Maritime and Coastguard Agency

SURVEYOR ADVICE NOTE

Document
number:
SAN 21
Revision:
01
MCA GUIDANCE NOTES FOR
SUFFICIENCY OF STABILITY IN
DAMAGED CONDITION FOR
PASSENGER SHIPS CONSTRUCTED
BEFORE 29 APRIL 1990
th
Date:
03/04/07
Target
document:
OAN 564


Distribution HQ and Marine Offices


Expiry date:

Key Changes

Conversion of OAN to SAN

All amendments are highlighted in yellow.

FOR GENERAL DISTRIBUTION TO INCLUDE CONSULTANTS etc AS APPROPRIATE
The intact stability of a ship shall be considered sufficient if the following requirements
of residual stability after damage are complied with (refer to SLF 29/7/2 IMO Sub-
Committee on Stability and Load Lines and on Fishing Vessels Safety 29
th
Session,
dated 16 November 1983).

These notes are used in conjunction with the requirements specified in the Merchant
Shipping (Passenger Ship Construction: Ships of Classes I, II and II(A)) Regulations
1998, (MSN 1698) Schedule 3 Section 2.

The above is summarized as follows for final stage and intermediate stages of flooding
including symmetrical and asymmetrical damages. For these requirements the
intermediate stages are those stages before the final stage of primary flooding is
reached, equalization is assumed to occur after the primary flooding has been
completed, and it must result in the heel being reduced to not more than 7 degrees in
15 minutes.

1. Residual Stability Criteria for Symmetrical and Unsymmetrical Flooding

1.1 In the intermediate stages of flooding; a maximum residual GZ of at least 0.03m
and a range of positive stability of at least 5 (see diagrams at end).

1.2 In both the final stage of flooding and subsequently when equalization is
complete, if applicable, a maximum residual GZ of at least 0.05m and range of positive
stability of at least 7.

2. Symmetrical Flooding

2.1 Positive residual stability and range of stability as specified in item 1.1 and 1.2,
whether the ship is upright or heeled in any intermediate stage of flooding.

2.2 At intermediate stages of flooding the margin line shall not be submerged unless
partial sub-division above the margin line is arranged in order to limit the spread of
water along the bulkhead deck and results in an angle of heel not exceeding 20.
Additionally in the case of ships carrying vehicles on the bulkhead deck, the angle of
heel in the intermediate stages of flooding shall not be greater than that which will
submerge the margin line.

2.3 For all intermediate and final stages of flooding there shall not be any
progressive flooding past partial bulkheads or down-flooding into other watertight
compartments within a range of 5 past the angle of equilibrium at each flooding stage,
the maximum residual GZ before the flood past angle is reached shall be 0.03m.

NOTE:- This requires that critical flooding points must not be immersed within 5
of equilibrium in the final stage of flooding. However, it is accepted that a
progressive flooding point may be immersed by the assumed rolling of the vessel
between 5 and 7 in the final stage of flooding.

Where water passes a progressive flooding point in such cases, its effects on the
residual GZ curve must be limited by local partition bulkheads or linings which
prevent the entrapment of water beyond the critical point.

In order to achieve this it must be demonstrated that in all the damage cases:-
(a) the STAB80 standard is achieved ignoring the critical points;
(b) the criteria of 0.03m GZ and 5 are also met; and finally
(c) where critical progressive flooding points are immersed between 5
and 7 the passage of water is sufficiently restricted and not
trapped.

It may be noted that no down-flooding points may be immersed before 7 heel in
the final stage of flooding.

2.4 At the final stage of flooding the margin line shall not be submerged.

2.5 At the final stage of flooding there shall be a positive residual metacentric height
of at least 0.05m, as calculated by the constant displacement method.

3. Unsymmetrical Flooding

3.1 Positive residual stability and range of stability shall be provided as specified in
item 1.1 and 1.2.

3.2 Requirements for margin line submergence as specified in item 2.2 and 2.4.

3.3 At the final stage of flooding after equalization measures, if any, have been taken
into account, the angle of heel shall not exceed 7 and the margin line shall not to be
submerged.

3.4 For all intermediate and final stages of flooding there shall not be any
progressive flooding past partial bulkheads or down flooding openings into other
watertight compartments within a range of 5 past the angle of equilibrium at each
flooding stage, the maximum residual GZ before the flood past angle is reached shall
be 0.03m. The NOTE shown in paragraphs 2.3 also applies here.

4. Each of the above criteria in paragraphs 2 and 3 shall be examined separately
for each damage case considered. The following is a typical list of criteria used by
MCA for investigating unsymmetrical and symmetrical damages:-


4.1 Criteria for Unsymmetrical Flooding

Number Description

1 Reference points (e.g. margin line) at a distance of 0.001m above the
damage waterline at all stages for ro/ro ships and final stage only, for
other passenger ships, after equalization measures have been taken, if
applicable.

2 Critical openings (e.g. air pipes or stairway sills etc) at a distance of
0.001m above the damage waterline also includes progressive flooding
points.

