CHAPTER 12

DAMAGE STABILITY


All types of ships are subject to the risk of sinking whether by collision or internal
accident such as an explosion. If the shell of a ship is damaged, leakage will take place between
the sea and internal spaces until stable equilibrium is established or until the ship capsizes. In
general, damage stability calculations are required to assess the attitude of the ship after damage.
There are some fundamental effects of damage; the draught will change and the ship will trim.
If the flooded space is unsymmetrical with respect to the centerline, the ship will heel. Trim and
heel may result in further flooding through immersion of openings in bulkheads, side shell or
decks. Therefore, flooding changes both the transverse and the longitudinal stability. In order to
assess the stability of the ship after flooding, two methods have been developed: The
deterministic and probabilistic approaches. These approaches are to be applied depending on the
ship type. When a ship is flooded, both KB and BM change. Sinkage results in an increase in
KB and BM tends to decrease because of the loss of the second moment of the area of the
waterplane. Thus, the combined effect of these factors is usually a net decrease in GM. The
metacentric height (GM), the righting arms (GZ) and centre of gravity positions for judging the
final condition are to be calculated by using these methods.

12.1 Deterministic Approach : The deterministic approach is based on standard dimensions of
damage extending anywhere along the ships length or between transverse bulkheads depending
on the relevant requirements. The consequence of such standard of damage is the form of a
damage cases or a group of damage cases, depend on the ships dimensions and internal
subdivisions.
Each damage case is to be considered for each loading condition, and the applicable
criteria are to be comply with. There are different deterministic methods in damage stability:
The lost buoyancy method and the added weight method.

12.2 Probabilistic Approach : The probabilistic approach is based on the probability of
survival after damage as a measure of ship safety in damage condition, refered to as the attained
subdivision index A. The probabilistic damage stability calculations are performed for a limited
number of draughts and relevant GM values. For relevant GM values, a minimum GM curve
where the attained subdivision index A achieves the minimum required level of safety R is to be
drawn. Each case of damage is not required to comply with the applicable criteria, but the
attained index A which is to be equal to or greater than R. The attined index A is the sum of the
contribution of all damage cases.

12.3 Damage Stability Calculations :

Damage stability calculation is required for ships which have been requested to recieve SDS
( The additional class notation, ship subdivision and damage stability ) notation. The damage
stability calculations are to include:

List of characteristics ( volume, center of gravity, permeability ) of each compartments
which can be damaged.
A table of openings in bulkheads, decks and side shell reporting all the information.
List of all damage cases depending on the applicable requirements.
Capacity plan.
Arrangement of cross-flooding.
Locations of remote controls for valves.
Watertight and weathertight door plan.
Detailed results of damage stability calculations for all loading conditions.

Progressive flooding is the additional flooding of spaces which were not previously assumed
to be damaged. Such additional flooding may occur through openings or pipes. The openings
may be defined as the unprotected, weathertight, semi-watertight and watertight openings.
Unprotected openings are not fitted with at least weathertight means of closure and may lead
to progressive flooding if they are located below the waterline after damage. Weathertight
openings are fitted with weathertight means of closure and not able to sustain a constant head of
water, but they can be intermittently immersed. Therefore, they may lead to progressive
flooding. Semi-watertight openings are fitted with semi-watertight means of closure and able to
sustain a constant head of water corresponding to the immersion relevant to the highest waterline
after damage. Semi-watertight openings may lead to progressive flooding if they are located
below the final equilibrium waterline after damage. On the other hand, watertight openings are
fitted with watertight means of closure and able to sustain a constant head of water. Watertight
openings do not lead to progressive flooding.
Progressive flooding through pipes may occur when the pipes and connected valves are
located within the assumed damage. The pipes, even if located outside the damage, must satisfy
all of the following conditions:

The pipe connects a damaged space(s) located outside the damage,
The highest vertical position of the pipe is below the waterline, and
No valves are fitted.

Where remote control systems are fitted to ballast valves and these controls pass through the
assumed extent of damage , then the effect of damage to the system is to be considered to ensure
that the valves would remain closed in that event. If pipes, ducts or tunnels are situated within
assumed flooded compartments, arrangements are to be made to ensure that progressive flooding
can not thereby extent to compartments other than those assumed flooded.

