated, reference in this NES to approval, approved, authorized and similar
terms, means by the MOD in writing.

7.

Any significant amendments that may be made to this NES at a later date will be indicated
by a vertical sideline. Deletions will be indicated by 000 appearing at the end of the line
interval.

8.

This NES has been reissued to correct errors found in NES 109 Issue 3, and to allow for the
publication of Part 2. Part 2 will be published in due course to address unconventional vessels.
In the meantime the requirements for stability standards for such vessels should be referred
to Sea Technology Group, Section STGSS1.

Conditions of Release
General
9.

This Naval Engineering Standard (NES) has been devised solely for the use of the MOD, and
its contractors in the execution of contracts for the MOD. To the extent permitted by law, the
MOD hereby excludes all liability whatsoever and howsoever arising (including but without
limitation, liability resulting from negligence) for any loss or damage however caused when
the NES is used for any other purpose.

10.

This document is Crown Copyright and the information herein may be subject to Crown or
third party rights. It is not to be released, reproduced or published without written permission
of the MOD

11.

The Crown reserves the right to amend or modify the contents of this NES without consulting
or informing any holder.

MOD Tender or Contract Process

12.

This NES is the property of the Crown. Unless otherwise authorized in writing by the MOD
must be returned on completion of the contract, or submission of the tender, in connection
with which it is issued.

13.

When this NES is used in connection with a MOD tender or contract, the user is to ensure that
he is in possession of the appropriate version of each document, including related documents,
relevant to each particular tender or contract. Enquiries in this connection may be made to
the authority named in the tender or contract.

14.

When NES are incorporated into MOD contracts, users are responsible for their correct
application and for complying with contractual and other statutory requirements.
Compliance with an NES does not of itself confer immunity from legal obligations.

(v)

NES 109 Part 1

Issue 4
February 2000
Categories of NES
15.

The Category of this NES has been determined using the following criteria:
a.

Category 1. If not applied may have a Critical affect on the following:

Safety of the vessel, its complement or third parties.
Operational performance of the vessel, its systems or equipment.

b.

Category 2. If not applied may have a Significant affect on the following:

Safety of the vessel, its complement or third parties.
Operational performance of the vessel, its systems or equipment.
Through life costs and support.

c.

Category 3. If not applied may have a Minor affect on the following:

MOD best practice and fleet commonality.
Corporate experience and knowledge.
Current support practice.

Related Documents
16.

In the tender and procurement processes the related documents listed in each section and
Annex A can be obtained as follows:
a.

British Standards

British Standards Institution,

389 Chiswick High Road,
London, W4 4AL

b.

Defence Standards

Directorate of Standardization, Stan BM&D,

Kentigern House, 65 Brown Street,
Glasgow, G2 8EX.

c.

Naval Engineering Standards

DSDC(L) Llangennech, Llanelli, Dyfed,

SA14 8YP.

d.

Other documents

Tender or Contract Sponsor to advise.

17.

All applications to the MOD for related documents are to quote the relevant MOD Invitation
to Tender or Contract number and date, together with the sponsoring Directorate and the
Tender or Contract Sponsor.

18.

The Form Facsimiles shown in this NES are not to be copied since they are only replicas for
information purposes and will be subject to change by the form Sponsor to reflect current
MOD policy.

19.

Prime Contractors are responsible for supplying their subcontractors with relevant
documentation, including specifications, standards and drawings.

Health and Safety

Warning
20.

This NES may call for the use of processes, substances and/or procedures that are injurious
to health if adequate precautions are not taken. It refers only to technical suitability and in
no way absolves either the supplier or the user from statutory obligations relating to health
and safety at any stage of manufacture or use. Where attention is drawn to hazards, those
quoted may not necessarily be exhaustive.

21.

This NES has been written and is to be used taking into account the policy stipulated in JSP
430: MOD Ship Safety Management System Handbook.

Additional Information
22.

(There is no relevant information included.)

(vi)

NES 109 Part 1

Issue 4
February 2000
CONTENTS
Page No
TITLE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(i)

SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(iii)

FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(v)

Sponsorship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(v)

Conditions of Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(v)

Categories of NES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(vi)

Related Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(vi)

Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(vi)

Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(vi)

CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(vii)

SECTION

1.1
1.1

1.
1.1
1.2
1.2.1
Figure 1.1
Table 1.1
Figure 1.2
1.2.2
Table 1.2
Figure 1.3
1.2.3
Table 1.3
1.2.4
Figure 1.4
1.2.5
Figure 1.5
1.2.6
Figure 1.6
1.2.7
1.2.8
1.2.9
1.2.10
1.3
1.3.1
1.3.2
1.3.3
Table 1.4
1.3.4

PERFORMANCE SPECIFICATION . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intact Stability Criteria for Vessels Designed to
MOD Standards with a Military Role . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Examples of Minimum Acceptable GZ Curves . . . .
Shape Criteria for GZ Curve . . . . . . . . . . . . . . . . . .
Range and GZ Maximum Limitations . . . . . . . . . . .
Stability in Beam Winds . . . . . . . . . . . . . . . . . . . . . .
Nominal Wind Speed . . . . . . . . . . . . . . . . . . . . . . . . .
Beam Winds Combined with Rolling . . . . . . . . . . . .
Stability Under Icing . . . . . . . . . . . . . . . . . . . . . . . . .
Shape Criteria for GZ Curve with Ice . . . . . . . . . . .
Heeling Caused by High Speed Turning . . . . . . . . .
High Speed Turning . . . . . . . . . . . . . . . . . . . . . . . . . .
Lifting of Heavy Weights . . . . . . . . . . . . . . . . . . . . . .
Lifting of Heavy Weights over the Side . . . . . . . . . .
Crowding of Passengers on One Side . . . . . . . . . . . .
Crowding of Passengers to One Side . . . . . . . . . . . .
Water on Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stability in Harbour . . . . . . . . . . . . . . . . . . . . . . . . . .
Stability during Docking . . . . . . . . . . . . . . . . . . . . . .
Firefighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Damage Stability Criteria for Vessels Designed to
MOD standards with a Military Role . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Extent of Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Permeability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Permeability Factors . . . . . . . . . . . . . . . . . . . . . . . . .
Wind Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(vii)

1.2
1.2
1.3
1.3
1.4
1.4
1.4
1.5
1.5
1.6
1.6
1.6
1.7
1.7
1.7
1.8
1.8
1.9
1.9
1.9
1.9
1.9
1.9
1.10
1.10
1.10

NES 109 Part 1

Issue 4
February 2000
1.3.5
Figure 1.7
1.4

1.5.1
1.5.2
1.5.3

Damage Stability Criteria . . . . . . . . . . . . . . . . . . . . .

