02.SDC 1-WP.5-Add.1 - Revision of Solas Chapter II-1 Subdivision and Damage...

E
SUB-COMMITTEE ON SHIP DESIGN AND SDC 1/WP.5/Add.1

CONSTRUCTION 23 January 2014
1st session Original: ENGLISH
Agenda item 7, 8, 24
DISCLAIMER
As at its date of issue, this document, in whole or in part, is subject to consideration by the IMO organ
to which it has been submitted. Accordingly, its contents are subject to approval and amendment
of a substantive and drafting nature, which may be agreed after that date.
REVISION OF SOLAS CHAPTER II-1 SUBDIVISION AND DAMAGE STABILITY

REGULATIONS
DEVELOPMENT OF GUIDELINES ON SAFE RETURN TO PORT FOR

PASSENGER SHIPS
ANY OTHER BUSINESS
Report of the Stability Working Group
1 The Working Group on Stability met from 20 to 23 January 2014 under the
chairmanship of Mr. J. Person (United States).
2 The group was attended by delegates from the following Member Governments:
ARGENTINA ITALY
BAHAMAS JAPAN
BRAZIL MARSHALL ISLANDS
CANADA NETHERLANDS
CROATIA NORWAY
CYPRUS POLAND
DENMARK REPUBLIC OF KOREA
FINLAND SLOVENIA
FRANCE SPAIN
GERMANY SWEDEN
GREECE TURKEY
INDIA UNITED KINGDOM
INDONESIA UNITED STATES
IRELAND
the following Associate Member of IMO:
HONG KONG, CHINA
observers from the following intergovernmental organization:
EUROPEAN COMMISSION (EC)

LEAGUE OF ARAB STATES
I:\SDC\01\WP\5-add-1.doc
SDC 1/WP.5/Add.1
Page 2
and observers from the following non-governmental organizations in consultative status:
INTERNATIONAL CHAMBER OF SHIPPING (ICS)

INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS)
COMMUNITY OF EUROPEAN SHIPYARDS' ASSOCIATIONS (CESA)
CRUISE LINES INTERNATIONAL ASSOCIATION (CLIA)
ROYAL INSTITUTION OF NAVAL ARCHITECTS (RINA)
INTERFERRY
Terms of reference
3 Taking into account the comments made and decisions taken in plenary, the
working group was instructed to:
With regard to agenda item 7 (Revision of SOLAS chapter II-1 subdivision and
damage stability regulations)
.1 finalize the draft amendments to SOLAS chapter II-1, based on part 2 of the
report of the working group at SLF 55 (SLF 55/WP.4/Add.1) and the report
of the correspondence group (SDC 1/7 and Add.1), taking into account
documents SDC 1/7/1, SDC 1/7/4 and SDC 1/7/5;
.2 further consider matters related to the survivability of passenger ships,

taking into account documents SDC 1/7/2, SDC 1/7/3, SDC 1/7/6,
MSC 92/6/6 and MSC 92/6/7;
.3 examine the phase 1 options in document MSC 92/6/6, taking into account
documents SDC 1/7/2, SDC 1/7/3, SDC 1/7/6 and MSC 92/6/7, that are
technically justified for raising the required subdivision index "R" and review
other aspects deemed relevant to the issue, such as the length of the ship,
number of persons on board and practical and operational aspects, taking
into account actual economic factors, and advise Sub-Committee
accordingly;
With regard to agenda item 8 (Development of guidelines on safe return to

port for passenger ships)
.4 as a high-priority matter, further develop draft Guidelines for the approval of

damage stability modules for safe return to port, taking into account the
report of the correspondence group (SDC 1/8) and document SDC 1/8/1;
With regard to agenda item 24 (Any other business: Protective location criteria
for LNG fuel tanks for inclusion in the draft IGF Code)
.5 finalize the draft amendments to section 5 of the draft IGF Code related
to the location of LNG tanks, taking into account documents SDC 1/24,
SDC 1/24/4, SDC 1/24/5, SDC 1/24/6 and SDC 1/24/7;
.6 consider whether it is necessary to establish a correspondence group and, if

so, prepare terms of reference for consideration by the Sub-Committee; and
.7 submit a written report (part 1), by Thursday, 23 January 2014, and

continue working through the week and submit part 2 of the report to
SDC 2, as soon as possible after this session, so that it can be taken into
account by a correspondence group, if established.
SDC 1/WP.5/Add.1
Page 3
Revision of SOLAS chapter II-1 subdivision and damage stability regulations
4 After extensive discussions, the group made further progress on the revision of the
chapter II-1 damage stability regulations and finalized draft amendments for parts A, B, B-1,
B-2 and B-3. The remaining chapter II-1 damage stability regulations yet to be finalized are
in part B-4 and regulation 35-1, and these will be considered in the group's part 2 report.
5 The group agreed that it would be necessary to consider the outcome of the
Working Group on Construction regarding regulation 11 as it may impact on regulation 16.
6 In considering draft regulation II- 1/12.6.1, the group agreed that the butterfly valve
may be used instead of screw-down valve at the fore-side and aft side of the collision
bulkhead for cargo ships.
7 With respect to the agreed revisions to regulation 5-1.5, the delegation of the United
States stated that they remain concerned that the requirement for a single stability limit
envelope curve may be too restrictive for some ship types (such as OSVs). In their view, an
alternative provision should be included that allows multiple trim limit curves with instructions
to use the next higher limit curve for each loading condition.
8 The delegation of Germany highlighted that their proposal (SDC 1/7/1) for an
alternative method to the use of GM limiting curves would provide for innovative alternative
methods to meet the future needs of shipowners who prefer to assess the damage stability
on board. However, after discussion, the group agreed that this proposal needed further
development and might be better addressed in the Explanatory Notes which are still being
developed. It was also noted that the proposal could potentially address concerns similar to
those expressed by the delegation of the United States regarding regulation II-1/5-1.5.
Required subdivision index "R"
9 The group, as instructed by the Sub-Committee, considered the survivability of

passenger ships after damage and the phase 1 options that were technically justifiable for
raising the required subdivision index "R" in conjunction with other aspects deemed relevant
to the issue.
10 The delegation of the United States briefly explained their proposal for a moderate
increase to "R" in document SDC 1/7/2.
11 Several delegations indicated it was important to recognize that raising "R" was not
the only method to improve the safety level of passenger ships. Other measures should also
be taken into account in developing a comprehensive package to improve the safety level of
passenger ships.
12 In the extensive discussion that followed, concerns were expressed about the
proposed increase being unbalanced for smaller ships in relationship to the increase for large
ships. Multiple concerns were also expressed about the need to further consider and
increase the "R" for small ships. Concerns were also expressed for the impact on ships
falling under the SPS Code.
13 A number of delegations supported the United States' proposal in principle and

agreed that this was a way forward in developing a phase 1 increase for "R".
SDC 1/WP.5/Add.1
Page 4
14 The observer from Interferry commented that very few ro-pax ships have been
designed to the SOLAS 2009 standard and that most owners did not know what the impact
of an increased "R" would be. Interferry was further concerned that the Organization had
embarked on a two phase approach to increase "R" which created further uncertainty among
shipowners as any new design may not fulfil the new requirements of the next phase.
15 The delegation of Italy stated there was very little experience regarding the design of
small passenger ships to the SOLAS 2009 standards. They further indicated that complying
with the index "R" can be particularly challenging depending on ship type, ship size and
arrangement. While the delegation supported to increase the level of safety it cautioned this
should be based on experience gained in the industry.
16 The delegation of Germany expressed concern over the newly agreed to s-factor for
ro-pax ships as the impact on ship designs is not fully known and the lack of experience in
SOLAS 2009 designs for small ships, as both add further uncertainty in the debate on raising
"R". The delegation indicated that in their view "R" should not be a function of the length of
the ship and its LSA capabilities and, therefore, suggested to base "R" only on the total
number of persons on board.
17 There was full support from the group for the proposal from Germany to remove
ship's length from the calculation of "R", while the majority of the group also supported the
removal of the N factor related to LSA arrangements. However, it was agreed that prior to
removing the N factor related to the LSA arrangements, this should be referred to the SSE
Sub-Committee for advice on the matter.
18 After a lengthy discussion the group agreed in principle to a moderate phase 1

increase in the required subdivision index "R" using the proposal in document SDC 1/7/2 as
a basis for further development. However further consideration was needed, in particular
regarding smaller passenger ships and recognizing that even for other passenger ships only
limited numbers of sample ships had been evaluated.
Development of guidelines on safe return to port for passenger ships
19 The group recalled that the current provisions of the revised SOLAS regulation II-1/8-1
entered into force on 1 January 2014 and that the Sub-Committee considered the
development of guidance for the provisions as a high-priority item for the group.
20 In the absence of any clear proposal on this matter the group attempted to identify
the main areas of guidance needed, together with the related need to up-date or revise
related IMO instruments. It was agreed by the group that there was a need to:
.1 provide guidance to Administrations by specifying the stability software and

hardware approval requirements for assessing flooding casualties on board
passenger ships;
.2 identifying the information needed in addition to the stability and

survivability calculations (e.g. escape routes, deployment of LSA); and
.3 provide guidance on shore-based assistance services regarding the

structural strength assessment bearing in mind modern FEM design
methods.
SDC 1/WP.5/Add.1
Page 5
21 The delegation of Norway cautioned the group on the lengthy and complex process
for developing performance standards of computer-aided assessments of ship survivability
and stability after damage. It was further stated that there was also considerable
administrative burden in order to develop type-approval processes by Administrations.
22 The group recalled that there are already certain IMO instruments that address
onboard computer systems such as stability computers on tankers or provisions in the 2008
IS Code. These instruments include MSC.1/Circ.1400, MSC.1/Circ.1229 and others.
In addition, IACS was in the process of revising IACS UR L5 which should be considered by
the group when developing new standards.
23 The group agreed that any actual damage is a deterministic damage and therefore
can be assessed with modern computer software. However additional factors such as
progressive flooding, cross-flooding arrangements, open watertight doors, sea state and
wind may add further uncertainties in the assessment of the stability of a damaged ship,
especially when a ship is in a borderline condition.
24 The delegation of the United Kingdom, supported by others remarked that any
guidelines developed need to address criteria for the hull modelling so that each
compartment can be simulated to be damaged for a particular loading case.
25 Given the complex nature of developing a new guideline and amending other IMO
existing instruments the group agreed that a stepped approach should be taken whereby
prioritized deliverables can be developed by the correspondence group, if established. The
group agreed therefore to draft terms of reference which include, in a brainstorming fashion,
several proposals on the way ahead of developing guidance for assessing system
capabilities after a flooding casualty on a passenger ship (annex 2).
Any other business: Protective location criteria for LNG fuel tanks for inclusion in the
draft IGF Code
26 The group, as instructed by plenary, discussed the protective location criteria for
LNG fuel tanks for the draft IGF Code using document SDC 1/24 (Norway) as the base
document.
27 The group developed draft amendments to section 5 of the draft IGF Code with the
understanding that this criterion would only apply to LNG fuel tanks.
28 Based on discussions in plenary supporting development of two alternatives for the