12.3.1 Initial condition of loading before flooding : The ship is loaded to its summer load
waterline on an even keel.
a) Homogenous cargo is carried.
b) All cargo compartments, including compartments intended to be partially filled, are to be
considered fully loaded except that in the case of fluid cargoes each compartment is to be
treated as 98 percent full.
c) It is to be assumed that for each type of liquid, at least one transverse pair or a single
centerline tank has maximum free surface, and the tank or combination of tanks to be
taken account are to be those where the effect of free surfaces is the greatest. In each
tank, the center of gravity of the contents is to be taken at the center of volume of the
tank. The remaining tanks are to be assumed either completely empty or filled.
d) At an angle of heel of not more than five degrees in each compartment containing liquids,
except that in the case of compartments containing consumable fluids, the maximum free
surface effect is to be taken into account. Alternatively, the actual free surface effects
may be used, provided the methods of calculation are acceptable to the society.
e) Weights are to be calculated on the basis of specific gravities:
Salt water 1.025 t/m
3

Fresh water 1.000 t/m
3

Fuel oil 0.950 t/m
3

Diesel oil 0.900 t/m
3

Lub. Oil 0.900 t/m
3


12.3.2 Damage Dimensions: The vertical extent of damage in all cases is assumed to be from
the baseline upwards without limit. The transverse extent of damage is equal to B/5 or 11.5 m.
whichever is the lesser, measured inboard from the side of the ship perpendicularly to the
centerline at the level of the summer load line. Where the flooding of any two adjacent fore and
aft compartments is envisaged, main transverse watertight bulkheads are to be spaced at least 1/3
(L)
2/3
or 14.5 m. whichever is the lesser, to be considered effective. Where transverse bulkheads
are spaced at a lesser distance, one or more of these bulkheads are to be assumed as non-existent
in order to achieve the minimum spacing between bulkheads.
The flooding is to be confined to a single compartment between adjacent transverse
bulkheads provided the inner longitudinal boundary of the compartment is not in a position
within the transverse extent of assumed damage. Transverse boundary bulkheads of wing tanks,
which do not extent over the full breadth of the ship are to be assumed undamaged.

12.3.3 Damage Assumptions: A type A ship which is designed to carry only liquid cargoes
and has low permeability of loaded cargo compartments, if over 150 m in length, is able to
withstand the flooding of compartment(s) with an assumed permeability of 0.95 and is to remain
upright positon in a satisfactory condition of equilibrium. The machinery space is to be treated
as a floodable compartment with a permeability of 0.85.
A type B-60 ship which do not come within the provisions regarding type A ships, is
also be able to withstand the flooding with those requirements as in type A ships. A type B-
100 ship is assumed to be damaged any one transverse bulkhead, such that two adjacent fore
and aft compartments except such damage will not apply to the boundary bulkheads of a
machinery space. The machinery space is to be treated as a floodable compartment with a
permeability of 0.85, if the ship is over 150 m. in length.

12.3.4 Damage Stability Criteria: The final waterline after damage, taking into account
sinkage, heel and trim, is below the lower edge of any opening through which progressive
flooding may take place. If pipes, ducts or tunnels are situated within the assumed extent of
damage, arrangements are to be made sothat progressive flooding cannot thereby extend to
compartments other than those compartments assumed to be floodable for each case of damage.
The angle of heel due to unsymmetrical flooding does not exceed 15 degrees. An angle
of heel up to 17 degrees may be accepted if no part of the deck is immersed. When any part of
the deck is immersed or where the margin of stability in the flooded condition may be considered
doubtful, the residual stability is to be investigated. The residual stability may be regarded as
sufficient if the righting arm curve has a minimum range of 20 degrees beyond the position of
equilibrium with a maximum righting arm of at least 0.1 m within this range. The area under the
righting arm curve within this range is to be not less than 0.0175 m-rad. The society is satisfied
that the stability is sufficient during intermediate stage of flooding. In this regard, the society
will apply the same criteria relevant to the final stage, also during the intermediate stages of
flooding. These damage stability requirements may vary with the type of ship.

12.4 Deterministic approach in the damage stability calculations: There are two common
approaches to damage stability: The lost buoyancy method and the added weight method.