Damaged Stability . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intact Stability Standards for VesselsDesigned to
MOD Standards with no Military Role and Vessels
Designed to Legislation with a Military Role . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stability of Vessels Making Bow or Body Lifts . . . .
Beam Wind Criteria . . . . . . . . . . . . . . . . . . . . . . . . . .
Breaking Wire Criteria Initial Impulse . . . . . . . . . .
Breaking Wire Criteria Steady State . . . . . . . . . . . .
Stability of Vessels Performing a Bollard Pull . . . .
Criteria for Vessels Performing a Bollard Pull . . . .
Damaged Stability Standards for VesselsDesigned
to MOD Standards with no Military Role and
Vessels Designed to Legislation with a Military Role
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Extent of Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Damaged Stability Criteria . . . . . . . . . . . . . . . . . . . .

SECTION

2.

NATIONAL/INTERNATIONAL REGULATIONS

2.1

SECTION

3.
3.1
3.1.1
3.1.2
3.1.3
Figure 3.1

MILITARY STANDARDS/REQUIREMENTS. . . .
Stability Related Military Design Requirements . .
Watertight Subdivision And Integrity . . . . . . . . . . .
Calculation of the Red Risk Line . . . . . . . . . . . . . . .
Calculation of the VLines . . . . . . . . . . . . . . . . . . . .
Minimum Extent of Watertight Subdivision and
Integrity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Envelope of Damaged Waterlines . . . . . . . . . . . . . . .
Angle of Heel Used to Derive Red Risk Zone
and VLines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1
3.1
3.1
3.1
3.1

1.4.1
1.4.2
Figure 1.8
Figure 1.9
Figure 1.10
1.4.3
Figure 1.11
1.5

Figure 3.2
Figure 3.3

1.11
1.12
1.12
1.12
1.12
1.13
1.14
1.14
1.14
1.15
1.15
1.15
1.15
1.16

3.2
3.2
3.2

SECTION

4.
4.1
4.1.1

DESIGN REQUIREMENTS/GUIDANCE . . . . . . .
Stability Related Design Requirements . . . . . . . . . .
Provision of Freeing Ports for Ships with Bulwarks

4.1
4.1
4.1

SECTION

5.

CORPORATE EXPERIENCE & KNOWLEDGE

5.1

RELATED DOCUMENTS . . . . . . . . . . . . . . . . . . . .

A.1

ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loading Conditions for Vessels Designed to
MOD Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loading Conditions for Vessels designed
to Legislation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Definition of Tank States . . . . . . . . . . . . . . . . . . . . . .
Definition of Variable Load States . . . . . . . . . . . . . .

B.1

PROCUREMENT CHECK LIST . . . . . . . . . . . . . . .

C.1

ANNEX A
ANNEX B
Table B1
Table B2
Table B3
Table B4
ANNEX C

(viii)

B.2
B.3
B.4
B.5

NES 109 Part 1

Issue 4
February 2000
1.

PERFORMANCE SPECIFICATION1.
Related Documents: SSP 24; SSP 78; see also Annex A.

1.1

General
a.

This NES is to be read in conjunction with SSP 24 (which gives details of the
procedures to be used to obtain and analyse stability information) and SSP 78,
(which details the procedures relating to the audit of stability information and
subsequent issue of a Certificate of Safety Stability (CSS)).

b.

Any unusual vessel geometry or unusual threats to stability must be

investigated separately, assuming the most unfavourable circumstances, and
the Sea Technology Group must be consulted on the criteria for acceptance. The
issue of NES 109 does not remove the responsibility from the Integrated Project
Team Team Leader (or equivalent) for ensuring that new designs have
adequate stability. It is emphasised that the checks and criteria included herein
are the minimum acceptable. All users must continue to exercise their
professional judgement to the full when applying them to specific vessels. In
particular, it is essential to take proper account of any special characteristics of
the vessel or its intended role and apply whatever additional checks may be
appropriate. Should users wish to depart from the stability criteria, they must
formally consult with the Sea Technology Group and a record of all agreed
departures maintained.

c.

NES 109 is applicable to the following types of vessel:

(1)

Vessels designed to MOD standards with a military role (Warships), for

example a Frigate.

(2)

Vessels designed to MOD standards without a military role, for example a

Royal Navy manned Navigation Training ship.

(3)

Vessels designed to legislation with a military role, for example a Royal

Fleet Auxiliary manned Roll on Roll off landing ship.

d.

A military role is considered as any role of the vessel that is outwith the scope
of legislation, for example any role that exposes the vessel to danger due to
enemy action or a peacetime exercise simulating that role. Vessels without a
military role and not designed to military standards are not subject to NES 109
and should meet the appropriate legislation. If there is any doubt as to whether
a vessel is to be considered as having a military role, the Sea Technology Group
should be consulted.

e.

NES 109 Part 1 provides basic stability requirements for surface vessels with a
conventional monohull form.

f.

NES 109 Part 2 provides stability criteria for surface vessels of unconventional
form. Definitions of unconventional and conventional forms are detailed in
Annex B. If there is any doubt as to whether a vessel is to be considered as
conventional or unconventional, the Sea Technology Group should be
consulted.

1.1

NES 109 Part 1

Issue 4
February 2000
g.

In all cases the criteria, both intact and damaged, must be met including a
margin for unattributable weight and KG growth that may occur before the
next stability assessment. Such growth may consist of unofficial and
uncontrollable condition alterations and also official (but undocumented)
alterations. In the absence of evidence of the magnitude of this weight and KG
growth the following margins are to be applied to the Basic Ship (or Lightship,
as applicable to ship type) condition at the LCG of that condition. Conditions
are detailed in Annex B.
(1)

Warships, 0.65 % p.a. increase in Basic Ship displacement and 0.45 % p.a.
increase in Basic Ship KG.