arrangement of LNG fuel tanks whereby designers have the option to comply with either a
deterministic or a probabilistic standard for side and bottom damages, the group had a
lengthy discussion on the inclusion of these concepts.
Alternative provision for a probabilistic protective location criteria for LNG fuel tanks
29 The group first revised the probabilistic provisions in section 5.3.5 of the base
document SDC 1/24 (Norway). They agreed that due to the different risks in operation, it
was appropriate for passenger ships and cargo ships to have different protective location
criteria for LNG fuel tanks. Consequently, the group developed a standard with some
differences between the criteria and threshold values for passenger and cargo ships.
SDC 1/WP.5/Add.1
Page 6
30 The group discussed whether the factor fv should be aligned with the SOLAS
regulation II-1/7-2.6.1 and regulation II-1/7-2.6.2 v-factor damage stability provision as
originally proposed, or to set the factor fv = 1 as set out in paragraph 5 of document
SDC 1/24/5 (France). After considerable discussion, the group agreed to maintain alignment
with the SOLAS damage stability provision and also added factor f v limit values between 0
and 1.
31 The delegation of the United Kingdom expressed concern on the use of a simplified
probabilistic evaluation method for the protective location of fuel tank(s), which they did not
consider acceptable as an alternative to the deterministic provisions. In their view, fv
(the vertical extent factor taken from SOLAS chapter II-1) did not adequately address
the probability of tanks being damaged below the waterline. The current SOLAS
chapter II-1 v-factor formulation was originally introduced in document SLF 45/3/5 and this
information clearly shows that the proposed factor fv does not account for the lowest extent of
the fuel tank(s). This makes it extremely difficult to make any informed decision on the
acceptable fcn criteria for both passenger and cargo ships. The United Kingdom is therefore
of the opinion that until such time as sufficient corrections and validations have been carried
out, the proposed simplified probabilistic method should not be included directly in the IGF
Code. In their view, after suitable corrections have been made the simplified probabilistic
method should only be a Guideline for reference in the IGF Code.
32 The group considered the proposal from the United Kingdom not to include the
simplified probabilistic method in the draft IGF Code but the proposal was not accepted by
the group.
33 The group, in considering the safe distance for fuel tanks in case of side damages,
agreed that the absolute minimum distance to the side shell should be no closer than B/10
for passenger ships, and align with the provisions of the IGC Code for cargo ships where this
absolute minimum distance is a function of the fuel tank volume.
34 France expressed reservations concerning the minimum required distance of the

fuel tank to the side shell of the bilge area. In case of grounding damages the proposed
value of B/10 for passenger ships was not consistent with SOLAS regulation II-1/9.2 (B/20)
nor with chapter 2 of the IGC Code (B/15), which has been used as main reference for
drafting the IGF Code. Moreover, France wanted to highlight the problem of discontinuity
between the minimum and the least required distance from side shell, bilge and the required
height for double bottom.
35 The delegations of France and Finland stated that it was not clear from the current
agreed text whether side or bottom damage minimum distance criteria was to be applied in
the turn of the bilge area, where the boundary between the side and the bottom shell is not
well defined. It was agreed by the group that in the turn of the bilge area both side and
bottom minimum distance criteria requirements should be applied and the most stringent
should govern.
36 The delegation of France, concerned about the criteria providing more favourable
treatment to multiple gas fuel tanks over a single larger tank, stated that if more than one gas
fuel tank is fitted a minimum longitudinal separation distance between tanks should be
required. The minimum separation distance requirement could be based on a percentage of
the ship's length. However, this proposal was not accepted by the group.
37 On the matter of establishing the fcn values and the view of some delegations that
the base document proposed values should be increased to 0.02 for passenger ships and
0.04 for cargo ships, the delegation of Norway referred to document SLF 55/INF.12 that
SDC 1/WP.5/Add.1
Page 7
highlight the potential increased total risk for oil tankers and containerships due to
penetration of the gas fuel tanks. The delegation of Norway stated that their proposed
threshold values had been placed in square brackets in document SDC 1/24 (Norway) in the
anticipation that additional data and results would be presented to allow for a broader basis
for decisions.
38 The delegations of Italy and Finland remarked that they carried out the calculations
for fcn values as proposed by Norway in document SDC 1/24 and came to the conclusion that
these were too low for many common existing ship designs and should therefore be
increased.
39 The observer from CESA highlighted the need to modify the fcn limit value proposed
by Norway in order to safely accommodate larger fuel volumes, which are necessary to
design long-range ships that would be capable of e.g. crossing the Atlantic or to be operated
without frequent refuelling. An increase of limit values is acceptable if considered from a
holistic perspective of the overall risk; this modification would open the opportunity to develop
designs addressing other risks such as number and size of tanks, distance between tank and
consumer, length of piping, number of flanges were mentioned as sample aspects that
should be taken into account.
40 The delegations of the United Kingdom and Spain stated that the current proposed
fcn values were not sufficiently validated and lacked the necessary industry experience, and
therefore they did not support an increase beyond 0.01 for passenger ships and 0.02 for
cargo ships. These threshold values needed to be properly justified and feasible.
41 France, supported by several other delegations, pointed out that several other risk
factors were not accounted for in the formulation of fcn. In particular, the increased risk
associated with higher bunkering frequencies if gas fuel tanks were smaller in multi-tank
arrangements because of the fcn value limitation should be considered. This would also
impact on the potential operating range and could possibly prevent deep-sea operation of
gas fuelled ships.
42 The delegation of France also stated that it had concerns about the applicability of
the fv factor as defined in SOLAS regulation II-1/7-2.6.1.1 which, in their view, favoured high
located fuel tank. The delegation accepted the drafted text with the expectation that the
threshold value fcn will be taken as 0.02 for passenger ships and 0.04 for cargo ships in order
to enable the fitting of fuel tanks in the lower part of the ship.
43 As there was not a clear majority in the group for either of the proposed f cn values
(0.01 for passenger ships and 0.02 for cargo ships, or 0.02 for passenger ships and 0.04 for
cargo ships), the group agreed to keep both proposed f cn values for passenger and cargo
ships in square brackets.
44 The group was also of the opinion that any additional related risks, other than the
risk from collision or grounding damage to the gas fuel tanks, should be considered by the
CCC Sub-Committee as these were beyond the remit and expertise of this group (such as
the risks from increased bunkering frequency, need for additional fuel piping length, damage
due to dropped deck cargo loads, etc.).
Deterministic provision for protective location criteria for LNG fuel tanks
45 The group then considered the deterministic alternative as set out in draft
section 5.3.4 and aligned it to a large extent with the probabilistic provisions in section 5.3.5.
SDC 1/WP.5/Add.1
Page 8
46 The group had an extensive discussion on whether the fuel tank length limit values
should be applied to the combined projected length of the fuel tanks fitted or whether the
length limit values should be applied for each individual fuel tank. After a lengthy discussion
the group agreed that the tank length limit values would be applied to the combined projected
length of the fuel tanks.
47 The delegation of Italy expressed potential concerns regarding the application of the
tank length limit criteria for passenger ships in the context of Safe Return to Port
requirements which require redundancy of gas fuel systems/tanks.
48 The observer from CESA pointed out that severe limitations arose in placing LNG
tank on board of small ships (i.e. ship L < 100 m) even if the higher values would be adopted.
Particular attention should be given to tank limitation for small ships to maintain the
possibility to use tank containers of 40 ft also on ships below 100 m.
49 After considerable discussion, to align the deterministic provisions in section 5.3.4

with the probabilistic provisions of section 5.3.5 the group agreed on the fuel tank length limit
values which correspond directly to the fcn values for a B/5 damage extent. Following the
decision made for the probabilistic threshold values the group agreed to keep the fuel tank
length limits in section 5.3.5.3 in square brackets.
50 Because of the corresponding nature of the threshold values and the alignment
outlined in the previous paragraph and based on the currently available data, only the
following two options should be decided on:
1. 9%L and fcn = 0.01 for passenger ships; 12%L and fcn = 0.02 for cargo
ships; or
2. 12%L and fcn = 0.02 for passenger ships; 18%L and fcn = 0.04 for cargo
ships.
51 The group agreed to refer the two options above to the Sub-Committee with a view
to refer the decision on the above threshold options to the CCC Sub-Committee as outlined
in paragraph 44.
Other issues
52 The group noted that the draft IGF Code (BLG 17/WP.5. Add.1) in regulation 2.1
(Application) is intended to exclude ships that fall under the IGC Code provisions. However,
since regulation 2.1 of the current draft IGF Code text is in square brackets the CCC
Sub-Committee should be aware of the consequences if the IGF Code were applicable to
LNG carriers using cargo as fuel. The criteria developed by the group may be impracticable
for application for this type of ships.
Further work on SDS matters
53 The group recommends that the SDS Correspondence Group be re-established to

further consider the outstanding issues, with terms of reference as set out in annex 4.
SDC 1/WP.5/Add.1
Page 9
Action requested of the Sub-Committee
54 The Sub-Committee is invited to approve the report in general and, in particular, to:
.1 agree to the proposed amendments to SOLAS chapter II-1 and endorse the
group's decision to continue working on the amendments to SOLAS
chapter II-1 after finalizing this report, with the results to be included in part 2
of the report of the working group, to be issued as a session document for
SDC 2 immediately after this session (paragraph 4 and annex 1);
.2 endorse the group's view on their agreement in principle to a moderate

phase 1 increase in the required subdivision index "R" using document
SDC 1/7/2 as a basis for further development (paragraphs 17 to 18);
.3 endorse the group's view on the stepped approach to be taken on

developing guidance for the approval of damage stability modules for safe
return to port whereby prioritized deliverables can be developed
(paragraph 25);
.4 agree on the list of action items to be considered when further developing

guidelines for the approval of damage stability modules for safe return to
port (annex 2);
.5 note the group's divided views on the threshold values for the length of the
fuel tanks in the deterministic part (section 5.3.4.3) and the value of fcn in
the probabilistic part (section 5.3.5.1) (paragraphs 43 to 44 and annex 3);
.6 consider the two options on the threshold values for the length of the fuel
tanks and fcn with a view to referring the decision on the above threshold
options to the CCC Sub-Committee (paragraphs 44 and 49 to 51 and
annex 3);
.7 endorse the agreed draft protective location criteria for LNG fuel tanks of
sections 5.3.4 and 5.3.5 of the draft IGF Code (annex 3) and inform the
MSC and CCC Sub-Committee accordingly; and
.8 consider the recommendation to re-establish the SDS Correspondence

Group with terms of reference as set out in annex 4 and take action as
appropriate (paragraph 53).
***
SDC 1/WP.5/Add.1
Annex 1, page 1
ANNEX 1
RECOMMENDED TEXT CHANGES TO SOLAS CONSOLIDATED EDITION 2009
PARTS A, B, B-1, B-2, B-4 and PART C REGULATION 35-1
''''CONTENTS
Part A General
1 ......................................................................................................................Application
2...............................................................................................................................Definitions
3............................................................ ...Definitions Relating to parts C, D and E
Part B Subdivision and stability
4. ........................................................................................................General
Part B-1 Stability
5 ...........................................................................................................Intact stability information