12.4.1 The lost buoyancy method:

When a compartment is open to the sea, the buoyancy of the ship between the containing
bulkheads is lost and the ship floats in the water until it picks up enough buoyancy from the rest
of the ship to restore equilibrium. At the same time, the position of the longitudinal center of
buoyancy moves and the ship trims until the center of gravity and the center of buoyancy are
again in a vertical line. The volume of the damaged compartment up to the initial waterplane
W
0
L
0
and the area of waterplane lost are calculated taking into account permeability.
Suppose the area of the initial waterplane is A and the area of waterplane lost is a. A
first approximation to the parallel sinkage due to the flooding is given taking the lost volume of
buoyancy be v by:
The parallel sinkage,
a A
v
T
ps

= o

The ship will then trim under the action of a trimming moment which is equal to the lost
volume of buoyancy times the distance from the center of volume of the net lost buoyancy under
the initial waterline to the center of volume of the gained buoyancy above the initial waterline.
The new draughts can be calculated taking into account the sinkage and trim. In the lost
buoyancy method, the position of the center of gravity remains unchanged unless the weight
distribution of the ship does not change.



















The ship initially at waterline W
0
L
0
, come to float at W
2
L
2
because of sinkage and trim
due to flooding. The net lost buoyancy below W
0
L
0
v must be replaced by an equal gained
buoyancy above W
0
L
0
. The effect of the lost buoyancy in the damaged compartment is to
remove this buoyancy from a position below W
0
L
0
to some position above this waterline. If the
vertical distance between the centroids of the lost and gained buoyancy is bb
1
, the rise in the
center of buoyancy will be,

0
1
1 0
bb v
B B
V

=

BM will decrease because of the loss of the second moment of area of the waterplane in
the way of the damage. If the second moment of area of the waterplane in damage condition is
I
d
, the metacentric radius BM
d
will be
act int d d
/ I BM V = .

|
|
.
|

\
|
V

+ =
int
d
0
0
0
1
0 d
I I bb v
GM GM




Amidships
W
0
L
0

W
1
L
1

W
2
L
2


Amidships
W
0
L
0

W
1
L
1

W
2
L
2

bb
1

LCF
This procedure is known as the lost buoyancy method and may be carried out in the
following steps:

Calculate the net lost buoyancy v below the initial waterline W
0
L
0
, and the longitudinal
center of this volume with respect to amidships.
Determine the sinkage due to flooding.
Calculate the location of the center of flotation of the remaining area of the waterplane.
Calculate the moment to change trim 1cm.
Calculate the change of trim.
Calculate the final draughts at the trimmed waterplane W
2
L
2
.


12.4.2 The Added Weight method:

In this method, the water entering the damage compartment is regarded as an added
weight. The flooding water is calculated up to the equilibrium waterplane in order to obtain a
corresponding fore and aft draughts and GM
d
in the damage condition. Furthermore, some of
trials may be carried out to obtain more accurate results at draughts because of sinkage and trim
due to the flooding. In this procedure, the value of KG will change. Therefore, the effect of the
added weight method is to remove the center of gravity to some position sothat the center of
gravity will decrease. On the other hand, the center of buoyancy will increase. The rise in the
center of buoyancy and the decrease of the center of gravity are as follows respectively:

w
Gg w
G G
v
Bb v
B B
0
1 0
0
1 0
+ A

=
+ V

=

In the above equations, Bb is the distance between the center of buoyancy of the vessel
and the center of volume of the damage water. Gg is the distance between the center of gravity
of the vessel and the center of gravity of the damage water. The metacenter height GM
d
in the
damage condition is then calculated as follows:

( )
d d d d
1 0 0
d
0
0 1 0 0 d
KG BM KB GM
, or G G KG M B B B KB GM
+ =

V
V
+ + =



This procedure is known as the added weight method and may be carried out in the
following steps:

Calculate the added weight w and the new displacement of the vessel, and the centers of
this volume with respect to amidships and baseline.
Determine the sinkage due to flooding.
Calculate the location of the center of flotation of the remaining area of the waterplane.
Calculate the GM in he damage condition taking into account the new displacement.
Calculate the moment to change trim 1cm.
Calculate the change of trim.
Calculate the final draughts at the trimmed waterplane W
2
L
2
.


12.5 Floodable length calculations: The floodable length at any point in the length of the ship
is defined as the maximum length, having its center at the point in question, that can be
symmetrically flooded at the prescribed permeability, without immersing the margin line.





