3 The required residual GZ of 0.030m within a range of 0- 25 (or the angle
of down-flooding if less) for intermediate stages.

4 The required range of positive stability of 5 - for intermediate stages.

5 The required residual GZ of 0.050m within a range of 0-22 (or the angle
of down-flooding if less) for the final stage of primary flooding and also
after equalization measures have been taken, if applicable.

6 The required range of positive stability of 7 - for final stage of primary
flooding and also after equalization measures have been taken, if
applicable.

7 Angle of heel not more than 20 - for intermediate stages and final stage
before equalization measures, have been taken, if applicable.

8 Angle of heel not more than 7 - for final stage after equalization
measures have been completed, if applicable.

9 5 progressive flooding margin by investigation/inspection, (see items 2.3
and 3.4).

4.2 Criteria for Symmetrical Flooding

Number Description

1 Reference points (e.g. margin line) at a distance of 0.001m above the
damage waterline at all stages for ro/ro ships and final stage only, for
other passenger ships, after equalization measures have been taken, if
applicable.

2 Critical openings (e.g. air pipes or stairway sills etc) at a distance of
0.001m above the damage waterline also includes progressive flooding
points.

3 The required residual GZ of 0.030m within a range of 0- 25 (or the angle
of down-flooding if less) for intermediate stages.

4 The required range of positive stability of 5 - for intermediate stages.

5 The required residual GZ of 0.050m within a range of 0-22 (or the angle
of down-flooding if less) for the final stage of primary flooding and also
after equalization measures have been taken, if applicable.

6 The required range of positive stability of 7 - for final stage of primary
flooding and also after equalization measures have been taken, if
applicable.
7 Angle of heel not more than 20 - for intermediate stages and final stage
before equalization measures, have been taken, if applicable.

8 5 progressive flooding margin by investigation/inspection, (see items 2.3
and 2.4).

9 Minimum positive residual metacentric height of 0.05m for the final
stage of flooding.

5. The maximum allowable KG(f) or deadweight moment, or minimum required
GM(f), is to be determined for each of the specified criteria in items 4.1 or 4.2 as
appropriate for the intermediate and final stages of flooding and after equalization, if
applicable, for each selected damage over a range of draughts (or displacements) and
trims.

The most onerous results for each draught and trim shall be used to establish the
maximum allowable KG(f) or deadweight moment, or minimum required GM(f),
envelope curves. In this examination reference shall also be made to the requirements
of the intact stability criteria specified in Schedule 1 of Merchant Shipping (Passenger
Ship Construction: Ships of Classes I, II and II(A)) Regulations 1998, (MSN 1698)
Schedule 1. For example, in some cases the intact criterion for range of MAXIMUM GZ
may take precedence over the damage criteria.

The range of trims considered in the derivation of these curves shall be approximately
the following:-


0.8%L by the stern
0.4%L by the stern
Even Keel
0.4%L by the bow
0.8%L by the bow


}

Lesser trims may be
accepted if it can be
shown that such lesser
trims are sufficient for the
purpose intended,
because of the
characteristics of the
particular ship.

or any other service condition trim if this is in excess of the above.


6. Cross-Levelling Arrangements

Based upon investigation into a previous casualty the MCA has revised its requirements
for cross-levelling and the maximum time taken for this equalization to be considered as
instantaneous, the requirements are as follows:-

6.1 Provided that it can be shown by calculation, that the cross-levelling
arrangements have sufficient cross sectional area in ships structure or ducts to permit
the transfer of liquids in not more than 60 seconds, then the cross-flooding of the
respective interconnected spaces may be considered as instantaneous without any
unsymmetrical moment occurring. Therefore the interconnected spaces will be
assumed to flood in equal and simultaneous stages.

Where cross-levelling is to be regarded as instantaneous it must be shown that the
area of the respective air pipes to the spaces concerned are sufficient to avoid a build-
up of air back pressure which may significantly affect the equalization or cross-flooding
time. Each case will have to be examined separately depending on the structural
configurations. For information, there are now cross-flooding computer programs
available to simulate the equalizing of water levels between wing spaces which take
into account the air vent areas etc.

6.2 Should this cross-levelling time exceed 60 seconds, staged unsymmetrical
flooding of the interconnected spaces is to be considered. The stages for filling the
damaged space and the subsequent flooding of the respective opposite space will be
considered separately by the MCA having regard to the calculated time to cross-level;
the most onerous case being as follows:-

Damaged space six stages of flooding; for small tanks one stage is sufficient.

Opposite cross-connected space three stages of flooding, the first stage to
commence when the damage side has completed flooding. Less onerous cross-
flooding stages may be accepted, having regard to the proposed cross-flooding
arrangements.