5-1 .......................................................................Stability information to be supplied to the master
6 .......................................................................................................Required subdivision index R
7 ....................................................................................................Attained subdivision index A
7-1 ........................................................................................................Calculation of the factor pi
7-2 ........................................................................................................Calculation of the factor si
7-3 .........................................................................................................................Permeability
8 ..............................................................Special requirements concerning passenger ship stability
8-1...System capabilities and operational information after a flooding casualty on
passenger ships
Part B-2 Subdivision, watertight and weathertight Integrity
9 .....Double bottoms in passenger ships and cargo ships other than tankers
10 .........................................................................................Construction of watertight bulkheads
11 ...............................................................................Initial testing of watertight bulkheads etc
12 .......................................Peak and machinery space bulkheads, shaft tunnels, etc
13 ......Openings in watertight bulkheads below the bulkhead deck in passenger ships
13-1..........................................Openings in watertight bulkheads and internal decks in cargo ships
14 .................Passenger ships carrying goods vehicles and accompanying personnel
15 ......................Openings in the shell plating below the bulkhead deck of passenger ships and the
freeboard deck of cargo ships
15-1 ..........................................................................................External openings in cargo ships
16 ..............................................Construction and initial tests of watertight doors, sidescuttles etc
16-1 ...................................................Construction and initial tests of watertight decks, trunks etc
17 ...................................Internal watertight integrity of passenger ships above the bulkhead deck
17-1 ...Integrity of the hull and superstructure, damage prevention and control on ro-ro
passenger ships
Part B-3 Subdivision load line assignment for passenger ships
18 ........................Assigning, marking and recording of subdivision load lines for passenger ships
SDC 1/WP.5/Add.1
Annex 1, page 2
Part B-4 Stability management
19 .......................................................................................................Damage Control Information

20 ........................................................................................................Loading of passenger Ships
21 ............................Periodical operation and inspection of watertight doors, etc. in passenger ships
22 ...............................................................................Prevention and control of water ingress, etc.
22-1 ...Flooding detection systems for passenger ships carrying 36 or more persons
constructed on or after 1/7/2010
23 ............................................................................Special requirements for ro-ro passenger ships
24 ........................Additional requirements for prevention and control of water ingress, etc. in cargo
ships
25 .....Water level detectors on single hold cargo ships other than bulk carriers
Part C Machinery installations
35-1 ................................................................................................Bilge Pumping Arrangements
SDC 1/WP.5/Add.1
Annex 1, page 3
Part A
General
Regulation 1
Application
1.1 Unless expressly provided otherwise, this chapter shall be applied to ships the keels
of which are laid or which are at a similar stage of construction on or after 1 January
2009 [dd/mm/yy].
1.3 For the purpose of this chapter:
.1 the expression ships constructed means ships the keels of which are laid or
which are at a similar stage of construction;
.2 the expression all ships means ships constructed before, on or after

1 January 2009;
.3 a cargo ship, whenever built, which is converted to a passenger ship shall

be treated as a passenger ship constructed on the date on which such a
conversion commences;
.4 the expression alterations and modifications of a major character means, in

the context of cargo ship subdivision and stability, any modification to the
construction which affects the level of subdivision of that ship. Where a
cargo ship is subject to such modification, it shall be demonstrated that the
A/R ratio calculated for the ship after such modifications is not less than the
A/R ratio calculated for the ship before the modification. However, in those
cases where the ship's A/R ratio before modification is equal to or greater
than unity, it is only necessary that the ship after modification has an A
value which is not less than R, calculated for the modified ship.
Regulation 2
Definitions
For the purpose of this chapter, unless expressly provided otherwise:
2 Mid-length is the mid-point of the subdivision length of the ship.
2 Amidships is at the middle of the length (L).
9 Draught (d) is the vertical distance from the keel line at mid-length amidships
to the waterline in question.
10 Deepest subdivision draught (ds) is the waterline which corresponds to the summer
load line draught of the ship.
11 Light service draught (dl) is the service draught corresponding to the lightest
anticipated loading and associated tankage, including, however, such ballast as may be
necessary for stability and/or immersion. Passenger ships should include the full complement
of passengers and crew on board.
SDC 1/WP.5/Add.1
Annex 1, page 4
13 Trim is the difference between the draught forward and the draught aft, where the
draughts are measured at the forward and aft terminals perpendiculars respectively, as
defined in the International Convention on Load Lines in force, disregarding any rake of keel.
'19 Bulkhead deck in a passenger ship means the uppermost deck at any point in the
subdivision length (Ls) to which the main bulkheads and the ship's shell are carried
watertight. and the lowermost deck from which passenger and crew evacuation will not be
impeded by water in any stage of flooding for damage cases defined in regulation 8 and in
part B-2 of this chapter. The bulkhead deck may be a stepped deck. [In a cargo ship the
freeboard deck may be taken as the bulkhead deck]
26 Amidships is at the middle of the length (L).
27 26 2008 IS Code means the International Code on Intact Stability, 2008, consisting of
an introduction, part A (the provisions of which shall be treated as mandatory) and part B
(the provisions of which shall be treated as recommendatory), as adopted by resolution
MSC.267(85), provided that:
.1 amendments to the introduction and part A of the Code are adopted,

brought into force and take effect in accordance with article VIII of the
present Convention concerning the amendment procedures applicable to
the annex other than chapter I: and
.2 amendments to part B of the Code are adopted by the Maritime Safety

Committee in accordance with its Rules of Procedure.
28 27 Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers means
the International Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers,
adopted by the Maritime Safety Committee by resolution MSC.287(87), as may be amended
by the Organization, provided that such amendments are adopted, brought into force and
take effect in accordance with the provisions of article VIII of the present Convention
concerning the amendment procedures applicable to the annex other than chapter 1 thereof.
Part B
Subdivision and stability
Regulation 4
General
1 The damage stability requirements in Parts B-1 through B-4 shall apply to cargo
ships of 80 m in length (L) and upwards and to all passenger ships regardless of length but
shall exclude those cargo ships which are shown to comply with subdivision and damage
stability regulations in other instruments* developed by the Organization.
__________________
[* Cargo ships shown to comply with the following regulations may be excluded from the
application of part B-1: [
.1 Annex I to MARPOL 73/78, except combination carriers (as defined in SOLAS II-2/3.14) with
type B freeboards are not excluded;
.2 International Bulk Chemical Code;
.3 International Gas Carrier Code;
.4 Guidelines for the design and construction of offshore supply vessels; (Resolution A.469(XII));
.5 Code of Safety for Special Purpose Ships (Resolution A.534(13)), as amended; .6
Damage stability requirements of regulation 27 of the 1966 Load Lines Convention as
SDC 1/WP.5/Add.1
Annex 1, page 5
applied in compliance with resolutions A.320(IX) and A.514(13), provided that in the case of
cargo ships to which regulation 27(9) applies, main transverse watertight bulkheads, to be
considered effective, are spaced according to paragraph (12)(f) of resolution A.320(IX), except
ships intended for the carriage of deck cargo; and
.7 Damage stability requirements of regulation 27 of the 1988 Load Lines Protocol, except ships
intended for the carriage of deck cargo. ]
1 Unless expressly provided otherwise, the requirements in parts B-1 to B-4 shall
apply to passenger ships.
2 For cargo ships, the requirements in parts B-1 to B-4 shall apply as follows:
2.1 In part B-1:
2.1.1 Unless expressly provided otherwise, regulation 5 shall apply to

cargo ships and regulation 5-1 shall apply to cargo ships other than
tankers, as defined in regulation I/2(h);
2.1.2 Regulation 6 to regulation 7-3 shall apply to cargo ships having a

length (L) of 80 m and upwards, but may exclude those ships subject to the
following instruments and shown to comply with the subdivision and
damage stability requirements of that instrument:
.1 Annex I to MARPOL 73/78, except that combination

carriers (as defined in SOLAS regulation II-2/3.14) with
type B freeboards are not excluded from compliance with
regulation 6 to regulation 7-3*;or
.2 the International Code for the Construction and

Equipment of Ships Carrying Dangerous Chemicals in
Bulk (IBC Code)*; or
.3 the International Code for the Construction and

Equipment of Ships Carrying Liquefied Gases in Bulk
(IGC Code)*; or
.4 the damage stability requirements of regulation 27 of

the 1966 Load Lines Convention as applied in compliance
with resolutions A.320(IX) and A.514(13), provided that in
the case of cargo ships to which regulation 27(9) applies,
main transverse watertight bulkheads, to be considered
effective, are spaced according to paragraph (12)(f) of
resolution A.320(IX), except that ships intended for the
carriage of deck cargo shall be in compliance with
regulation 6 to regulation 7-3; or
.5 the damage stability requirements of regulation 27 of

the 1988 Load Lines Protocol, except that ships intended
for the carriage of deck cargo shall be in compliance with
regulation 6 to regulation 7-3; or
.6 the subdivision and damage stability standards in other

instruments** developed by the Organization.
SDC 1/WP.5/Add.1
Annex 1, page 6
2.2 Unless expressly provided otherwise, the requirements in part B-2 and
part B-4 shall apply to cargo ships.
23 The Administration may, for a particular ship or group of ships, accept alternative
methodologies if it is satisfied that at least the same degree of safety as represented by
these regulations is achieved. Any Administration which allows such alternative
methodologies shall communicate to the Organization particulars thereof.
34 Ships shall be as efficiently subdivided as is possible having regard to the nature of

the service for which they are intended. The degree of subdivision shall vary with the
subdivision length (Ls) of the ship and with the service, in such manner that the highest
degree of subdivision corresponds with the ships of greatest subdivision length (Ls), primarily
engaged in the carriage of passengers.
45 Where it is proposed to fit decks, inner skins or longitudinal bulkheads of sufficient

tightness to seriously restrict the flow of water, the Administration shall be satisfied that
proper consideration is given to beneficial or adverse effects of such structures in the
calculations.
__________________
* Guidelines for verification of damage stability requirements for tankers MSC.1/Circ.1461
** .1 For offshore supply vessels of not more than 100 m in length, the Guidelines for the
Design and Construction of Offshore Supply Vessels, 2006 (resolution MSC.235(82),
as amended by resolution MSC.335(90)); or
.2 For special purpose ships, the Code of Safety for Special Purpose Ships, 2008
(resolution MSC.266(84)).
Part B-1
Stability
Regulation 5
Intact stability *
1 Every passenger ship regardless of size and every cargo ship having a length (L)
of 24 m and upwards, shall be inclined upon its completion and the elements of its stability
determined. The light ship displacement and the longitudinal, transverse and vertical position of
its centre of gravity shall be determined. In addition to any other applicable requirements of the
present regulations, ships having a length of 24 m and upwards constructed on or
after 1 July 2010 shall as a minimum comply with the requirements of part A of the 2008 IS Code.
2 The Administration may allow the inclining test of an individual cargo ship to be
dispensed with provided basic stability data are available from the inclining test of a sister
ship and it is shown to the satisfaction of the Administration that reliable stability information
for the exempted ship can be obtained from such basic data, as required by regulation 5-1.
A weight survey shall be carried out upon completion and the ship shall be inclined whenever
in comparison with the data derived from the sister ship, a deviation from the lightship
displacement exceeding 1% for ships of 160 m or more in length and 2% for ships of 50 m or
less in length and as determined by linear interpolation for intermediate lengths or a deviation
from the lightship longitudinal centre of gravity exceeding 0.5% of Ls L is found
SDC 1/WP.5/Add.1
Annex 1, page 7
5 At periodical intervals not exceeding five years, a lightweight survey shall be carried
out on all passenger ships to verify any changes in lightship displacement and longitudinal
centre of gravity. The ship shall be re-inclined whenever, in comparison with the approved
stability information, a deviation from the lightship displacement exceeding 2% or a deviation
of the longitudinal centre of gravity exceeding 1% of Ls L is found or anticipated.
_______________________
Refer to the Code on Intact Stability for All Types of Ships covered by IMO Instruments, adopted by the
Organization by resolution A.749(18), as amended. On From 1 July 2010, the International Code on Intact
Stability, 2008, adopted by resolution MSC.267(85), entered is expected to enter into force.
Regulation 5-1
Stability information to be supplied to the master *
2 The information should include:

.1 curves or tables of minimum operational metacentric height (GM) and
maximum permissible trim versus draught which assures compliance with
the relevant intact and damage stability requirements where applicable,
alternatively corresponding curves or tables of the maximum allowable
vertical centre of gravity (KG) and maximum permissible trim versus
draught, or with the equivalents of either of these curves or tables;
.2 instructions concerning the operation of cross-flooding arrangements; and
.3 all other data and aids which might be necessary to maintain the required
intact stability and stability after damage.
3 The stability information shall show the influence of various trims in cases where the
operational trim range exceeds +/- 0.5% of Ls
3 The intact and damage stability information required by regulation 5-1.2 shall be
presented as consolidated data and encompass the full operating range of draught and trim.
Applied trim values shall coincide in all stability information intended for use on board.
Information not required for determination of stability and trim limits should be excluded from
this information.
4 For ships which have to fulfil the stability requirements of part B-1, information
referred to in paragraph 2 is determined from considerations related to the subdivision index,
in the following manner: Minimum required GM (or maximum permissible vertical position of
centre of gravity KG) for the three draughts ds, dp and dl are equal to the GM (or KG values)
of corresponding loading cases used for the calculation of survival factor si. For intermediate
draughts, values to be used shall be obtained by linear interpolation applied to the GM value
only between the deepest subdivision draught and the partial subdivision draught and
between the partial load line and the light service draught respectively. Intact stability criteria
will also be taken into account by retaining for each draft the maximum among minimum
required GM values or the minimum of maximum permissible KG values for both criteria. If
the subdivision index is calculated for different trims, several required GM curves will be
established in the same way.
4 If the damage stability is calculated in accordance with regulations 6 to regulation 7-3

and, if applicable, with regulations 8 and 9.8, a stability limit curve is to be determined using
linear interpolation between the minimum required GM assumed for each of the three draughts
ds, dp and dl. When additional subdivision indices are calculated for different trims, a single
envelope curve based on the minimum values from these calculations shall be presented.
SDC 1/WP.5/Add.1
Annex 1, page 8
When it is intended to develop curves of maximum permissible KG it shall be ensured that the
resulting maximum KG curves correspond with a linear variation of GM.
5 As an alternative to a single envelope curve, the calculations for additional trims
may be carried out with one common GM for all of the trims assumed at each subdivision
draught. The lowest values of each partial index As, Ap and Al across these trims shall then
be used in the summation of the attained subdivision index A according to regulation 7.1.
This will result in one GM limit curve based on the GM used at each draught. A trim limit
diagram showing the assumed trim range shall be developed.
56 When curves or tables of minimum operational metacentric height (GM) or

maximum allowable KG versus draught are not appropriate provided, the master should shall
ensure that the operating condition does not deviate from a studied approved loading
conditions, or verify by calculation that the stability criteria requirements are satisfied for this
loading condition.
_____________________
Refer also to the Guidelines for the preparation of intact stability information (MSC/Circ.456);
Guidance on the intact stability of existing tankers during transfer operations (MSC/Circ.706;
and the Revised guidance to the master for avoiding dangerous situations in following and
quartering seas (MSC.1/Circ.1228).
Regulation 6
Required subdivision index R *
2 For all ships to which the damage stability requirements of this chapter part apply,
the degree of subdivision to be provided shall be determined by the required
subdivision index R, as follows:
.1 In the case of cargo ships greater than 100 m in length (Ls):
.2 In the case of cargo ships not less than 80 m in length (Ls) and not
greater than 100 m in length (Ls):
w
here Ro is the value R as calculated in accordance with the formula in
subparagraph .1.
.3 In the case of passenger ships:
where:
N = N1 + 2N2
N1 = number of persons for whom lifeboats are provided
N2 = number of persons (including officers and crew) the ship
is permitted to carry in excess of N1.
SDC 1/WP.5/Add.1
Annex 1, page 9
.4 Where the conditions of service are such that compliance with paragraph 2.3
of this regulation on the basis of N = N1+ 2N2 is impracticable and where the
Administration considers that a suitably reduced degree of hazard exists,
a lesser value of N may be taken but in no case less than N = N1 + N2
____________________________
*
The Maritime Safety Committee, in adopting the regulations contained in parts B to B-4, invited
Administrations to note that the regulations should be applied in conjunction with the
explanatory notes developed by the Organization in order to ensure their uniform application.
Regulation 7
Attained subdivision index A
1 An The attained subdivision index A is obtained by the summation of the partial

indices As, Ap and Al, ( weighted as shown and ) calculated for the draughts ds, dp and dl
defined in regulation 2 in accordance with the following formula:
A= 0.4As + 0.4Ap + 0.2Al

Each partial index is a summation of contributions from all damage cases taken in
consideration, using the following formula:
A= pi si
Where:
i represents each compartment or group of compartments under
consideration,
pi accounts for the probability that only the compartment or group of

compartments under consideration may be flooded, disregarding any
horizontal subdivision, as defined in regulation 7-1,
si accounts for the probability of survival after flooding the compartment or

group of compartments under consideration, and includes the effect of any
horizontal subdivision, as defined in regulation 7-2.
2 As a minimum, In the calculation of A, the level trim shall be used carried out at level
trim for the deepest subdivision draught ds and the partial subdivision draught dp. The actual
estimated service trim shall may be used for the light service draught dl. If, in any anticipated
service condition within the draught range from ds to dl, the trim variation in comparison with
the calculated trims is greater than 0.5% of Ls, one or more additional calculations of A are to
be submitted performed for the same draughts but different including sufficient trims so to
ensure that, for all intended service conditions, the difference in trim in comparison with the
reference trim used for one calculation will be less not more than 0.5% of Ls. Each additional
calculation of A shall comply with regulation 6.1.
3 When determining the positive righting lever (GZ) of the residual stability curve in
the intermediate and final equilibrium stages of flooding, the displacement used should be
that of the initial intact loading condition. All calculations should be done with the ship freely
trimming. That is, the constant-displacement method of calculation should be used.
""
'""
SDC 1/WP.5/Add.1
Annex 1, page 10
Regulation 7-1
Calculation of the factor pi
1 The factor pi for a compartment or group of compartments shall be calculated in

accordance with paragraphs 1.1 and 1.2 using the following notations:
j = the aftmost damage zone number involved in the damage starting with
No. 1 at the stern;
n = the number of adjacent damage zones involved in the damage;
k = is the number of a particular longitudinal bulkhead as barrier for transverse

penetration in a damage zone counted from shell towards the centre line.
The shell has k = 0;
x1 = the distance from the aft terminal of Ls to the aft end of the zone in
question;
x2 = the distance from the aft terminal of Ls to the forward end of the zone in
question;
b = the mean transverse distance in metres measured at right angles to the

centreline at the deepest subdivision loadline draught between the shell
and an assumed vertical plane extended between the longitudinal limits
used in calculating the factor pi and which is a tangent to, or common with,
all or part of the outermost portion of the longitudinal bulkhead under
consideration. This vertical plane shall be so orientated that the mean
transverse distance to the shell is a maximum, but not more than twice the
least distance between the plane and the shell. If the upper part of a
longitudinal bulkhead is below the deepest subdivision loadline draught the
vertical plane used for determination of b is assumed to extend upwards to
the deepest subdivision waterline. In any case, b is not to be taken greater
than B/2.
If the damage involves a single zone only:
pi = p(x1j, x2j) [r(x1j, x2j, bk) - r(x1j, x2j, bk-1)]
If the damage involves two adjacent zones:
pi = p(x1j, x2j+1) [r(x1j, x2j+1, bk) - r(x1j, x2j+1, bk-1)]

- p(x1j, x2j) [r(x1j, x2j, bk) - r(x1j, x2j, bk-1)]
- p(x1j+1, x2j+1) [r(x1j+1, x2j+1, bk) - r(x1j+1, x2j+1, bk-1)]
If the damage involves three or more adjacent zones:
pi = p(x1j, x2j+n-1) [r(x1j, x2j+n-1, bk) - r(x1j, x2j+n-1, bk-1)]

- p(x1j, x2j+n-2) [r(x1j, x2j+n-2, bk) - r(x1j, x2j+n-2, bk-1)]
- p(x1j+1, x2j+n-1) [r(x1j+1, x2j+n-1, bk) - r(x1j+1, x2j+n-1, bk-1)]
+ p(x1j+1, x2j+n-2) [r(x1j+1, x2j+n-2, bk) - r(x1j+1, x2j+n-2, bk-1)]
and where r(x1, x2, b0) = 0
SDC 1/WP.5/Add.1
Annex 1, page 11
Regulation 7-2
Calculation of the factor si
2 For passenger ships the factor sintermediate, i is applicable only to passenger ships
(for cargo ships sintermediate, i should be taken as unity ) and shall be taken as the least of the
s-factors obtained from all flooding stages including the stage before equalization, if any, and
is to be calculated as follows:
where GZmax is not to be taken as more than 0.05 m and Range as not more than 7.
sintermediate,i = 0, if the intermediate heel angle exceeds 15.
For cargo ships not fitted with cross-flooding devices the factor sintermediate,i is taken as unity,
except if the Administration considers that the stability in intermediate stages of flooding may
be insufficient, it should require further investigation thereof.
For passenger and cargo ships, wWhere cross-flooding fittings are required devices are
fitted, the time for equalization shall not exceed 10 min.
""""
3 The factor sfinal,i shall be obtained from the formula:
where:
GZmax is not to be taken as more than 0.12 m;
Range is not to be taken as more than 16;
K = 1 if e min
K = 0 if e max
max e
K = otherwise,
max min
where:
min is 7 for passenger ships and 25 for cargo ships; and
max is 15 for passenger ships and 30 for cargo ships.
'
SDC 1/WP.5/Add.1
Annex 1, page 12
where:
GZmax is not to be taken as more than TGZmax;