(2)

RFAs, 0.65 % p.a. increase in Basic Ship displacement, 0.40 % p.a. increase
in Basic Ship KG.

(3)

Other auxiliary vessels which operate in coastal waters, 0.73 % p.a.

increase in Basic Ship displacement and 0.66 % p.a. increase in Basic Ship
KG.

h.

Where the application of such growth is considered likely to affect vessel

performance and / or operability to an unacceptable degree, project and the Sea
Technology Group should formally agree a stability plan, with revised growth
rates. Further guidance is provided in SSP 78 and SSP 24.

i.

In all cases it is essential for the warship project manager to ensure the
maintenance of adequate stability, in accordance with NES 109, throughout a
vessels service life. This may be achieved by various methods, such as increased
growth allowances, removal of growth, additions and alterations, at different
points in time. However all such proposed measures should be formally
documented in a stability plan.

j.

For new designs, the stability criteria must be achieved at completion of build
and for a subsequent period of at least ten years without operational limitations
such as liquid loading restrictions.

k.

For inservice vessels, the stability criteria should be achieved without the
requirement for liquid loading restrictions or ballasting, where possible, for the
duration of the proposed CSS. Compensating savings in payload or other
measures that limit operational effectiveness may be found to be necessary in
order to achieve the stability criteria.

l.

Given current uncertainty as to the effectiveness of crossflooding it is

recommended that the adoption of crossflooding to meet the criteria after
damage is avoided. Where crossflooding is deemed necessary, procedures for
assessing the effectiveness of crossflooding should be employed (as detailed in
SSP 24) to the satisfaction of the Sea Technology Group.

m.

All computer based calculations are to be performed using models maintained

and validated in accordance with SSP 24.

1.2

Intact Stability Criteria for Vessels Designed to MOD Standards with a Military
Role

1.2.1

General
a.

Section 1.2 specifies intact stability standards appropriate to all vessels

designed to military standards and with a military role (see Clause 1.1.c.).
Vessels designed to military standards without a military role and vessels
designed to legislation with a military role, should meet the intact stability
criteria detailed in Clause 1.4.

1.2

NES 109 Part 1

Issue 4
February 2000
b.

Figure 1.1 shows minimum acceptable GZ curves providing intact stability

against which compliance with criteria must be demonstrated. These criteria
are enumerated in this section. Table 1.1 gives figures relating to the GZ curve
terminated at the angle of downflooding through large openings. An effective
range of 70 degrees is to be the minimum design aim.

Figure 1.1 Examples of Minimum Acceptable GZ Curves

Area under GZ Curve up to 300
Area under GZ Curve up to 400
Area under GZ Curve between 300 and 400
Maximum GZ
Angle of Maximum GZ
GM Fluid
Angle of Vanishing Stability (Range)

Not less than 0.080 m rad

Not less than 0.133 m rad
Not less than 0.048 m rad
Not less than 0.3 m
Not less than 300
Not less than 0.3 m
To be as large as possible
limited by the angle of unrestricted flooding. See
Clause 1.2.1b.

Table 1.1 Shape Criteria for GZ Curve

c.

The angle of downflooding is that which causes unrestricted flooding of the

vessel through openings in the structure. Small openings [as defined by SSP 24]
such as tank vents may be disregarded as long as they do not immerse before the
angle of maximum GZ. When the result of downflooding is contained within a
watertight compartment this may be taken as not prompting GZ termination
provided the resulting asymmetric moment and added weight are taken
account of in the stability assessment. The point of downflooding shall be above
the Vlines at that longitudinal location.

d.

Where the stability curves have double peaks or the downflooding angle is
excessively large, the curves can be as shown in Figure 1.2. The following rules
are to be followed:
(1)

The value of maximum GZ is to be taken at the first peak or at 500,

whichever angle is less.

1.3

NES 109 Part 1

Issue 4
February 2000
(2)

The effective range is to be the angle at which unrestricted downflooding

occurs or 700 whichever is less.

Figure 1.2 Range and GZ Maximum Limitations

1.2.2

Stability in Beam Winds

a.

The effects of beam winds and rolling in rough seas are to be considered
simultaneously. Wind heeling levers are to be obtained using procedures given
in SSP 24.

b.

A rollback angle of 250 is applicable to vessels of conventional monohull form.

Table 1.2 gives applicable nominal wind speeds.

Type of Vessel

Wind Speed

(a)

Ocean going vessels which may be expected to weather conditions encountered. This includes all vessels
which move with the operational fleet.

90 knots

(b)

Ocean going or coastal vessels which may be expected

to avoid extreme conditions.

70 knots

(c)

Coastal vessels which will be recalled to protected an- 50 knots

chorages if winds over Force 8 are expected, and harbour vessels.

Table 1.2 Nominal Wind Speed

1.4

NES 109 Part 1

Issue 4
February 2000
c.

Criteria (refer to Figure 1.3)

(1)

Angle of heel due to beam winds in Table 1.2 must not exceed 300.

(2)

GZ at point C must not exceed 60% of the maximum GZ.

(3)

Area A1 is not to be less than 1.4 A2.

Figure 1.3 Beam Winds Combined with Rolling

1.2.3

Stability Under Icing

a.

Stability under icing shall be proven in all cases, unless otherwise agreed with
the Sea Technology Group in advance. Where stability under icing is not proven
the CSS and all related mandatory operator guidance documents must state
that stability under icing has not been assessed and that the vessel is not to
enter geographic areas where icing is considered possible.

b.

It is assumed that high winds and icing will occur simultaneously. The
procedure for accounting for this is as follows:

c.

(1)

l50 mm of ice to be assumed distributed on all exposed horizontal decks,

platforms and roofs. Density of ice is assumed to be 950 kg/m3.

(2)

The weight and centre of gravity of the ice is to be taken into account in
the computation of the GZ curve.

(3)

Wind heeling levers are to be calculated ignoring the effect on the profile
area of the ice thickness, but allowing for the weight of the ice on the
vessels displacement.