6.3 The following orifice formula is at present used for rectangular openings, which
has been developed from MCA project work in order to calculate the time to cross-
level:-

Q = x CD x b 2g x (h
2
3/2
h
1
3/2
) m
3
/sec

Where Q = rate of flow m
3
/sec
b = breadth of orifice or opening (m)
CD = friction coefficient = 0.60
g = 9.815m/sec
2
h
2
= head of water to bottom of opening (m)
h
1
= head of water to top of opening (m)

6.4 Cross-levelling arrangements, where required to be instantaneous, should not
be arranged with any form of controlled valve in the opening duct or pipe linking spaces
to be cross-levelled.


7. Stages of Flooding

The MCA considers that the following standards should be applied for stage flooding of
damaged compartments:-

7.1

Double bottom spaces of conventional height,
small side tanks, fuel oil bunkers at ships side
etc

- one stage flooding
Deep tanks, holds, fuel oil bunkers not at ships
side
- six stages of flooding
Tween decks, (provided that no fore and aft
divisions are arranged to restrict flow)
- six stages of flooding
Machinery compartments, deep voids etc - six stages of flooding

7.2 Where cross-levelling occurs, if this can be achieved within 60 seconds,
instantaneous flooding is considered for both spaces with stages as above depending
upon type. Spaces surrounded by fire-resisting steel bulkheads shall not be considered
as instantaneously flooded.

7.3 Where instantaneous flooding cannot be achieved then stage flooding shall be
assumed for each case considered, depending upon the cross-flooding time. When
flow is restricted with arrangements then delayed flooding may be required.

7.4 As refrigerated storerooms generally have low water penetration, they should be
assumed to be unaffected, unless cross-levelling fittings are arranged.

7.5 In examining damages related to the stages of flooding referred to in item 7.1, it
has been normal practice to define individual spaces separately. This has meant when
considering damages that each space will have a free surface during each intermediate
stage of flooding.

However when considering respective damages for either one compartment or two
compartment standard where a number of watertight flats or decks are arranged above
each other, generally free surfaces for each of the respective spaces will occur during
the intermediate stages of flooding.

The MCA may allow certain spaces to be treated as a single space, or consider
reducing the number of stages of flooding depending upon examination of the
arrangements, provided lesser vertical extent of damages are examined i.e. upper
tween decks etc below the bulkhead deck for ro/ro passenger ferries and tween decks
above the bulkhead deck for cruise liners where partial watertight webs are required.

8. For the purpose of the damage investigation and the intact conditions chosen to
cover the operational range of the vessel, it is to be assumed that all tanks included in a
particular assumed damage are empty and are therefore floodable for the particular
damage case concerned. An exception to this is that tanks which are designated
permanent oil or water ballast tanks are filled 100% and provided with the necessary
locking arrangements. Where specified, these tanks are to be shown in the Notes to
the Master contained in the trim and stability information booklet indicating their
conditions of use for considering damage stability aspects, and they shall also be listed
on the envelope curves derived in accordance with paragraph 5 above.

9. This document constitutes a clarification of interpretation of the STAB80 national
standard applicable to all UK passenger vessels constructed before 29
th
April 1990,
previously issued in March 1988. The clarification is made to ensure continued
effectiveness of the STAB80 national standard in response to stability enhancement
measures now commonly undertaken by ship operators.

This revised interpretation applies to all vessels entering the UK flag after 27
th

September 2005, and also to any existing UK vessel undergoing modifications which
affect subdivision arrangements, and thereby the critical KG(f)/GM(f) envelope curves,
after this date.
Intermediate Stages

Symmetrical
See 1.1
Min 5
RANGE
Note - No critical flooding points
to be immersed within this range



25
f
30mm GZ to be achieved by 25 or
immersion of first critical flooding
point (whichever occurs first)
GZ
See 1.1

Final Stage

Symmetrical

Min 7
RANGE
See Note 2.3 re: Critical Flooding Points
See 1.2

25
f
50mm GZ to be achieved by 25, or
immersion of first critical flooding
point (whichever occurs first)
GZ
See 1.2

Intermediate Stages

Unsymmetrical

RANGE
Max 20
(or angle to immerse
margin line if less)
Min 5
See 1.1, 2.2


25
f
30mm GZ to be achieved by 25, or immersion of
first critical flooding point (whichever occurs first)
GZ
See 1.1

Final Stage

Unsymmetrical

Min 7
RANGE
Max 7
See Note 2.3 re: Critical Flooding Points
See 1.2



22
f
50mm GZ to be achieved by 22 or immersion of
first critical flooding point (whichever occurs first)
GZ
See 1.2
Final Stage Only Note 2.3 re: Critical Flooding Points
Symmetrical See 2.3

Unsymmetrical See 2.3
No critical flooding
points to be immersed
within this range
5 2
Progressive flooding point may
be immersed between 5 and 7
provided that local partition bhds
prevent entrapment of water
30mm GZ within
5 of upright




Author Andrew Scott Job Title Marine Policy Lead
Authorised by Paul Coley Job Title Assistant Director
Ship Standards

5
30mm GZ within
5 of equilibrium

No critical flooding
points to be immersed
within this range
2

Progressive flooding point
may be immersed between 5
and 7 provided that local
partition bhds prevent
entrapment of water