Range is not to be taken as more than TRange;
TGZmax = 0.20 m, for ro-ro passenger ships each damage case that involves
a ro-ro space,
= 0.12 m, otherwise;
TRange = 20, for ro-ro passenger ships each damage case that involves
a ro-ro space,
= 16, otherwise;
K = 1 if e min
K = 0 if e max
max e
K = otherwise,
max min
where:
min is 7 for passenger ships and 25 for cargo ships; and
max is 15 for passenger ships and 30 for cargo ships
4 The factor smom,i is applicable only to passenger ships (for cargo ships smom,i shall be
taken as unity) and shall be calculated at the final equilibrium from the formula:
where:
Displacement is the intact displacement at the respective draught (ds, dp or dl).
Mheel is the maximum assumed heeling moment as calculated in accordance with

subparagraph 4.1; and
4.1.1 Mpassenger is the maximum assumed heeling moment resulting from movement of
passengers, and is to be obtained as follows:
Mpassenger = (0.075 Np) (0.45 B) (tm)
where:
Np is the maximum number of passengers permitted to be on board in the service

condition corresponding to the deepest subdivision draught under consideration;
and
B is the beam of the ship breadth of the ship as defined in regulation 2.8.
SDC 1/WP.5/Add.1
Annex 1, page 13
'4.1.2 Mwind is the maximum assumed wind force moment acting in a damage situation:
Mwind = (P A Z) / 9,806 (tm)

where:
2
P= 120 N/m ;
A = projected lateral area above waterline;
Z = distance from centre of lateral projected area above waterline to T/2; and
T = ship's draught, di. respective draught (ds, dp or dl)
5 Unsymmetrical flooding is to be kept to a minimum consistent with the efficient

arrangements. Where it is necessary to correct large angles of heel, the means adopted
shall, where practicable, be self-acting, but in any case where controls to equalization
devices are provided they shall be operable from above the bulkhead deck of passenger
ships and the freeboard deck of cargo ships. These fittings together with their controls shall
be acceptable to the Administration.* Suitable information concerning the use of equalization
devices shall be supplied to the master of the ship.
''""
_______________
*
Reference is made to the "Revised Rrecommendation on a standard method for establishing compliance
with the requirements for evaluating cross-flooding arrangements in passengers ships", adopted by the
Organization by resolution .266(VIII) MSC.362(92), as may be amended '""
5.3 The factor si is to be taken as zero if, taking into account sinkage, heel and trim, any
of the following occur in any intermediate stage or in the final stage of flooding:
.1 immersion of any vertical escape hatch in the bulkhead deck of passenger

ships and the freeboard deck of cargo ships intended for compliance with
chapter II-2;
.2 any controls intended for the operation of watertight doors, equalization

devices, valves on piping or on ventilation ducts intended to maintain the
integrity of watertight bulkheads from above the bulkhead deck of passenger
ships and the freeboard deck of cargo ships become inaccessible or
inoperable;
.3 immersion of any part of piping or ventilation ducts located within the

assumed extent of damage and carried through a watertight boundary that
is located within any compartment included in damage cases contributing to
the attained index A, if not fitted with watertight means of closure at each
boundary. if this can lead to the progressive flooding of compartments not
assumed as flooded.
'Regulation 8
Special requirements concerning passenger ship stability
1 A passenger ship intended to carry 400 or more persons shall have watertight
subdivision abaft the collision bulkhead so that si = 1 for a damage involving all the
compartments within 0.08L measured from the forward perpendicular for the three loading
conditions used to calculate the attained on which is based the calculation of the subdivision
index. and for a damage involving all the compartments within 0.08L measured from the
SDC 1/WP.5/Add.1
Annex 1, page 14
forward perpendicular. If the attained subdivision index is calculated for different trims, this
requirement must also be satisfied for those loading conditions.
''2 A passenger ship intended to carry 36 or more persons is to be capable of withstanding

damage along the side shell to an extent specified in paragraph 3. Compliance with this
regulation is to be achieved by demonstrating that si, as defined in regulation 7-2, is not less
than 0.9 for the three loading conditions used to calculate the attained on which is based the
calculation of the subdivision index. If the attained subdivision index is calculated for different
trims, this requirement must also be satisfied for those loading conditions.''
3 The damage extent to be assumed when demonstrating compliance with

paragraph 2, is to be dependent on both N as defined in regulation 6 the total number of
persons carried, and Ls L as defined in regulation 2, such that:
.2 where 400 or more persons are to be carried, a damage length of 0.03Ls L,

but not less than 3 m is to be assumed at any position along the side shell,
in conjunction with a penetration inboard of 0.1B but not less than 0.75 m
measured inboard form the ship side, at right angle to the centerline at the
level of the deepest subdivision draught;
.4 where 36 persons are carried, a damage length of 0.015 Ls L but not less
than 3 m is to be assumed, in conjunction with a penetration inboard of
0.05B but not less the 0.75 m; and
Regulation 8-1
System capabilities and operational information after a flooding casualty on
passenger ships
2 Availability of essential systems in case of flooding damage*
A passenger ship constructed on or after 1 July 2010 shall be designed so that the systems
specified in regulation II-2/21.4 remain operational when the ship is subject to flooding of any
single watertight compartment.
3 Operational information after a flooding casualty
For the purpose of providing operational information to the Master for safe return to port after
a flooding casualty, passenger ships constructed on or after 1 January 2014 shall have:
.1 onboard stability computer; or
.2 shore-based support,
based on guidelines developed by the Organization**

_____________________
* Refer to the Performance standards for the systems and services to remain operational on passenger
ships for safe return to port and orderly evacuation and abandonment after a casualty (MSC.1/Circ.1214
**
Refer to the Guidelines on operational information for masters of passenger ships for safe return to port by
own power or under tow (MSC.1/Circ.1400).
'
SDC 1/WP.5/Add.1
Annex 1, page 15
Part B-2
Subdivision, watertight and weathertight integrity
Regulation 9
Double bottoms in passenger ships and cargo ships other than tankers
3.1 Small wells constructed in the double bottom in connection with drainage
arrangements of holds, etc., shall not extend downward more than necessary. In no case
shall the vertical distance from the bottom of such a well to a plane coinciding with the keel
line be less than 500 mm. A well extending to the outer bottom is, however, permitted at the
after end of the shaft tunnel.
3.2 Other wells (e.g. for lubricating oil under main engines) may be permitted by the
Administration if satisfied that the arrangements give protection equivalent to that afforded by
a double bottom complying with this regulation. In no case shall the vertical distance from the
bottom of such a well to a plane coinciding with the keel line be less than 500 mm.
3.3 For a cargo ship of 80 m in length and upwards or for a passenger ship, proof of
equivalent protection is to be shown by demonstrating that the ship is capable of
withstanding bottom damages as specified in paragraph 8. Alternatively, wells for lubricating
oil under main engines may protrude into the double bottom below the boundary line defined
by the distance h provided that the vertical distance between the well bottom and a plane
coinciding with the keel line is not less than h/2 or 500 mm, whichever is the largest. For
cargo ships of less than 80 m in length the alternative arrangements shall provide a level of
safety satisfactory to the Administration.
""""
6 Any part of a cargo ship of 80 m in length and upwards or of a passenger ship or a
cargo ship that is not fitted with a double bottom in accordance with paragraphs 1, 4 or 5
shall be capable of withstanding bottom damages, as specified in paragraph 8, in that part of
the ship. For cargo ships of less than 80 m in length the alternative arrangements shall
provide a level of safety satisfactory to the Administration.
7 In the case of unusual bottom arrangements in a cargo ship of 80 m in length and

upwards or a passenger ship or a cargo ship, it shall be demonstrated that the ship is
capable of withstanding bottom damages as specified in paragraph 8. For cargo ships of less
than 80 m in length the alternative arrangements shall provide a level of safety satisfactory to
the Administration.
8 Compliance with paragraphs 3.2, 3.3, 6 or 7 is to be achieved by demonstrating that

si, when calculated in accordance with regulation 7-2, is not less than 1 for all service
conditions when subject to a bottom damage assumed at any position along the ship's
bottom and with an extent specified in subparagraph .2 below for the affected part of the
ship:
.1 Flooding of such spaces shall not render emergency power and lighting,
internal communication, signals or other emergency devices inoperable in
other parts of the ship.
SDC 1/WP.5/Add.1
Annex 1, page 16
.2 Assumed extent of damage shall be as follows:
For 0.3 L from the forward Any other part of the ship
perpendicular of the ship
Longitudinal 1/3 L2/3 or 14.5 m, 1/3 L2/3 or 14.5 m,
Extent whichever is less whichever is less
Transverse B/6 or 10 m, B/6 or 5 m,
Extent whichever is less whichever is less
Vertical Extent, measured B/20 or 2 m, B/20 or 2 m,
from the keel line whichever is less whichever is less
'
.3 If any damage of a lesser extent than the maximum damage specified in