In the above figure,
0
V is the displacement volume to W
0
L
0


1
V is the displacement volume to W
1
L
1

B
0
is the initial center of buoyancy
B
1
is the center of buoyancy of immersed volume upto W
1
L
1

G
0
is the initial center of gravity
g is the center of gravity of flooded volume
v
w
is the net volume of flooding water upto W
1
L
1


For equilibrium condition from the figure,

5
4 0
w 4 0 5 w
0 1 w
l
l
v l l v
, and v
V
= V =
V V =


Where,
( ) ( ) | |
( ) ( ) | |
u + =
u + =
u + =
u u + = u =
u u + = u =
tan Kg x l
tan KB x l
tan KB x l
cos tan KB Kg x x cos l l l
cos tan KB KB x x cos l l l
w 3
1 2 2
0 1 1
1 2 w 2 3 5
0 1 1 2 1 2 4



Amidships

Amidships
v
w

1
V
0
V
g
B
1

B
0

G
0

L
4

L
5

X
w


Amidships
Flooded
space
Margin line
W1L1
W0L0
X1

X2
In these equations, l
1
, l
2
and l
3
are the horizontal distances of B
0
, B
1
and g at the trimmed
waterplane with respect to the amidships respectively.

Thus,
( ) | |
( )
0 1
1 2 w
0 1 1 2 0
w
tan KB Kg x x
tan KB KB x x
v V V =
u +
u + V
=

Rearranging the above equation, one gets

u
(

V V
V V

V V
V V
= tan
KB KB
Kg
x x
x
0 1
0 0 1 1
0 1
1 0 2 1
w


The [ ]*tan term is relatively small and may be neglected, then one can be written,


( )
0 1
1 0 2 1
w
2 w
1 2 0
w
x x
x
, and
x x
x x
v
V V
V V
=

V
=


These equations can be used for determining the length and location of flooding water
that cause the ship to reach a equilibrium condition at W
1
L
1
, neglecting heel angle. The
calculations can be repeated for a series of waterplanes tangent to the marginline at different
positions. This procedure will lead to a curve of floodable length. The ordinate at any point
along this curve represents the flooded length with the center at the point concerned. Thus, the
positions of bulkheads are given by setting off distances l/2 either side of the point concerned.
For the floodable length calculations, on a profile of a ship, drawing the margin line and a
number of transverse stations, Bon jean curves are plotted from a low draught to the margin line.
Furthermore, the subdivision load line and the trim line parallel to the subdivision load line
tangent to the margin line are drawn . The area of each station up to the each of the trim line to
obtain a satisfactory curve of floodable length is first read from the Bon jean curves. These areas
are then integrated along the ship by use of Simpsons rule to obtain the volume of displacement
and the distance of longitudinal center of buoyancy.
The next step is to calculate for each trim line the corresponding volume of damage water
and the longitudinal distance from amidships. The volume of damage water is the volume of
displacement below the trim line less the volume of displacement of the ship at the subdivision
load line ( Shirokawer, 1928). After the damage volume water and the location of the center of
gravity have been determined for each trim line, the interpolation curves and the curves of
sectional areas read from the Bon jean curves should be drawn to obtain points on the floodable
length curve. In order to determine the end points of the floodable length curve, the exact trim
lines which correspond to the end points are used. The sectional areas of these trim lines are
used in the end point calculations.








12.6 Probabilistic approach in the damage stability calculations:

The probabilistic approach is applicable to any type of ship and permit the use of non-
conventional subdivision to meet specific design requirements. Each case of damage is not
required to comply with the applicable criteria but the attained index A, which is the sum of the
contribution of all damage cases. The attained index A is to be equal to or greater than the
required index R.
In general, survivability of ships from damage can be determined from the probability of
damage occurance, the probability of location and extent of damage and the probability of
surviving such damage. The analysis of all these probabilities is called damage survivability of
ships. The probability of survival index as a measure of ships safety is calculated by using the
deterministic damage stability based on the probabilistic concept. This index is the measure of
the probability of survival after flooding. Furthermore, it can be established based on the
likelihood of damage and the potential consequences at a desired safety level. It can also be
applied in the design evaluation of ships as a more realistic damage stability approach.