Criteria: (refer to Figure 1.3):

(1)

Wind heeling lever is to be based upon a wind speed of 70% of the wind
speed given in Table 1.2.

(2)

Angle of heel caused by the above is not to exceed 300.

(3)

GZ at point C must not exceed 60% of maximum GZ.

(4)

Area A1 > 1.4A2.

1.5

NES 109 Part 1

Issue 4
February 2000
(5)

Area under the GZ curve, the GM and the maximum GZ are to be in

accordance with Table 1.3.

(6)

These stability requirements and wind speeds are not acceptable if the
role of the vessel requires frequent operation in icing conditions. For such
vessels Clauses 1.2.1b. and 1.2.2 will apply.

Area under GZ curve up to 300

Area under GZ curve up to

Not less than 0.051 m rad

400

Area under GZ curve between

300

Not less than 0.085 m rad

and

400

Not less than 0.03 m rad

Maximum GZ

Not less than 0.24 m

Angle of Maximum GZ

Not less than 300

GM Fluid

Not less than 0.15 m

Table 1.3 Shape Criteria for GZ Curve with Ice

1.2.4

Heeling Caused by High Speed Turning

a.

To calculate the heeling lever generated during a high speed turn:

Heeling lever (m)

V 2 h cos !
Rg

where: V

Speed on the turn (65% of approach speed) (m/s)

Vertical separation of KG and mean draught

point (vessel upright) (m)

Radius of steady turn with rudder hard over (m)

Acceleration of gravity (m/s2)

Angle of Heel (degrees)

In the absence of any information on the radius of steady turn, a value of 2.5
times the LBP for warships and 3.5 times the LBP of auxiliaries is to be used.
Note: 1 m/s = 0.514 knots.
b.

Criteria (refer to Figure 1.4)

(1)

Steady angle of heel < 200.

(2)

GZ at point C < 60% maximum GZ.

(3)

Area A > 40% total area under GZ curve.

Figure 1.4 High Speed Turning

1.6

NES 109 Part 1

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1.2.5

Lifting of Heavy Weights

a.

When assessing the effects of lifting heavy weights, the following points are to
be observed:
(1)

The weight is initially assumed to be on the upper deck at the centre line of
the vessel.

(2)

Heeling lever

w (a cos ! + d sin !"

#

where: w

Weight being lifted

Offset of point of suspension (m)

(top of lifting boom) from ships middle line

Height of point of suspension

above the deck

Angle of heel

Displacement (including w)

(3)
b.

(Tonnes)

(m)

(degrees)
(Tonnes)

All possible positions of jib or boom are to be considered.

Criteria (refer to Figure 1.5):

(1)

Angle of heel <150 (or that derived from lifting gear operating
restrictions, whichever is least).

(2)

GZ at point C <50% of maximum GZ.

(3)

Area A >50% total area under GZ curve.

(4)

If lifting or suspending weight is to be undertaken for long periods at sea,

then rolling is to be appliedsee Clause 1.4.2.

Figure 1.5 Lifting of Heavy Weights over the Side

1.7

NES 109 Part 1

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1.2.6

Crowding of Passengers on One Side

a.

b.

The effects of crowding of passengers can be calculated as follows (refer to

Figure 1.6). The term Passengers is defined in Annex B2.b.
(1)

Curves of righting levers are to be calculated assuming all passengers

standing on the upper deck, with crew at their stations.

(2)

Heeling lever

w a cos !
#

where: w

Weight of passengers (80 kg eachmore

if carrying equipment) (Tonnes).

Distance of CG of men from centre line (m).

Assume all move as far as possible and each
occupies 0.2m2.

Displacement (Tonnes).

Angle of inclination.

(3)

If the number of passengers is not defined, assume 2.5 per square metre of
available deck space.

(4)

Where applicable the launching of fully loaded davitlaunched survival

craft should be considered as an additional heeling moment.

Criteria (refer to Figure 1.6)

(1)

Angle of heel < 100.

(2)

GZ at point C < 60% of max. GZ.

(3)

Area A > 40% of total area under GZ curve.

Figure 1.6 Crowding of Passengers to One Side

1.8

NES 109 Part 1

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February 2000
1.2.7

1.2.8

Water on Deck
a.

Water on deck is to be considered as trapped when substantial bulwarks are

present.

b.

Where bulwarks are fitted with freeing ports in accordance with 4.1.1 the effect
of water trapped on deck shall not be assessed. Proof of compliance with 4.1.1
shall be provided.

c.

Where freeing ports are fitted but are not in accordance with Section 4.1.1, the
effect of trapped water on stability shall be assessed. A suitable method of
assessment shall be agreed with the Sea Technology Group.

Stability in Harbour
a.

1.2.9

1.2.10

The criteria to be applied to vessels in harbour are as follows:

(1)

The GM fluid is not to be less than 150 mm.

(2)

The heel under a 30 knot wind is not to exceed 70.

Stability during Docking

a.

The GM of the vessel must remain greater than 150 mm during the entire
docking process.

b.

The critical condition is just before the vessel takes the blocks when the sueing
load is highest. A trim of 0.3m by the stern is to be assumed or a higher value if
the vessel cannot achieve this.

c.

It should be noted that extreme trim may lead to a substantial load on the dock
blocks. Additional structural calculations may be necessary and are
recommended.

Firefighting
a.

The effect of 10 minutes of both firefighting and boundary cooling water in

large compartments and those high in the vessel is to be investigated. Any
resultant loll is not to exceed 20 degrees.

1.3

Damage Stability Criteria for Vessels Designed to MOD standards

with a Military Role

1.3.1

General
a.

The loading condition of the vessel, prior to sustaining damage, that results in
the least stability after damage is to be assessed. This is most likely to be a
lightly loaded condition, but should be confirmed by assessment of other
loading conditions.

b.

In all cases, the transverse and vertical extent of flooding is to be taken as that
which causes worst stability. This should include feasible incidents of
grounding, raking and collision. Guidance is given in SSP 24.

c.

Nonwatertight compartments which would flood slowly are to be assumed

watertight if this degrades stability. For example, where water is initially
present above a non watertight deck and, in reality, would slowly drain, the
worst case distribution of water (water remaining above the deck and not
draining down) should be assessed.

d.