subparagraph .2 would result in a more severe condition, such damage
should be considered.
''"'"Regulation 10
Construction of watertight bulkheads
'
1 Each watertight subdivision bulkhead, whether transverse or longitudinal, shall be
constructed having scantlings as specified in regulation 2.17. In all cases, watertight
subdivision bulkheads shall be capable of supporting at least the pressure due to a head of
water up to the bulkhead deck in passenger ships and freeboard deck in cargo ships.
'
Regulation 12
Peak and machinery space bulkheads, shaft tunnels, etc.
'
1 A collision bulkhead shall be fitted which shall be watertight up to the bulkhead deck
in passenger ships and freeboard deck in cargo ships This bulkhead shall be located at a
distance from the forward perpendicular of not less than 0.05L or 10 m, whichever is the less,
and, except as may be permitted by the Administration, not more than 0.08L or 0.05L + 3 m,
whichever is the greater.
'''""2 The ship shall be so designed that si calculated in accordance with regulation 7-2
will not be less than 1 at the deepest subdivision draught loading condition, level trim or any
forward trim loading conditions, if any part of the ship forward of the collision bulkhead is
flooded without vertical limits.
""2 3 Where any part of the ship below the waterline extends forward of the forward
perpendicular, e.g. a bulbous bow, the distances stipulated in paragraph 1 shall be measured
from a point either:
.1 at the mid-length of such extension;
.2 at a distance 0.015L forward of the forward perpendicular; or
.3 at a distance 3 m forward of the forward perpendicular,
whichever gives the smallest measurement.
34 The bulkhead may have steps or recesses provided they are within the limits
prescribed in paragraph 1 or 3 2.
SDC 1/WP.5/Add.1
Annex 1, page 17
45 No doors, manholes, access openings, ventilation ducts or any other openings shall
be fitted in the collision bulkhead below the bulkhead deck in passenger ships and freeboard
deck in cargo ships.
5 6.1 Except as provided in paragraph 65.2, the collision bulkhead may be pierced below
the bulkhead deck in passenger ships and freeboard deck in cargo ships by not more than
one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a
screw-down valve capable of being operated from above the bulkhead deck in passenger
ships and freeboard deck in cargo ships, the valve chest being secured located inside the
forepeak at the collision bulkhead. The Administration may, however, authorize the fitting of
this valve on the after side of the collision bulkhead provided that the valve is readily
accessible under all service conditions and the space in which it is located is not a cargo
space. Alternatively, for cargo ships, the pipe may be fitted with a butterfly valve suitably
supported by a seat or flanges and capable of being operated from above the freeboard
deck. All valves shall be of steel, bronze or other approved ductile material. Valves of
ordinary cast iron or similar material are not acceptable.
5 6.2 If the forepeak is divided to hold two different kinds of liquids the Administration may
allow the collision bulkhead to be pierced below the bulkhead deck in passenger ships
and freeboard deck in cargo ships by two pipes, each of which is fitted as required by
paragraph 65.1, provided the Administration is satisfied that there is no practical alternative
to the fitting of such a second pipe and that, having regard to the additional subdivision
provided in the forepeak, the safety of the ship is maintained.
67 Where a long forward superstructure is fitted, the collision bulkhead shall be extended
weathertight to the deck next above the bulkhead deck in passenger ships and freeboard
deck in cargo ships. The extension need not be fitted directly above the bulkhead below
provided it is that all parts of the extension, including any part of the ramp attached to it are
located within the limits prescribed in paragraph 1 or 2 3 of, with the exception permitted by
paragraph 87 and that the part of the deck which forms the step is made effectively
weathertight. The extension shall be so arranged as to preclude the possibility of the bow
door or ramp, where fitted, causing damage to it in the case of damage to, or detachment of,
a bow door or any part of the ramp.
'
78 Where bow doors are fitted and a sloping loading ramp forms part of the extension
of the collision bulkhead above the bulkhead deck in passenger ships and freeboard deck in
cargo ships the ramp shall be weathertight over its complete length. In cargo ships the part of
the ramp which is more than 2.3 m above the bulkhead freeboard deck may extend forward
of the limit specified in paragraph 1 or 2 3. Ramps not meeting the above requirements shall
be disregarded as an extension of the collision bulkhead.
89 The number of openings in the extension of the collision bulkhead above the
freeboard deck shall be restricted to the minimum compatible with the design and normal
operation of the ship. All such openings shall be capable of being closed weathertight.
9 10 Bulkheads shall be fitted separating the machinery space from cargo and
accommodation spaces forward and aft and made watertight up to the bulkhead deck in
passenger ships and freeboard deck in cargo ships. In passenger ships Aan afterpeak
bulkhead shall also be fitted and made watertight up to the bulkhead deck or the freeboard
deck. The afterpeak bulkhead may, however, be stepped below the bulkhead deck or the
freeboard deck, provided the degree of safety of the ship as regards subdivision is not
thereby diminished.
'
SDC 1/WP.5/Add.1
Annex 1, page 18
10 11 In all cases stern tubes shall be enclosed in watertight spaces of moderate volume.
In passenger ships the stern gland shall be situated in a watertight shaft tunnel or other
watertight space separate from the stern tube compartment and of such volume that, if
flooded by leakage through the stern gland, the bulkhead deck will not be immersed.
In cargo ships other measures to minimize the danger of water penetrating into the ship in
case of damage to stern tube arrangements may be taken at the discretion of the
Administration.
Regulation 13
Openings in watertight bulkheads below the bulkhead deck in passenger ships
11.1 Where trunkways or tunnels for access from crew accommodation to the stokehold
machinery spaces, for piping, or for any other purpose are carried through watertight
bulkheads, they shall be watertight and in accordance with the requirements of regulation 16-1.
The access to at least one end of each such tunnel or trunkway, if used as a passage at sea,
shall be through a trunk extending watertight to a height sufficient to permit access above the
bulkhead deck. The access to the other end of the trunkway or tunnel may be through a
watertight door of the type required by its location in the ship. Such trunkways or tunnels
shall not extend through the first subdivision bulkhead abaft the collision bulkhead.
'""'""""Regulation 15
Openings in the shell plating below the bulkhead deck of passenger ships and the
freeboard deck of cargo ships
4 Efficient hinged inside deadlights so arranged that they can be easily and effectively
closed and secured watertight, shall be fitted to all sidescuttles except that abaft one eighth
of the ship's length from the forward perpendicular and above a line drawn parallel to the
bulkhead deck at side and having its lowest point at a height of 3.7 m plus 2.5% of the
breadth of the ship above the deepest subdivision draught, the deadlights may be portable in
passenger accommodation other than that for steerage passengers, unless the deadlights
are required by the International Convention on Load Lines in force to be permanently
attached in their proper positions. Such portable deadlights shall be stowed adjacent to the
sidescuttles they serve.
5.1 No sidescuttles shall be fitted in any spaces which are appropriated exclusively to
the carriage of cargo. or coal
8.4 Moving parts penetrating the shell plating below the deepest subdivision draught
shall be fitted with a watertight sealing arrangement acceptable to the Administration. The
inboard gland shall be located within a watertight space of such volume that, if flooded, the
bulkhead deck in passenger ships and freeboard deck in cargo ships will not be submerged.
The Administration may require that if such compartment is flooded, essential or emergency
power and lighting, internal communication, signals or other emergency devices must remain
available in other parts of the ship.
'""""
Regulation 16
Construction and initial tests of watertight doors, sidescuttles, etc.
'
1 In all ships:
1.1 The design, materials and construction of all watertight doors, sidescuttles, gangway
and cargo ports, valves, pipes, ash-chutes and rubbish-chutes referred to in these
regulations shall be to the satisfaction of the Administration;
SDC 1/WP.5/Add.1
Annex 1, page 19
1.2 Such valves, doors and mechanisms shall be suitably marked to ensure that they
may be properly used to provide maximum safety; and
1.3 The frames of vertical watertight doors shall have no groove at the bottom in which
dirt might lodge and prevent the door closing properly.
2 In passenger ships and cargo ships watertight doors shall be tested by water
pressure to the maximum head of water they might sustain in a final or intermediate stage of
flooding. For cargo ships not covered by damage stability requirements, watertight doors
shall be tested by water pressure to a head of water measured from the lower edge of the
door opening to one metre above the freeboard deck. Where testing of individual doors is not
carried out because of possible damage to insulation or outfitting items, testing of individual
doors may be replaced by a prototype pressure test of each type and size of door with a test
pressure corresponding at least to the head required for the individual location. The
prototype test shall be carried out before the door is fitted. The installation method and
procedure for fitting the door on board shall correspond to that of the prototype test. When
fitted on board, each door shall be checked for proper seating between the bulkhead, the
frame and the door.
'""
Regulation 16-1
Construction and initial tests of watertight decks, trunks, etc.
'
2 In passenger ships, Wwhere a ventilation trunk passing through a structure
penetrates the bulkhead deck, the trunk shall be capable of withstanding the water pressure
that may be present within the trunk, after having taken into account the maximum heel angle
allowable during intermediate stages of flooding, in accordance with regulation 7-2.
3 In ro-ro passenger ships, Wwhere all or part of the penetration of the bulkhead deck
is on the main ro-ro deck, the trunk shall be capable of withstanding impact pressure due to
internal water motions (sloshing) of water trapped on the ro-ro deck.
Regulation 17
Internal watertight integrity of passenger ships above the bulkhead deck
'
3 The open end of Air pipes terminating within a superstructure which are not fitted
with watertight means of closure shall be considered as unprotected openings when applying
regulation 7-2.6.1.1. shall be at least 1 m above the waterline when the ship heels to an
angle of 15, or the maximum angle of heel during intermediate stages of flooding, as
determined by direct calculation, whichever is the greater. Alternatively, air pipes from tanks
other than oil tanks may discharge through the side of the superstructure. The provisions of
this paragraph are without prejudice to the provisions of the International Convention on
Load Lines in force].
'
Part B-4
Stability management
Regulation 19
Damage control information*
[25] [Coordinator's Notes:- If we leave everything as it stands (option 1 in Round 7) then

revised regulation 4 will result in all the paragraphs in regulation 19, apart from
regulations 19.2 and 19.5, being applied to all passenger ships and cargo ships of all types
SDC 1/WP.5/Add.1
Annex 1, page 20
and sizes, including, we suppose, tankers and the other cargo ships excluded from
compliance with part B-1 in revised Reg. 4.2.1.2, some of which already have their own
provisions for damage control information. We also understand that the equivalent
paragraph to 19.1 in S2004 did not previously apply to cargo ships of L < 80 m.
In contrast, the most favoured option in Round 7 (3) would apply regulation 19 to passenger
ships and to cargo ships of all sizes but exclude those cargo ships, such as tankers, which
do not need to comply with part B-1, regulations 6 to 7-3, and which may have their own
requirements for damage control information. This could be achieved by adding the following
text below the heading:-
"(Unless expressly provided otherwise, regulation 19 applies to passenger ships and

cargo ships of all sizes, with the exception of those in compliance with the
instruments listed under regulation 4.2.1.2.)"
In the responses to Round 7 some members expressed reservations as to whether there

were any requirements for providing damage control information in non-SOLAS instruments
such as MARPOL etc. Subsequent checks have shown that such provision is made,
particularly following the work completed at SLF 55 under the tanker damage stability
agenda item 5 and reflected in the new Tanker Damage Stability Guidelines
(ref. SLF 55/WP.6). In the light of this new development, we recommended acceptance of
option 3, implying that the heading for Regulation 19 will now read as highlighted below:-
Part B-4
Stability management
Regulation 19
Damage control information*
(Unless expressly provided otherwise, regulation 19 applies to passenger ships and cargo
ships of all sizes, with the exception of those in compliance with the instruments listed under
regulation 4.2.1.2).
There was insufficient support for this amendment from the 2013 CG so further consideration
is needed. ]
5 In the case of cargo ships to which the damage stability requirements of part B-1
apply and all passenger ships not subject to the provisions of regulation 8-1, damage stability
information shall include damage consequence diagrams to provide the master with a simple
and easily understandable way of assessing estimating the ship's relative survivability from
the in all damage cases used to demonstrate compliance with parts B-1 and B-2. involving a
compartment or group of compartments.
[26] [Coordinator's Notes:- There was good support (86%) in the 2013 CG for the
amendments highlighted above for clarifying the meaning of "all damage cases". The
limitations of DC diagrams are well known and 85 per cent felt that MSC.1/Circ.1245,
paragraph 5, should be amended to include instructions as to their format and emphasizing
the dangers of relying on them too heavily.
Note also that we are discussing the development of guidelines for the approval of damage
stability modules for safe return to port under a separate agenda item at SDC 1
(ref. SLF 55/17, paragraph 4.13). ]
SDC 1/WP.5/Add.1
Annex 1, page 21
Regulation 20
Loading of passenger ships
[27] [Coordinator's Notes:- A large majority of the 2013 CG was in favour of deleting
"passenger" and inserting the text highlighted below The US suggested deletion of [intact],
which can be decided at SDC1:-
1 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 relevant regulations. The determination of the ship's
stability shall always be made by calculation or by ensuring that the vessel is loaded
according to one of the pre-calculated loading conditions within the approved [Intact] Stability
Booklet. The Administration may accept the use of an electronic loading and stability
computer or equivalent means for this purpose.
]
[28] [Coordinator's Notes:- The addition of "upright and" as highlighted was well supported,
in the 2013 CG but there was insufficient support for an associated new EN specifying
tolerances on initial list.
1 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 upright
and in compliance with stability criteria in relevant regulations. The determination of the
ship's stability shall always be made by calculation. The Administration may accept the use
of an electronic loading and stability computer or equivalent means for this purpose.
]
Regulation 22
Prevention and control of water ingress, etc.
[Coordinator's Notes:- In view of the decisions made with respect to the applicability of
parts B1 B4 when updating regulation 4, this regulation will now automatically apply to all
passenger and cargo ships, requiring no change to the title. However, the words "in
passenger ships and freeboard deck [at side] in cargo ships" will, as a consequence, need to
be added wherever "bulkhead deck [at side]" appears, for consistency. France and Vanuatu
each had objections so are invited to raise the issue at SDC1:-
2 Watertight doors located below the bulkhead deck in passenger ships and freeboard
deck in cargo ships having a maximum clear opening width of more than 1.2 m shall be kept
closed when the ship is at sea, except for limited periods when absolutely necessary as
determined by the Administration.
7 Gangway, cargo and fuelling ports fitted below the bulkhead deck in passenger
ships and freeboard deck in cargo ships shall be effectively closed and secured watertight
before the ship leaves port, and shall be kept closed during navigation.
8 The following doors, located above the bulkhead deck in passenger ships and
freeboard deck in cargo ships, 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:
14 Where in a between-deck, the sills of any of the sidescuttles referred to in

regulation 15.3.2 are below a line drawn parallel to the bulkhead deck at side in passenger
ships and freeboard deck at side in cargo ships, and having its lowest point 1.4 m plus 2.5%
of the breadth of the ship above the water when the ship departs from any port, all the
sidescuttles in that between-decks shall be closed watertight and locked before the ship
leaves port, and they shall not be opened before the ship arrives at the next port. In the
SDC 1/WP.5/Add.1
Annex 1, page 22
application of this paragraph the appropriate allowance for fresh water may be made when
applicable.
.1 The time of opening such sidescuttles in port and of closing and locking
them before the ship leaves port shall be entered in such log-book as may
be prescribed by the Administration.
.2 For any ship that has one or more sidescuttles so placed that the
requirements of paragraph 14 would apply when it was floating at its
deepest subdivision draught, the Administration may indicate the limiting
mean draught at which these sidescuttles will have their sills above the line
drawn parallel to the bulkhead deck at side in passenger ships and
freeboard deck at side in cargo ships, and having its lowest point 1.4 m
plus 2.5% of the breadth of the ship above the waterline corresponding to
the limiting mean draught, and at which it will therefore be permissible to
depart from port without previously closing and locking them and to open
them at sea on the responsibility of the master during the voyage to the
next port. In tropical zones as defined in the International Convention on
Load Lines in force, this limiting draught may be increased by 0.3 m.
]
Regulation 22.4
[Coordinator's Notes:- It was agreed at SLF 54 to insert a new footnote cross-referring to