12.6.1 Attained subdivision index A: The attained subdivision index A is to be not less than
the required subdivision index R. The damage may be assumed on either the port or starboard
sides, each producing the same value of attained index A. Where a complete symmetry does not
exist, two calculations for the attained index are to be made: one assuming port damage and the
other starboard damage. The mean value involving both sides is to be used. The attained
subdivision index A is to be calculated for ships by the following formula:

=
i
i i
s p A , for all damage cases
It is the total probability of a ship to survive all damage cases. In calculating A, level
trim is to be used and the summation is to be taken over the ships length for all cases of
flooding. This summation covers only those cases which contribute to the value of the attained
subdivision index A. In the above equation:

i represents each compartment or group of compartments under consideration.
p
i
accounts for the probability that only the compartment or group of compartments
under consideration may be flooded, disregarding any horizontal subdivision. p
i
is
independent of the draught but includes the factor r.
s
i
accounts for the probability of survival after flooding the compartment or group of
compartments under consideration, including the effects of any horizontal subdivision. s
i

is dependent on the draught and includes the factor v.

Wherever wing compartments are fitted, contribution to the summation, is to be taken for all
cases of flooding in which simultaneous flooding of a wing compartment or group of
compartments and the adjacent inboard compartments are involved. Inboard compartment or
group of compartments are assumed a penetration which extends to the ships centerline, but
excludes damage to any centerline bulkhead. When there is more than one longitudinal
subdivision to consider, penetration need not extend to the ships centerline if such penetration
does not provide any contribution to the attained subdivision index A. On the other hand, the
assumed vertical extent of damage is to extend from the baseline upwards to any watertight
horizontal subdivision above the waterline or higher. However, if a lesser extent will give a
more severe result, such extent is to be assumed.

12.6.1.1 Calculation of factor p
i
: The factor p
i
which is the probability of survival after
flooding the compartment or group of compartments under consideration, is determined for each
single compartment. In the calculation of factor p
i
, only one breach of the hull need be assumed
and is independent of the draught but includes the reduction factor r disregarding any
horizontal subdivision.
The p
i
value for a wing compartment is to be obtained by multiplying the value by the
reduction factor r which represents the probability that the inboard spaces will not be flooded.
the reduction factor r can be determined by the following formulae:

2 . 0
B
b
if ; 36 . 0
B
b
2 . 0 J
016 . 0
r
2 . 0
B
b
if ; 1 . 0
02 . 0 J
08 . 0
3 . 2
B
b
r
B
b
2 . 0 J For
> + +
+
=
s +
(

+
+ =
>


For J<0.2*b/B, the reduction factor r is to be determined by the linear interpolation
between r=1 for J=0 and the pertinent value required for J>=0.2*b/B considering J=0.2*b/B. In
the above equations, b is the mean transverse distance between the shell and a plane parallel to
the outhermost portion of the longitudinal bulkhead at the deepest subdivision load line. The p
i

value for the case of simultaneous flooding of a wing and adjacent inboard compartment is to be
obtained by using the formulae multiplied by the factor (1-r).
A damage zone containing abrupt changes of breadth may also be dealt with by
subdividing into smaller zones, each having constant b-value. The b-value is common for all
compartments in that group, and equal to the smallest b-value in that group in the following
form:
b=min( b
1
,b
2
,......,b
n
)
where n is the number of wing compartments and b
1
,b
2
,......,b
n
are the mean values of b for
individual wing compartment in that group. The following figures illustrate the application of
the above definitions.


















12.6.1.2 Calculation of factor s
i
: The factor s
i
is the probability of survival after flooding the
compartment or group of compartments under consideration, including the effects of any
horizontal subdivision. s
i
is dependent on the draught and includes the reduction factor v.
1. The factor s
i
is to be determined for each compartment or group of compartments for any
condition of flooding for cargo ships (IMO Resolution MSC.19(58)) in the following
form:
( ) ( )
otherwise
5
30
c
30 , 0 c
25 , 1 c
range GZ 5 . 0 c s
e
0
e
0
e
max i
u
=
> u =
s u =
=