Intermediate levels of flooding are to be checked as well as the final water level
to establish the worst case. The Lost Buoyancy approach is to be used.

1.9

NES 109 Part 1

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1.3.2

Extent of Damage
a.

1.3.3

The following degrees of damage are to be assumed:

(1)

Vessels of waterline length less than 30m.

Any single main compartment.

(2)

Vessels of waterline length between 30m and 92m.

Any two adjacent main compartments. A main compartment is to have a
minimum length of 6m.

(3)

Vessels of waterline length greater than 92m.

Damage anywhere along its length, extending 15% of the waterline
length, or 21m whichever is greater.

Permeability
a.

Permeability is the term for the floodable space within a compartment,

expressed as a percentage volume.

b.

Definitions of floodable space should exclude all solid material within a

compartment such as structure, air pockets, outfit, stores and systems. It is
important to note that the permeability of cargo holds and stores may vary with
loading condition.

c.

For damage stability calculations, the permeability factors given in Table 1.4
are to be used. For watertight, void compartments and tanks, validated values
should be used where validation has been established by means of calibration at
build.

Space

Permeability (%)

Watertight Void
Compartments and Tanks

97 (warships)
95 (auxiliary vessels)

Workshops, Offices, Operational and Accommodation

spaces etc.

95

Vehicle Decks

90

Machinery Compartments

85

Store rooms, cargo holds, etc.

60

Table 1.4 Permeability Factors

1.3.4

Wind Speed
a.

Wind heeling levers are to be calculated using nominal wind speeds as detailed
in (1), (2) or (3).
(1)

Nominal Wind Speeds for vessels of displacement less than or equal to

1000 tonnes.

VWind $ 20 % 0.005#

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NES 109 Part 1

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(2)

Nominal Wind Speeds for vessels of displacement greater than 1000

tonnes and less than or equal to 5000 tonnes.

VWind
(3)

$ 5.06 ln( # ) & 10

Nominal Wind Speeds for vessels of displacement greater than 5000

tonnes.

#
.
VWind $ 22.5 % 015
where VWind
#
1.3.5

Wind Velocity (knots)

Displacement (deep) (tonnes)

Damage Stability Criteria

a.

Referring to Figure 1.7:

(1)

Angle of list or loll <200.

(2)

GZ at point C <60% of maximum GZ.

(3)

Area A1: To be greater than the value given below for Amin:
# = Displacement (tonnes)
For vessels of displacement less than or equal to 5000 tonnes.

Amin $2.74 x10 & 2 & 197

. x10 & 6 #

(m rad)

For vessels of displacement greater than 5,000 tonnes but less than 50 000
tonnes.

Amin $0164
. #& 0.265

(m rad)

For vessels of displacement greater than 50 000 tonnes consult the Sea
Technology Group.

b.

(4)

Area A1 >1.4 Area A2.

(5)

Longitudinal trim must be less than that required to cause downflooding.

(6)

Longitudinal GM >0.

Where a vessel is subject to 1.3.2.a.(1) or 1.5.2.b(1), it shall be proven, in

addition, that the vessel is not lost after two compartment damage by
demonstration that :
(1)

NOTE

Following a damage of extent detailed in 1.3.2.a.(2), the Metacentric

height in the damaged condition shall be greater than 0.15m.
GZ max. is the maximum within the range to downflooding or to 450,
whichever angle is less.

1.11

NES 109 Part 1

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February 2000

Figure 1.7 Damaged Stability

1.4

Intact Stability Standards for VesselsDesigned to MOD Standards with no

Military Role and Vessels Designed to Legislation with a Military Role.

1.4.1

General

1.4.2

a.

The intact criteria detailed in Section 1.2. are to be applied. Wind speeds for the
criteria are to be selected from Table 1.2.

b.

Although through the Orders in Council there is no legal requirement to do so,

all registered vessels subject to Section 1.4 must comply with the statutory
intact stability requirements of the Merchant Shipping Acts unless there is a
sound military or operational reason not to do so.

c.

Some vessels have limited areas of operation in which case the icing criteria may
be omitted or reduced to statutory standards after consultation with the Sea
Technology Group.

Stability of Vessels Making Bow or Body Lifts

a.

The GZ curve is to be drawn to include the load which acts at the suspension
point of the supporting wires.

b.

Criteria (refer to Figure 1.8, Figure 1.9 and 1.10) under a 30 knot beam wind
and 150 of roll.
(1)

Angle of heel <100.

(2)

GZ at point C <0.6 GZ maximum.

(3)

Area A1 >1.4 Area A2.

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NES 109 Part 1

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February 2000
c.

The effect of one wire breaking only needs to be investigated if it results in an

eccentric load, with the load W supported on the remaining wires.
W a cos !
#

Heeling Lever

where W

= Load

(Tonnes)

= Displacement including load

= Transverse offset of centroid of

remaining reactions (m)

Initial Impulse Criteria

(1)

!2 < 300 at A3 = 1.25A4

'("

!2 < !DF (the angle of downflooding)

')"

!D < 150

(4)

GZ at point D < 0.5 GZ maximum

Steady State Criteria

(1)

A5>A6

Figure 1.8 Beam Wind Criteria

1.13

(Tonnes)

NES 109 Part 1

Issue 4
February 2000

15 DEGREES

Figure 1.9 Breaking Wire Criteria Initial Impulse

Figure 1.10 Breaking Wire Criteria Steady State

1.4.3

Stability of Vessels Performing a Bollard Pull

a.

Vessels performing a bollard pull must have sufficient stability to withstand the
maximum possible bollard pull acting athwartships. The heeling lever is given
by the formula below (see Figure 1.11).

T ( AB)Cos2!
#
b.

The criteria are (refer to Figure 1.11):

(1)

The angle of heel < 150.

(2)

GZ at point C < 60% of GZ max.

(3)

Area A1 >40% total area under GZ curve.

1.14

NES 109 Part 1

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February 2000

Figure 1.11 Criteria for Vessels Performing a Bollard Pull

1.5

Damaged Stability Standards for VesselsDesigned to MOD Standards with no

Military Role and Vessels Designed to Legislation with a Military Role

1.5.1

General
a.

