关于imo发布msc.429（98）决议经修订的solas第ii 1章分舱与破损稳性规则的解释性文件的技术通告

CCS 技术通告
Technical Information
（2018 年）技术通告第 14 号总第 340 号

2018 年 03 月 27 日（共 1 页 +附件）
发：本社总部有关处室，本社验船师、审图中心、有关船东、船厂、设计院、船
舶管理公司
关于 IMO 发布 MSC.429（
MSC.429（98）
98）决议-
决议-经修订的 SOLAS 第 II-
II-1 章分舱与
破损稳性规则的解释性文件的技术通告
一、背景
国际海事组织海上安全委员会第 98 届会议通过了经修订的 SOLAS 第 II-1 章分
舱与破损稳性规则的解释性说明。提请各缔约国政府注意该文件将随同 MSC.421
（98）决议实施。
二、主要内容
该文件对经过 MSC.421(98)决议修订的 SOLAS II-1 章分舱与破损稳性要求给出
了统一解释。该解释性内容应与 MSC.421(98)决议共同实施。为确保破损稳性规
则的统一应用，在应用经修订的 MSC.216（82）决议通过的 SOLAS 第 II-1 章分舱
与破损稳性规则时可使用该经修订的解释性说明。
对文件的中译文如有疑问，应以英文原文为准。
本通函在本社网站（www.ccs.org.cn）上发布，并由各分社转发所辖区域内
船东和船舶管理公司。实施中如有问题，请与我社技术管理处联系
（rt@ccs.org.cn）。
附件: MSC.429（98）-经修订的 SOLAS 第 II-1 章分舱与破损稳性规则的解释性说

明（中英文）
海安会 MSC.429(98)决议
（2017 年 6 月 9 日通过）
经修订的 SOLAS 第 II-1 章分舱与破损稳性规则的解释性说明
海上安全委员会，
忆及国际海事组织公约第 28(b)条关于本委员会的职能，
还忆及 MSC.216(82)决议通过的 SOLAS 第 II-1 章分舱与破损稳性规则基于概率概念，

用碰撞后的残存概率来度量破损工况下的船舶安全，
注意到本委员会在其第 82 届会议上批准的《SOLAS 第 II-1 章分舱与破损稳性规则暂行

解释性说明》（MSC.1/Circ.1226 通函）
，用以协助各主管机关统一解释和应用上述分舱与破
损稳性规则，
还注意到本委员会在其第 85 届会议上通过的《SOLAS 第 II-1 章分舱与破损稳性规则的

解释性说明》（MSC.281(85)决议）
，
进一步注意到本委员会以 MSC.421(98)决议通过 SOLAS 第 II-1 章分舱与破损稳性规则

的修正案，
认识到经修订的解释性说明应与分舱与破损稳性规则上述修正案（MSC.421(98)决议）
一并通过，
还认识到经修订的解释性说明的适当应用对确保 SOLAS 第 II-1 章分舱与破损稳性规则

的统一应用极为重要，
在其第 98 届会议上审议了船舶设计与构造分委会在其第 4 次会议上提出的建议案，
1．通过《经修订的 SOLAS 第 II-1 章分舱与破损稳性规则的解释性说明》

，其文本载于
本决议附件；
2．敦促各缔约国政府和所有相关方在应用经修正的 MSC.216(82)决议通过的 SOLAS 第

II-1 章分舱与破损稳性规则时使用经修订的解释性说明；
3. 提请各缔约国政府注意经修订的解释性说明应对 MSC.421(98)决议通过的 SOLAS 第

II-1/1.1.1 条定义的船舶生效。
1/39
附件
经修订的 SOLAS 第 II-1 章分舱与破损稳性规则的解释性说明
目录
A 部分引言
B 部分 SOLAS 第 II-1 章分舱与破损稳性各条规则的指导

第1条适用范围
第2条定义
第4条通则
第5条完整稳性
第 5-1 条向船长提供的稳性资料
第6条要求的分舱指数 R
第7条达到的分舱指数 A
第 7-1 条因数 pi 的计算
第 7-2 条因数 si 的计算
第 7-3 条渗透率
第8条关于客船稳性的特殊要求
第 8-1 条客船进水事故后的系统性能和操作资料
第9条客船和货船（除液货船外）双层底
第 10 条水密舱壁的构造
第 12 条尖舱及机器处所的舱壁、轴隧等
第 13 条客船舱壁甲板以下水密舱壁上的开口
第 13-1 条货船水密舱壁和内部甲板上的开口
第 15 条客船舱壁甲板和货船干舷甲板以下外板上的开口
第 15-1 条货船外部开口
第 16 条水密关闭装置的构造和初次试验
第 17 条客船舱壁甲板以上的内部水密完整性
第 17-1 条客滚船船体和上层建筑的完整性、破损的预防和控制
第 22 条进水的预防和控制等
附录分舱与破损稳性计算书编写指南
2/39
A 部分引言
1 SOLAS 第 II-1 章中的 SOLAS 分舱与破损稳性协调规则基于概率概念，这一概念用