where, GZ
max
is the maximum positive righting arm within the range of stability, but not less
than 0.1 m. range is the range of stability beyond the angle of equilibrium in degrees, but not
less than 20
0
and
e
is the final equilibrium angle of heel.
In the s
i
calculations, s=0, where the final waterline taking into account sinkage, heel and
trim, immerses the lower edge of openings through which progressive flooding may take place.
If the resulting s
i
is greater than zero, the positive contribution to the attained index A can be
taken into account. On the other hand, in generally, as damage stability criteria with GZ
max
>0.1
m, range of positive righting arms beyond the angle of equilibrium > 20
0
and final equilibrium
angle of heel < 25
0
; the ship survives, s=1. With GZ
max
=0.1 m, range=0 or final equilibrium
heel > 30
0
; the ship does not survive, s=0.
For combinations of intermediate GZ
max
, range and final heel, the ship may or may not
survive, 0< s <1. Therefore, it is difficult to visualise for example s=0.5, a 50% chance of
survival. At this condition, survival depends on the weather conditions.
Wherever a horizontal subdivision is fitted above the waterplane, the s
i
value for the
lower compartment or group of compartments is to be obtained by multiplying the s
i
value by the
reduction factor v. The factor v represents the probability that the spaces above the
horizontal subdivision will not be flooded. The reduction factor v can be calculated as:

max i
max
max
i
H H , when 1 v
H H and d H , when
d H
d H
v
> =
< >

=


For the assumed flooding upto the horizontal subdivision above the subdivision load line,
where H is to be restricted to a height of H
max
. If the uppermost horizontal subdivision in way of
the assumed damage region is below H
max
, v
i
=1. In the above equations, H is the height of the
horizontal subdivision above the baseline which is assumed to limit the vertical extent of
damage. If the height of the horizontal subdivision above the baseline is not constant, the height
of the lowest point of the horizontal subdivision above the baseline is to be used in calculating H.
H
max
is the maximum possible vertical extent of damage above the baseline.
The maximum vertical extent of flooding H
max
for the forward deck limiting, is to be
calculated in accordance with the draught at the deepest subdivision load line in the following
formula:

m 250 L , if 7 d H
m 250 L , if
500
L
1 L 056 . 0 d H
s max
s
s
s max
> + =
s |
.
|

\
|
+ =

whichever is the less. L
s
is the subdivision load line.



2. The factor s
i
is to be determined for each compartment or group of compartments for any
condition of flooding for passenger ships (IMO Resolution A.265(VIII)) in the
following form:

( )
2 e e i
B / F GM k s =

Where k is 4.90 m. and effective freeboard flooded F
e
is equal to :

e
2
1 e
tan
2
B
F F u =

Where F
1
is the "effective mean damage freeboard" as defined in regulation 1(h). B
2
is the
extreme moulded breadth amidships at the bulkhead deck and
e
is the equilibrium heel angle in
the damage condition. Finally, GM
e
is the transverse metacentric height at the equilibrium heel
angle.
If the minimum freeboard, F
min
, is negative, the s factor will be 0 as specified in regulation
6(d)(iii). F
min
is the minimum height of deck line above equilibrium waterline.



3. The factor s
i
is to be determined for each compartment or group of compartments for any
condition of flooding for Ro-Ro passenger ships (Circular MSC.574) in the following
form:

otherwise ,
7 20
20
c
20 , 0 c
7 , 1 c
Area Range GZ 58 . 2 c s
e
0
e
0
e
4
max i

u
=
> u =
< u =
=


where, GZ
max
is the maximum positive righting arm within the range of stability, but not less
than 0.1 m. range is the range of stability beyond the angle of equilibrium in degrees, but not
less than 15
0
. Area is the righting area, but not less than 0.015 m-rad and
e
is the final
equilibrium angle of heel. When the FREEBOARD is negative, the s value will be 0.
Area under the righting arm curve, measured from the angle of equilibrum to the lesser of
the angles at which progressive flooding occurs (downflooding points must have been defined),
or 22
0
for one compartment flooding, or 27
0
for two compartments flooding.


12.6.2 Calculation of Attained Subdivision Index : The attained subdivision index A is to be
calculated for ships by the following formula:

=
i
i i
s p A , for all damage cases
It is the total probability of a ship to survive all damage cases. Coefficients for each
damage zone are the damage distribution factor a, the damage length factor p, and the damage
penetration factor r.
Damage distribution factor a accounts for the probability of damage as related to the
position of the damage zone in the ship's length. For Resolution A.265(VIII), passenger ships,
and MSC Circular 574, Ro-Ro passenger ships, this coefficient is calculated according to
Regulation 6 (b) of Resolution A.265(VIII). For MSC.19(58), cargo ships, this coefficient is
calculated according to Article 1 of Regulation 25-5.
Damage length factor p evaluates the effect of the variation in the longitudinal extent of
damage on the probability that only the zone or group of zones under consideration may be
flooded. For Resolution A.265(VIII) and MSC Circular 574, this coefficient is calculated
according to Regulation 6 (c) of Resolution A.265(VIII). For MSC.19(58), cargo vessels, this
coefficient is calculated according to Article 1 of Regulation 25-5.
Damage penetration factor r evaluates the probability that the spaces inboard of the
longitudinal bulkheads will not be flooded. This factor is used only when longitudinal
subdivision is considered, e.g. when a b value is specified. For Resolution A.265(VIII) and
MSC Circular 574, this coefficient is calculated according to Regulation 7 of Resolution
A.265(VIII). For MSC.19(58), cargo vessels, this coefficient is calculated according to Article 2
of Regulation 25-5.
If the p factor is multiplied by the damage penetration factor r, pr, and when no
longitudinal subdivision is present, this factor is equal to pr = p. When longitudinal subdivision
is present, the factor pr is equal to pr = p * r for outboard damage and is equal to pr = p * (1 - r)
for inboard damage(For A.265(VIII) and MSC.574 see Regulation 7(b). For MSC.19(58) see
Regulation 25-5 art. 2).

12.6.2.1 Attained index A for cargo ships (IMO Resolution MSC.19(58)):

Summation of the products pr*sv

Where v is the reduction factor for horizontal subdivision as defined previously. Damage
length factor prcorrected for longitudinal subdivision, as defined previoulsy. The factor s is
to be weighted according to draught considerations as follows:
s = 0.5*s
l
+ 0.5*s
p

where, s
l
is the s factor at the subdivision load line (ds) and s
p
is the s factor at the partial load
line (d
1
). Thus, sv factor is the weighted s factor multiplied by the horizontal subdivision
factor. When no horizontal subdivision is present, this factor is equal to sv = s and when
horizontal subdivision is present, the factor sv is equal to:
For inward damage: sv = s * v
For upward damage: sv = s * (1 - v)
Finally, summation of the products is the product of the damage length factor (pr) and the
survivability factor (sv).
Required subdivision index R is then calculated as follows: Required subdivision index
R is intended to provide ships with a minimum standard of subdivision. The degree of
subdivision to be provided is to be determined by the required subdivision index R, as follows:

80 L 100 ,
R 1
R
100
L
1
1
1 R
, and m 100 L , L 0009 . 0 002 . 0 R
s
0
0 s
s
3
s
> >

+
=
> + =

where R
0
is the value R as calculated in accordance with the formula relevant to ships over 100
m in L
s
(see Regulation 25-3 art.2).


12.6.2.2 Attained index A for passenger ships (IMO Resolution A.265(VIII)):

Summation of the products a*pr*s (A = (aps))

Where a is the damage distribution factor and pr is the damage length factor corrected for
longitudinal subdivision, as defined previously. s is the weighted s factor for the draughts d
1
,
d
2
and d
3
. This factor is as follows:

s = 0.45*s
1
+ 0.33*s
2
+ 0.22*s
3

In the above equation, s
1
is the s factor at draft d
1
, s
2
is the s factor at draft d
2
and s
3
is the s
factor at draft d
3
.
The product of the factors a, pr, and s for each damage zone is taken for the alternative
giving the lowest s value. If inboard and outboard damages are submitted, one case will be
selected for each type of damage. Required subdivision index R is calculated according to
Regulation 2(c).

12.6.2.3 Attained index A for Ro-Ro passenger ships (Circular MSC.574):

Summation of the products a*pr*s (A = (aps))

Where a is the damage distribution factor and pr is the damage length factor corrected for
longitudinal subdivision, as defined previously. s is the survival probability factor. The
product of the factors a, pr, and s for each damage zone is taken for the alternative giving the
lowest s value. If inboard and outboard damage are submitted, one case will be selected for each
type of damage.
A
max
for n compartment(s) standard, is the maximum attainable subdivision index. To compute
this value, it is to be taken all selected damage cases and sets the value of s equal to 1.0, hence
A
max
= (ap*1.0) = ap. Thus, A / A
max
is the ratio of the attained subdivision index and the
maximum attainable subdivision index. When this value is less than 1.0, there is at least one
damage case that doesn't meet all the minimum stability criteria.