MSC.1/Circ.1380, as shown below. Note that there is to be a new two-session agenda item
at SDC (ref. MSC 92/26 p.76 paragraphs 23.17 and 23.18) on this Circular and R22:-
4 Certain watertight doors may be permitted to remain open during navigation only if
considered absolutely necessary; that is, being open is determined essential to the safe and
effective operation of the ship's machinery or to permit passengers normally unrestricted
access throughout the passenger area. Such determination shall be made by the
Administration only after careful consideration of the impact on ship operations and
survivability. A watertight door permitted to remain thus open shall be clearly indicated in the
ship's stability information and shall always be ready to be immediately closed.*
_____________________
*
Refer to the Guidance for watertight doors on passenger ships which may be opened during navigation
(MSC.1/Circ.1380)
Regulation 24
[Additional requirements for p][P]revention and control of water ingress, etc., in cargo ships
[Coordinator's Note:- Recommend acceptance as final wording unanimously agreed by the

2011 CG and accidentally omitted from round 7 questionnaire. Remember Table of
Contents is to be amended accordingly. ]
SDC 1/WP.5/Add.1
Annex 1, page 23
Part C
Machinery Installations
(Except where expressly stated otherwise part C
applies to passenger ships and cargo ships)
(Reg. 35-1 only)

1 This regulation applies to ships constructed on or after 1 January 2009 including
passenger ships constructed on or after 1 July 2010 to which regulation 8-1 applies.
[Coordinator's Note:- 2012 CG (12 responses) was evenly divided over whether this
additional text is needed. We refer this to SDC1 for resolution ]
2 Passenger ships and cargo ships
2.3 All bilge pipes used in or under coal bunkers or fuel storage tanks or in boiler or
machinery spaces, including spaces in which oil-settling tanks or oil fuel pumping units are
situated, shall be of steel or other suitable material.
2.6 Provision shall be made for the drainage of enclosed cargo spaces situated on the
bulkhead deck of a passenger ship and on the freeboard deck of a cargo ship, provided that
the Administration may permit the means of drainage to be dispensed with in any particular
compartment of any ship or class of ship if it is satisfied that by reason of size or internal
subdivision of those spaces the safety of the ship is not thereby impaired. For the special
hazards associated with loss of stability in ships fitted with fixed pressure water-spraying fire-
extinguishing systems see II-2/20.6.1.4.
3 Passenger ships
3.2 At least three power pumps shall be fitted connected to the bilge main, one of which
may be driven by the propulsion machinery. Where [R is more than [0.5]] [the bilge pump
numeral is 30 or more] [Coordinator's Note:- 2012 CG (12 responses) was evenly divided.
We propose to refer this to SDC1 for resolution. Note:- entire definition of "bilge pump
numeral" could be deleted if "R" is used here.], one additional independent power pump shall
be provided.
The bilge pump numeral shall be calculated as follows:
where:
L = the length of the ship (metres), as defined in regulation 2;
[Coordinator's Note:- If "bilge pump numeral" is retained, we recommend no change to L,

as agreed by the majority in 2011 CG. To be resolved at SDC1]
SDC 1/WP.5/Add.1
Annex 1, page 24
M = the volume of the machinery space (cubic metres), as defined in regulation 2, that
is below the bulkhead deck; with the addition thereto of the volume of any
permanent oil fuel bunkers which may be situated above the inner bottom and
forward of, or abaft, the machinery space;
P = the whole volume of the passenger and crew spaces below the bulkhead deck
(cubic metres), which are provided for the accommodation and use of
passengers and crew, excluding baggage, store, provision and mail rooms;
V = the whole volume of the ship below the bulkhead deck (cubic metres);
P1 = KN,
where:
N = the number of passengers for which the ship is to be certified; and
K = 0.056L
[Coordinator's Note:- If "bilge pump numeral" is retained, we recommend no changes to

N and L, as agreed by the majority in 2011 CG. To be resolved at SDC1.]
However, where the value of KN is greater than the sum of P and the
whole volume of the actual passenger spaces above the bulkhead
deck, the figure to be taken as P1 is that sum or two-thirds KN,
whichever is the greater.
[3.4 On a ship of [91.5] [100] m [58% to 42% of 2012 CG in favour of 100m] in length [L]
[Unresolved] and upwards or having a [bilge pump numeral, calculated in accordance with
paragraph 3.2, of 30 or more], [Unresolved] the arrangements shall be such that at least
one power bilge pump shall be available for use in all [flooding conditions which the ship is
required to withstand] [Unresolved, see Q62E for options, including a proposal for a new EN
by France], as follows:
.1 one of the required bilge pumps shall be an emergency pump of a reliable

submersible type having a source of power situated above the bulkhead deck; or
.2 the bilge pumps and their sources of power shall be so distributed

throughout the length of the ship that at least one pump in an undamaged
compartment will be available. ]
[Coordinator's Note:- Although there was a majority of 62% of the 2012 CG in favour of
the second text change in R3.4 highlighted below we do not think this represents sufficient
support to recommend a change to the S/C; Japan, the US and Germany all have
reservations so we will report these facts to SDC1 to allow a decision to be made there.
There was, however, a 5-1 majority in favour of using "L" rather than "Ls" in R35-1.3.4 so we
recommend this change to SDC1:-
3.4 On a ship of 91.5 m in length [L] [Ls] and upwards or having a bilge pump numeral,
calculated in accordance with paragraph 3.2, of 30 or more, the arrangements shall be such
that at least one power bilge pump shall be available for use in all flooding conditions [ which
the ship is required to withstand] [contributing to the attained index, A], as follows . etc.
]
SDC 1/WP.5/Add.1
Annex 1, page 25
3.9 The diameter d of the bilge main shall be calculated according to the following
formula. However, the actual internal diameter of the bilge main may be rounded off to the
nearest standard size acceptable to the Administration:
where:
d is the internal diameter of the bilge main (millimetres);
L and B are the length and the breadth of the ship (metres) as defined in
regulation 2; and
[Coordinator's Note:- Recommend no change to L, as agreed by the majority in 2011 CG]
D is the moulded depth of the ship to the bulkhead deck (metres) provided that, in a
ship having an enclosed cargo space on the bulkhead deck which is internally drained
in accordance with the requirements of paragraph 2.6.2 and which extends for the full
length of the ship, D shall be measured to the next deck above the bulkhead deck.
Where the enclosed cargo spaces cover a lesser length, D shall be taken as the
moulded depth to the bulkhead deck plus lh/L where l and h are the aggregate length
and height respectively of the enclosed cargo spaces (metres). The diameter of the
bilge branch pipes shall meet the requirements of the Administration.
3.10 Provision shall be made to prevent the compartment served by any bilge suction
pipe being flooded in the event of the pipe being severed or otherwise damaged by collision
or grounding in any other compartment. For this purpose [, where the pipe is at any part
situated nearer the side of the ship than one fifth of the breadth of the ship (as defined in
regulation 2 and measured at right angles to the centreline at the level of the deepest
subdivision [load line] [draught], or is in a duct keel, ] a non-return valve shall be fitted to the
pipe in the compartment containing the open end.
[Coordinator's Note:- the 2012 CG was evenly divided as to whether or not to continue
using B/5 in 3.10 and 3.11 or to delete the text as shown. We refer this to SDC1 for
resolution 8. If the deletion is not made there was a unanimous vote at SLF 53 for replacing
"load line" with "draught". Await outcome of discussions at SDC1.]
3.11 Distribution boxes, cocks and valves in connection with the bilge pumping system
shall be so arranged that, in the event of flooding, one of the bilge pumps may be operative
on any compartment; in addition, damage to a pump or its pipe connecting to the bilge main
[outboard of a line drawn at one fifth of the breadth of the ship] [Coordinator's Note:- see
above re B/5 line to be resolved at SDC1.] shall not put the bilge system out of action. If
there is only one system of pipes common to all the pumps, the necessary valves for
controlling the bilge suctions must be capable of being operated from above the bulkhead
deck. Where in addition to the main bilge pumping system an emergency bilge pumping
system is provided, it shall be independent of the main system and so arranged that a pump
is capable of operating on any compartment under flooding condition as specified in
paragraph 3.1; in that case only the valves necessary for the operation of the emergency
system need be capable of being operated from above the bulkhead deck.
[Coordinator's General Note on R35-1; there was a decision made at MSC 92 to review
the criteria for the distribution and capacity of bilge pumps along the length of new passenger
ships, in the wake of Costa Concordia disaster. This would affect R35-1.3.4.2 and
R35-1.3.7.1. Perhaps members may wish to bear this in mind when considering the text
changes proposed here (ref. MSC92/WP.8/Rev.1, annex 2, p.1.]
***
SDC 1/WP.5/Add.1
Annex 2, page 1
ANNEX 2
SUGGESTED ACTION ITEMS FOR THE DEVELOPMENT OF GUIDANCE FOR THE

APPROVAL OF DAMAGE STABILITY MODULES FOR SAFE RETURN
TO PORT FOR PASSENGER SHIPS
1 review MSC.1/Circ.1229 for its applicability for the approval of damage stability
software modules to be used on board, in particular considering the required accuracy
of the calculations of any damage scenario, considering documents MSC89/9/4,
SDC 1/8/1, IS 2008 Code part B chapter 4 and MSC circulars 406/Rev.1, 891, 1245
and 1461 as well as IACS UR L5 together and the relevant provisions of SDC 1/WP.5
and prepare a revised draft circular;
2 review MSC.1/Circ.1400 with regard to its applicability in a "safe return to port"

scenario contacting the relevant stakeholders on current best practice on providing
information to the master to assess the stability after flooding including but not limited
to tank gauging systems, flooding sensors, status of watertight doors and shell doors
and how to account for progressive flooding;
3 collate available information about guidelines and procedures of the Organization and
industry, including maintaining databases for shore based support such as industry's
best practices, SERS system and published papers and consider the applicability on
passenger ships. Consider how to transfer relevant data on the structural damage
extent to the shore system in a reliable way; and
4 provide a list of IMO instruments which might be harmonized after the review of the
above mentioned circulars.
***
SDC 1/WP.5/Add.1
Annex 3, page 1
ANNEX 3
PROPOSED AMENDMENTS TO SECTION 5 OF THE DRAFT IGF CODE
Section 5.2 Functional requirements
5.2.1 This chapter is related to functional requirements 3.2.1, 3.2.2, 3.2.3, 3.2.5, 3.2.6,
3.2.8, 3.2.12, 3.2.13, 3.2.14, 3.2.15 and 3.2.17 of this Code. In particular the following apply:
.1 The fuel tank shall be sufficiently protected against the effect of external
damage caused by collision, grounding, fire or other possible operational
damage causes. The fuel tank(s) shall be located in such a way that the
probability for the tank(s) to be damaged following a collision or grounding
is reduced to a minimum taking into account the safe operation of the ship
and other hazards that may be relevant to the ship.
No further amendments to section 5.2
Section 5.3 General requirements
Paragraphs 5.3.1-5.3.3 remain unchanged.