1.5.2

Damaged stability is to be assessed on the same basis as Clause 1.3.1, except

that the worst case is likely to be when the initial condition before damage is the
fully loaded condition. This is to be confirmed by investigating other initial
conditions.

Extent of Damage
a.

Only main transverse watertight bulkheads which are spaced at least (3.00m +
0.03L) or 10.65m apart, whichever is less, are to be considered as effective
watertight boundaries.

b.

The following damage is to be assumed unless a smaller extent results in worse

stability:
(1)

All vessels less than 75m waterline length.

Any single compartment anywhere along the vessel.

(2)

Vessels between 75m and 200m in waterline length.

Any three adjacent main compartments (excluding large machinery
spaces). Where compliance with a three adjacent compartment standard
in way of large machinery spaces is clearly demonstrated to the Sea
Technology Group as impractical, damage to any two adjacent main
compartments in way of main machinery may be accepted.

1.15

NES 109 Part 1

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(3)

Vessels over 200m in waterline length.

A damage length of 12.5% of waterline length anywhere along the vessel.

1.5.3

Damaged Stability Criteria

a.

The criteria for damaged stability given in Clause 1.3.5. must be achieved.
Although through the Orders in Council there is no legal requirement to do so,
all registered vessels subject to Clause 1.5 must comply with the statutory
damage stability requirements of the Merchant Shipping Acts for the
designated Class of Ship unless there is a sound military or operational reason
not to do so.

b.

In the case of passengercarrying vessels, the passengers are to be taken to be

on the highest decks and on the low side.

1.16

NES 109 Part 1

Issue 4
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2.

NATIONAL/INTERNATIONAL REGULATIONS2.
Related Documents SSP 24, see also Annex A.
a.

Chapter 3 of SSP 24 outlines the requirements for national and international

monohull stability regulations.

2.1

NES 109 Part 1

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2.2

NES 109 Part 1

Issue 4
February 2000
3.

MILITARY STANDARDS/REQUIREMENTS3.

3.1

Stability Related Military Design Requirements

3.1.1

Watertight Subdivision And Integrity

3.1.2

a.

The extent and standard of watertight subdivision and integrity has a major
impact upon vessel safety and resistance to damage caused by grounding,
collision, enemy action or arising from any other incident.

b.

Section 3.1 details issues to be considered during the design of a vessel to MOD
standards with respect to watertight subdivision, integrity and other aspects of
ship structure with an influence on stability. Definitions are provided in Annex
B.2.3. SSP 24 provides further guidance.

c.

This section is aimed at vessels with a military role but many of the principles
are also applicable to vessels with no military role.

d.

Assessment of the location of a ship designs V lines and Red Risk Line shall be
undertaken in the following manner. The deepest centreline immersion of a
bulkhead when it forms the boundary of a damaged length in accordance with
the stability standards that apply are to be drawn on a profile to determine an
envelope of damaged waterlines. They will be based upon, firstly the anticipated
Deep Displacement at end of life, and secondly, the maximum extent of flooding
possible within the limits specified. This envelope of damaged water lines, as
illustrated in Figure 3.2 forms the basis for calculating both the Red Risk Line
and the VLines.

Calculation of the Red Risk Line

a.

3.1.3

The Red Risk Line delineates the zone within which all watertight closures, not
already closed by virtue of the ordered NBCD condition, need to be closed
rapidly in the event of damage or imminent damage. For each section, the
height of the Red Risk Line at the middle line is defined by the height of the
envelope of damaged water lines at that section. The Red Risk Line is drawn
from this point with a semiangle of 15* in addition to any static heel angle due
to the damage stability calculations. The 15* addition is a dynamic allowance
for transient heel angles and rolling in waves. This is illustrated in Figure 3.3.

Calculation of the VLines

a.

The VLines define the level up to which watertight structure is required. For
each section, the height of the VLines at the centre line is defined by the
height of the envelope of damaged water lines at that section plus an allowance
of 1.5 metres to allow for vessel motion relative to the waves. The angle of heel to
be assumed is 35 degrees based on the criteria for angle of heel following damage
of 20 degrees plus the 15 degree dynamic allowance for transient heel angles and
rolling in waves. This is illustrated in Figure 3.3. For small vessels with
specified maximum acceptable operating conditions, where 1.5 m relative
motion and 15 degree transient heel allowances are not practicable, Sea
Technology Group shall be consulted as to a suitable allowance. The suitable
allowance shall consider the maximum sea state given the vessel operating
limitations. This limiting sea state shall be specified on all relevant operator
guidance documentation.

b.

When assessing damage stability, the range of the GZ curve is truncated at 45*
or at the lowest angle at which progressive flooding is possible, for example
through nonwatertight bulkhead penetrations.

3.1

NES 109 Part 1

Issue 4
February 2000
V Line
Red Risk Line

Static Damage Waterline

Damage Control Deck

Key :

Weathertight
Watertight
Watertight Access and System
Penetrations Permitted
No Openings in
Main Watertight Bulkheads

Figure 3.1 Minimum Extent of Watertight Subdivision and Integrity

Key :
Locus of Damaged Waterlines
Damage Control Deck
Damage Waterlines

Figure 3.2 Envelope of Damaged Waterlines

V Line (20 + 15 deg)

Red Risk Line ('+ + 15 deg)

1.5m

Static Damage
Waterline
'+ deg)

damage
draught ( t )

C
L
Figure 3.3 Angle of Heel Used to Derive Red Risk Zone and VLines

3.2

NES 109 Part 1

Issue 4
February 2000
4.

DESIGN REQUIREMENTS/GUIDANCE4.

4.1

Stability Related Design Requirements

a.

4.1.1

Stability related design requirements are detailed in SSP 24. Section 4.1.1
specifies mandatory design requirements for ships with bulwarks.

Provision of Freeing Ports for Ships with Bulwarks

a.

Freeing ports are recommended for ships where bulwarks are considered to
affect the removal of water from exposed decks.

b.