Paragraphs 5.3.4 and 5.3.5 are replaced with the following text:
Note: These requirements are intended only to be applicable to LNG fuel tanks.
5.3.4 The fuel tank(s) shall be protected from external damage caused by collision or
grounding in the following way:
.1 The fuel tanks shall be located at a minimum distance of B/5 or 11.5 m,

whichever is less, measured from the ship side at right angles to the
centreline at the level of the summer load line draft;
where:
B is the greatest moulded breadth of the ship at or below the deepest

draught (summer load line draught). Refer to SOLAS regulation II-1/2.8.
.2 In no case shall the boundary of the fuel tank be located closer to the side
shell or aft terminal of the ship than as follows:
.1 For passenger ships: B/10; and
.2 For cargo ships:
.1 for Vc below or equal 1,000 m3, 0.8 m;

.2 for 1,000 m3 < Vc < 5,000 m3, 0.75+ Vc x 0.2/4,000 m;
.3 for 5,000 m3 Vc < 30,000 m3, 0.8 + Vc/25,000 m; and
.4 for Vc 30,000 m3, 2 m,
where:
Vc corresponds to 100% of the gross design volume of the individual fuel

tank at 20C, including domes and appendages.
SDC 1/WP.5/Add.1
Annex 3, page 2
.3 The length of the fuel tank or combined projected length of fuel tanks shall
not exceed [9][12]% of the ship's length Ls for passenger ships and
[12][18]% of the ship's length Ls for cargo ships;
where:
Ls is the greatest projected moulded length of the ship. Refer to SOLAS

regulation II-1/2.1.
.4 The lowermost boundary of the fuel tank(s) shall be located above the
minimum distance of B/15 or 2.0 m, whichever is less, measured from the
moulded line of the bottom shell plating at the centreline.
.5 For multihull ships the value of B may be specially considered.
.6 The fuel tank(s) shall be abaft a transversal plane at 0.08L measured from
the forward perpendicular in accordance with SOLAS regulation II-1/8.1 for
passenger ships, and abaft the collision bulkhead for cargo ships.
where:
L is the length as defined in the International Convention on Load Lines.

Refer to SOLAS regulation II-1/2.5.
5.3.5 As an alternative to 5.3.4.1 and 5.3.4.2 above, the following calculation method may
be used to determine the acceptable location of the fuel tanks:
.1 The value fCN calculated as described in the following shall be less than
[0.01][0.02] for passenger ships and [0.02][0.04] for cargo ships.1
.2 The fCN is calculated by the following formulation:
fCN = fl ft fv
where:
.1 fl is calculated by use of the formulations for factor p contained in

SOLAS regulation II-1/7-1.1.1.1. The value of x1 shall correspond
to the distance from the aft terminal to the aftmost boundary of the
fuel tank and the value of x2 shall correspond to the distance from
the aft terminal to the foremost boundary of the fuel tank.
.2 ft is calculated by use of the formulations for factor r contained in

SOLAS regulation II-1/7-1.1.2, and reflects the probability that the
damage penetrates beyond the outer boundary of the fuel tank.
The formulation is:
ft = 1- r (x1,x2,b)
1
The value fCN accounts for collision damages that may occur within a zone limited by the longitudinal
projected boundaries of the fuel tank only, and cannot be considered or used as the probability for the fuel
tank to become damaged given a collision. The real probability will be higher when accounting for longer
damages that include zones forward and aft of the fuel tank.
SDC 1/WP.5/Add.1
Annex 3, page 3
.3 fv is calculated by use of the formulations for factor v contained in

SOLAS regulation II-1/7-2.6.1.1 and reflects the probability that the
damage is not extending vertically above the lowermost boundary
of the fuel tank. The formulations to be used are:
fv = 1.0 - 0.8 ((H-d) / 7.8) if (H - d) is less than or equal to 7.8 m

where fv should not be taken greater than 1.
fv = 0.2 - 0.2 ((H-d) - 7.8) / 4.7) in all other cases

where fv should not be taken less than 0.
where:
H is the distance from baseline, in metres, to the lowermost boundary of the

fuel tank.
d is the deepest draught (summer load line draught)
.4 The boundaries of each fuel tank are taken as the extreme outer
limits longitudinally, transversally and vertically of the tank
structure including its tank valves.
.5 For independent tanks the protective distance shall be measured

to the tank shell (the primary barrier of the tank containment
system). For membrane or semi-membrane tanks the distance
shall be measured to the bulkheads surrounding the tank
insulation.
.3 In no case shall the boundary of the fuel tank be located closer to the side
shell or aft terminal of the ship than as follows:
.1 For passenger ships: B/10; and
.2 For cargo ships:
.1 for Vc below or equal 1,000 m3, 0.8 m;

.2 for 1,000 m3 < Vc < 5,000 m3, 0.75+ Vc x 0.2/4,000 m;
.3 for 5,000 m3 Vc < 30,000 m3, 0.8 + Vc/25,000 m; and
.4 for Vc 30,000 m3, 2 m,
where:
Vc corresponds to 100% of the gross design volume of the individual fuel

tank at 20C, including domes and appendages.
.4 In case of more than one non-overlapping fuel tank located in the

longitudinal direction, fCN is to be calculated in accordance with
paragraph 5.3.5.2 for each fuel tank separately. The value used for the
complete fuel tank arrangement is the sum of all values for f CN obtained for
each separate tank.
SDC 1/WP.5/Add.1
Annex 3, page 4
.5 In case the fuel tank arrangement is unsymmetrical about the centreline of

the ship, the calculations of fCN are to be calculated on both starboard and
port side and the average value is to be used for the assessment. The
minimum distance as set forth in paragraph 5.3.5.3 shall be met on both
sides.
.6 For ships with a hull structure providing higher collision and/or grounding
resistance, fuel tank location requirements may be specially considered in
accordance with section 2.3 Alternative Design of this Code.
***
SDC 1/WP.5/Add.1
Annex 4, page 1
ANNEX 4
DRAFT TERMS OF REFERENCE FOR THE SDS CORRESPONDENCE GROUP
The SDS Correspondence Group under the coordination of the United Kingdom* is instructed
to:
.1 finalize the draft amendments to SOLAS chapter II-1 part B-4 and
regulation 35-1,
.2 finalize the draft amendments to the Explanatory Notes to the SOLAS

chapter II-1 subdivision and damage stability regulations taking into
account the outcome of the SDS Working Group at SDC 1;
[.3 further develop with a view to finalizing a phase 1 option for a moderate
increase to the required subdivision index 'R' for passenger ships;]
.4 further develop the guidelines for the approval of damage stability modules
for safe return to port taking into account the suggested actions outlined in
annex 2 of this report and prioritize these actions as deemed appropriate;
.5 submit a report to SDC 2.
___________
*
Coordinator:
Mr. Andrew Scott
Policy Lead, Stability
Marine Technology Branch
Maritime and Coastguard Agency
Compass House, Tyne Dock
South Shields, Tyne & Wear NE34 9PY
Tel.: +44 (0)191 496 9905
Fax: +44 (0)191 496 9901
E-mail: andrew.scott@mcga.gov.uk

02.SDC 1-WP.5-Add.1 - Revision of Solas Chapter II-1 Subdivision and Damage...

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

02.SDC 1-WP.5-Add.1 - Revision of Solas Chapter II-1 Subdivision and Damage...

Hochgeladen von

Copyright:

Verfügbare Formate

E

SUB-COMMITTEE ON SHIP DESIGN AND SDC 1/WP.5/Add.1

REVISION OF SOLAS CHAPTER II-1 SUBDIVISION AND DAMAGE STABILITY

DEVELOPMENT OF GUIDELINES ON SAFE RETURN TO PORT FOR

ANY OTHER BUSINESS

Report of the Stability Working Group

the following Associate Member of IMO:

HONG KONG, CHINA

observers from the following intergovernmental organization:

EUROPEAN COMMISSION (EC)

and observers from the following non-governmental organizations in consultative status:

INTERNATIONAL CHAMBER OF SHIPPING (ICS)

.2 further consider matters related to the survivability of passenger ships,

With regard to agenda item 8 (Development of guidelines on safe return to

.4 as a high-priority matter, further develop draft Guidelines for the approval of

.6 consider whether it is necessary to establish a correspondence group and, if

.7 submit a written report (part 1), by Thursday, 23 January 2014, and

Revision of SOLAS chapter II-1 subdivision and damage stability regulations

Required subdivision index "R"

9 The group, as instructed by the Sub-Committee, considered the survivability of

13 A number of delegations supported the United States' proposal in principle and

18 After a lengthy discussion the group agreed in principle to a moderate phase 1

Development of guidelines on safe return to port for passenger ships

.1 provide guidance to Administrations by specifying the stability software and

.2 identifying the information needed in addition to the stability and

.3 provide guidance on shore-based assistance services regarding the

28 Based on discussions in plenary supporting development of two alternatives for the

34 France expressed reservations concerning the minimum required distance of the

49 After considerable discussion, to align the deterministic provisions in section 5.3.4

Further work on SDS matters

53 The group recommends that the SDS Correspondence Group be re-established to

Action requested of the Sub-Committee

.2 endorse the group's view on their agreement in principle to a moderate

.3 endorse the group's view on the stepped approach to be taken on

.4 agree on the list of action items to be considered when further developing

.8 consider the recommendation to re-establish the SDS Correspondence

RECOMMENDED TEXT CHANGES TO SOLAS CONSOLIDATED EDITION 2009

PARTS A, B, B-1, B-2, B-4 and PART C REGULATION 35-1

Part B Subdivision and stability

Part B-1 Stability

5 ...........................................................................................................Intact stability information

Part B-2 Subdivision, watertight and weathertight Integrity

Part B-3 Subdivision load line assignment for passenger ships

Part B-4 Stability management

19 .......................................................................................................Damage Control Information

Part C Machinery installations

35-1 ................................................................................................Bilge Pumping Arrangements

1.3 For the purpose of this chapter:

.2 the expression all ships means ships constructed before, on or after

.3 a cargo ship, whenever built, which is converted to a passenger ship shall

.4 the expression alterations and modifications of a major character means, in

For the purpose of this chapter, unless expressly provided otherwise:

2 Mid-length is the mid-point of the subdivision length of the ship.

2 Amidships is at the middle of the length (L).

26 Amidships is at the middle of the length (L).

.1 amendments to the introduction and part A of the Code are adopted,

.2 amendments to part B of the Code are adopted by the Maritime Safety

2.1 In part B-1:

2.1.1 Unless expressly provided otherwise, regulation 5 shall apply to

2.1.2 Regulation 6 to regulation 7-3 shall apply to cargo ships having a

.1 Annex I to MARPOL 73/78, except that combination

.2 the International Code for the Construction and

.3 the International Code for the Construction and

.4 the damage stability requirements of regulation 27 of