The minimum recommended freeing area on each side of the ship, for each well
on the weatherdeck, or other deck with bulwarks, shall meet the following
requirements:
(1)

Where the length of the bulwark (L) is 20 m or less the freeing port area
(A) shall be greater than the formula given below:
A = 0.7 + 0.035 L m2.

(2)

Where the length of the bulwark (L) is greater than 20 m, the freeing port
area (A) shall be greater than the formula given below:
A = 0.07 L m2.

c.

Where the average height of the bulwark exceeds 1.2 m the area of the freeing
port shall be increased by 0.004m2 per metre of length of well for each 0.1 m
increase in height.

d.

Where the average height of the bulwark is less than 0.9 m, the area of the
freeing port may be decreased by 0.004 m2 per metre of length of well for each
0.1 m decrease in height.

4.1

NES 109 Part 1

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February 2000

4.2

NES 109 Part 1

Issue 4
February 2000
5.

CORPORATE EXPERIENCE & KNOWLEDGE5.

Related Documents SSP 78, see also Annex A.
a.

Corporate Experience and knowledge form the basis for much of the criteria
presented in section 1 and SSP78.

5.1

NES 109 Part 1

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February 2000

5.2

NES 109 Part 1

Issue 4
February 2000
ANNEX A.
A.
RELATED DOCUMENTS
A1.

The following documents and publications are referred to in this NES:

SSP 24

Stability of Surface Ships

SSP 78

Procedures for the Issue of a Certificate of Safety Stability

A.1

NES 109 Part 1

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A.2

NES 109 Part 1

Issue 4
February 2000
ANNEX B.
B.
ABBREVIATIONS
B1.

For the purpose of this NES the following abbreviations apply:

NES
MOD
SSP
CSS
RFA
KG
LCG
LBP
GZ
GM

B2.

Naval Engineering Standard

Ministry of Defence
Surface Ship Publication
Certificate of Safety Stability
Royal Fleet Auxiliary
Vertical Centre of Gravity (from keel)
Longitudinal Centre of Gravity
Length Between Perpendiculars
Righting Lever
Metacentric Height

For the purposes of this NES, the following definitions apply:

a.

Classification of Vessel Type.

(1).

Conventional: Monohull vessels, of all rigid construction, meeting the following

definition:

V4 Lwl
where: V
Lwl

Maximum Velocity (knots)

Length (waterline) (m)

Such vessels include the following vessel types:

Aircraft Carriers, Assault Landing Ships, Frigates and Destroyers, Fleet Auxiliary
vessels, Port Auxiliary vessels, including tugs and fleet tenders.
(2).

Unconventional: Vessels of any of the following groups:

(a).

Monohull vessels of allrigid construction, meeting the following definition:

V >4
where: V
Lwl

Lwl

Maximum Velocity (knots)

Length (waterline) (m)

(b).

Monohull vessels having all or part of their primary hull construction

comprising inflated or resilient material.

(c).

Multihull vessels of all forms.

(d).

Vessels having a significant proportion of their mass supported by

aerostatic pressure, or hydrodynamic lift generated on either hull(s) or
underwater foils.
Such vessels include the following vessel types:
Planing and Semiplaning craft, Inflatable and Rigid Inflatable craft,
Catamarans, Trimarans, SWATH Vessels, all Air Cushion Vehicles whether
amphibious or Surface Effect Ships, Hydrofoil craft, hybrids of above.

B.1

NES 109 Part 1

Issue 4
February 2000
b.

Definition of Vessel Loading Conditions

(1).

Vessels Designed to MOD Standards

(a).

Standard loading conditions for vessels designed to MOD standards are

defined below. SSP 24 provides further definition of loading conditions.
Basic Condition

Deep Condition

Light Condition

Light Seagoing
Condition
Light Harbour
Condition

The condition of a vessel when complete and ready

for sea, including header tanks and system fluids, but
without any stores, fluids in storage tanks, provisions, crew or ammunition.
The vessel is in all respects complete; fully complemented, ammunitioned, fuelled, stored and provisioned.
The lightest condition of a vessel at sea; fully
equipped and crewed but with little fuel, fresh water
or provisions.
This is a modified Light Condition with a revised set
of liquid loading restrictions to meet the minimum
stability criteria for vessels in service at sea.
This is the Light Condition with additional liquid
loading restrictions necessary to meet the stability
standards for a vessel in service in harbour.

Table B1 Loading Conditions for Vessels Designed to MOD Standards

(b).

See Table B.3 for tank states appropriate to each condition and Table B.4 for
the relevant stores conditions.

(c).

A passenger can be considered as a person on board the vessel who is not a

member of the normal operating complement.

(d).

A Liquid Loading Restriction is considered as an operationally undesirable

imposition of a restriction on the amount of a specific fluid that can be
consumed during operations, to maintain an acceptable level of stability.
Where the ships operational regime by necessity requires ballast water to be
present this shall not be considered as a liquid loading restriction. For
example, maintenance of a specific draught for survey operations by ballast
water is not a liquid loading restriction. Maintenance of a minimum fuel
level to maintain a minimum level of stability is to be considered a liquid
loading restriction.

B.2

NES 109 Part 1

Issue 4
February 2000
(2).

Loading Conditions for Vessels designed to Legislation

(a).

The relevant loading conditions for vessels designed to legislation are:

Lightship
Condition

The vessel ready for sea, complete with permanent

ballast, outfit and spare gear, machinery and
systems, but with no fuel, fresh or feed water, lub
oil, provisions, consumable stores, crew and effects
or cargo on board.
Departure
Lightship plus all the deadweight items (fuel,
Condition
fresh and feed water, lub oil, provisions, consumable
stores, crew and effects and cargo) on board.
Arrival Condition Departure Condition less 90% of all consumables in
the deadweight. Water ballast may be necessary to
meet stability requirements.
Least Stable
The condition between the Departure and Arrival
Condition
Conditions which results in least stability. The
condition must still satisfy the stability criteria.
There may be different Least Stable Conditions for
intact stability and stability following damage.

Table B2 Loading Conditions for Vessels designed to Legislation

(3).

Definition Of Variable Load States

Tank

Deep
Condition

Basic
Condition

Light
Condition

Light
Seagoing
Condition

Light
Harbour
Condition

Dieso Bunker
Tanks

95%

Empty

Empty

AR

AR

Water Displaced Fuel

Tanks

100% Fuel

Empty

Empty

100%* Fuel

AR

Service and
RU Fuel
Tanks
Cargo Fuel
Tanks

Working
level

Working
level

Working
level

Working
level

Working
level

95%

Empty

Empty

AR

AR

Feed Water:
Main
Auxiliary
Reserve
Overflow

95%
95%
95%
95%

95%
95%
Empty
Empty

95%
95%
Empty
Empty

95%
95%
AR
AR

95%
95%
AR
AR

AVCAT Tanks

95%

Empty

Empty

AR

AR

Luboil Storage
Tanks

95%

Empty

95%

95%

95%

Luboil Drain
Tanks

95%

Empty

95%

95%

95%

Fresh Water
Tanks

95%

Empty

Empty

AR

AR

B.3

NES 109 Part 1

Issue 4
February 2000
Miscellaneous
DrainTanks

Empty

Empty

Empty

Empty

Empty

Ballast Tanks

AD

Empty

AD

AR

AR

Sewage Tanks
and Systems,
Black/Grey
Water Tanks
Fresh Water
Systems

Working
Level

Empty

Working
Level

Working
Level

Working
Level

Full

Full

Full

Full

Full

Salt Water
Systems

Full

Full

Full

Full

Full

Miscellaneous
Systems
and Tanks

Working
level

Working
Level

Working
level

Working
level

Working
level

*Notes:
Tank contents are to be of a practical nature. It is not intended that all tanks are to contain
slack fluid to give the least stable condition possible unless this is a likely operational
condition.
Unless operator guidance specifically states that fuel in the water displaced tanks is to be
used before fuel from the noncompensated tanks, special care must be taken to identify
the tank state with the lowest stability.
AR = As required by liquid loading instructions to achieve minimum stability criteria.
AD = As designed to meet specific operational requirements.

Table B3 Definition of Tank States

Item

Equipment Stores
e.g. Naval Stores, NBCD Stores,
Boatswains Stores.
Victualling Stores
e.g. Dry Provision and Refrigerated Stores, NAAFI Compartments

Basic
Condition

Deep
Condition

Light, Light
Seagoing,
Light Harbour
Conditions

100

50

100

10

0
0
0
0
0
0

100
100
100
100
100
100

Others
Aircraft
Commando Group
Commando Vehicles
Commando Ammunition
Ammunition
Officers, crew and effects
Note:
SSP 24 provides further definitions of vessel loading conditions.

Table B4 Definition of Variable Load States

B.4

Least
Least
Least
Least
Least

favourable
favourable
favourable
favourable
favourable
100

NES 109 Part 1

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February 2000
c.

Watertight Subdivision and Integrity Definitions

(1).

This annex contains definitions useful in the development of a watertight

subdivision policy and design details, for a vessel designed to MOD standards.
(a).

Damage Control Deck: The lowest deck on which continuous foreandaft

access, generally via watertight doors, is provided. The Damage Control
Deck should be above the lower apex, both longitudinally and transversely, of
the Red Risk Line.

(b).

Design Draught: The Design Draught is measured from the moulded

baseline at amidships. It is to be determined when the vessel is in the Deep
Condition (or Departure Condition if appropriate for vessel) with all
specified margins. In special circumstances, the operation of the vessel or
the specification may require that a higher waterline be used, such as that
derived from the draught following damage.

(c).

Downflooding: Downflooding causes termination of a GZ curve when the

effect of the floodwater on the GZ curve at that angle is not accurately
modelled. Therefore downflooding to an already flooded space need not
cause termination of a GZ curve. Downflooding to an empty space cannot be
adequately modelled and hence causes termination of the GZ curve.

(d).

Red Risk Zone: The part of the ship, delineated by the Red Risk Line, is at
immediate risk of flooding following damage. Therefore all watertight
closures within the Red Risk Zone not closed by virtue of the ordered NBCD
condition need to be closed rapidly following damage and are marked
accordingly. The Red Risk Zone also provides a criterion for selecting the
Damage Control Deck. The Red Risk Zone is determined from the highest
extent of flooding following damage for the period of certification based on
the damage extents prescribed in the stability standards.

(e).

VLines: VLines bound that part of the ship which is at some (not
necessarily immediate) risk of flooding following the worst extent of damage
which the ship is required to survive provided that the watertight
subdivision is effective. Hence it is of paramount importance that the main
transverse bulkheads are of watertight construction up to the Vlines and
that all penetrations are fitted with glands and closures as appropriate.
VLines are determined from the highest extent of flooding at a bounding
bulkhead following damage at the end of life of the vessel based on the
damage extents prescribed in the stability standards that are applied at the
start of life and an allowance for the motion of the vessel due to the action of
waves. Vlines are solely for the designers guidance and have no direct
significance to the operator.

(f).

Weather Deck: The Weather Deck is the lowest deck or decks exposed to sea
and weather loads, and is not to be taken lower than the watertight envelope
for the determination of the requirements for closing appliances.

(g).

Waterline Length: The Waterline Length, Lwl, is the distance in metres

measured at the Design Draught from the foreside of the stem to the after
side of the stern or transom.

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(h). Watertight: Watertight boundaries must be continuous and of sufficient
strength to withstand water and/or air tests in accordance with owners
structural requirements. A closing appliance is considered watertight if it is
capable of preventing the passage of water in either direction under a head of
water for which the surrounding structure is designed. All openings below
the watertight envelope in the outer shell envelope (and in main bulkheads)
are to be fitted with a permanent means of watertight closure. Self closing
devices are not considered watertight.
(i).

Weathertight: A closing appliance is considered weathertight if it is designed

to prevent the passage of water into the ship in any sea condition. All
openings above the watertight envelope and in enclosed superstructures are
to be provided with weathertight closing appliances.

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ANNEX C.
C.
PROCUREMENT CHECK LIST
This NES contains no Procurement Check List information.

C.1

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C.2

NES 109 Part 1

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ALPHABETICAL INDEX
This NES contains no Alphabetical Index

INDEX.1

NES 109 Part 1

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INDEX.2

Inside Rear Cover

 Crown Copyright 2000

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