碰撞后的残存概率来度量破损工况下的船舶安全。该概率在规则中称为“达到的分舱指数
，可视为船舶安全的客观度量且理论上不必用任何确定性的要求补充该指数。
A”
2 概率概念的原理为两条不同船舶达到的指数相同，则其安全性相等，因此即使船舶
能经受不同的破损，也不必对其特定部分进行特殊处理。在规则中受到特别注意的区域仅是
船首和船底部位，其撞击和搁浅情况用特殊分舱的规定来处理。
3 仅有一些使概念具有可行性所必需的确定性要素已包括在内。除客船概率规则外，
还有必要包括某种确定性的“较小破损”，以避免船舶设计成在船长的某一部分具有可能视
为不可接受的弱点。
4 很容易认识到有许多因素会影响船舶船体破损的最终结果。这些因素是随机的，对
特征不同的船舶有不同的影响。例如，看来显而易见的是，对于大小相似但载货数量不同的
船舶由于营运期间的渗透率和吃水范围不同，程度相似的破损会导致不同结果。船舶撞击时
的重量和速度显然是另一个随机变量。
5 因此，三维破损对具有给定水密分舱船舶的影响取决于下列情况：
.1 进水的特定处所或相邻处所组合；
.2 破损时的吃水、纵倾和完整稳心高度；
.3 破损时受影响处所的渗透率；
.4 破损时的海况；和
.5 其他因素，例如重量不均匀可能引起的横倾力矩。
6 这些情况中有一些是相互依存的，且这些情况及其影响之间的关系会随不同情形而
变。另外，船体强度对穿透的影响显然会对给定船舶的结果有某种影响。由于破损的位置和
大小是随机的，不可能说明船舶的哪一部分会浸水。但是，如果按经验（即破损统计）已知
某些破损发生的概率，就能确定给定处所进水的概率。处所进水的概率也就等于使所考虑处
所与海水相通的所有这些破损发生的概率。
7 由于这些原因以及数学的复杂性和数据不足，准确或直接评定这些情况对特定船舶
经受随机破损（如发生）的残存概率的影响是不切实际的。但如接受一些近似值或定性判断，
则可将概率方式用作船舶安全评定和调控所用比较方法的依据，进行合乎逻辑的处理。
8 可用概率理论来证明，船舶的残存概率应计算为船舶在每一单个舱室及每一两个、
三个等相邻舱室组合进水后的残存概率分别与导致相应舱室或舱室组合进水的破损发生概
率的乘积之总和。
9 如果计算船舶可能经受的每一破损情况的发生概率，然后结合载货船舶在各种最可
能的装载工况下经受每一破损的残存概率，就能确定达到的指数 A 来度量船舶承受碰撞破
损的能力。
10 因此，船舶在给定的纵向位置随机碰撞后保持浮态而不下沉或倾覆的概率可分解
为：
.1 破损的纵向中心正好出现在所考虑船舶区域的概率；
.2 破损的纵向范围仅包括该区域中的横向水密舱壁之间处所的概率；
3/39
.3 破损的垂向范围仅在给定的水平边界（例如水密甲板）之下处所浸水的概率；
.4 破损的横向穿透不大于至给定的纵向边界的距离的概率；和
.5 贯穿进水过程的水密完整性和稳性足以避免倾覆或下沉的概率。
11 这些因素中的前三个仅取决于船舶的水密布置，而最后两个取决于船舶形状。最后
一个因素还取决于实际装载工况。通过将这些概率分组，已制定包括以下概率的残存概率或
达到的指数 A 的计算公式：
.1 每一单个舱室和每一可能的两个或更多相邻舱室组合进水的概率；和
.2 一个舱室或两个或以上相邻舱室的一个组合进水后的稳性足以防止由于丧失稳
性或中间或最终进水阶段的横倾力矩而造成倾覆或危险横倾的概率。
12 该概念允许对特定船舶要求最小 A 值，以此来应用规定的要求。该最小值在现行
规则中称为“要求的分舱指数 R”，并取决于船舶尺度、乘客数量或立法者可能认为重要的
其他因素。
13 符合规范的证据也就简化为：
13.1 正如以上已说明，达到的分舱指数 A 用整个概率的公式确定为每个舱室或舱组的

处所浸水概率乘以船舶不会由于所考虑的处所进水而倾覆或下沉概率的乘积的总和。换言
之，达到的指数的通用公式能以下列形式给出：
13.2 下标“i”表示船舶水密分舱内所考虑的破损区域（舱组）
。分舱从纵向看，自最
后的区域/舱开始。
13.3 “pi”值表示只有所考虑的“i”区域浸水的概率，不计任何水平分舱，但考虑到
横向分舱。区域内的纵向分舱会导致额外的进水情况，每种情况具有其本身的发生概率。
13.4 “si”值表示所考虑的“i”区域进水后的残存概率。
14 尽管上述想法非常简单，但如果要制定一个数学上完善的方法，其实际准确应用就
会产生一些困难。正如以上已指出，对破损作一广泛但仍不完整的说明要将其纵向和垂向位
置及其纵向、垂向和横向范围包括在内。除了处理这种五维随机变量的困难外，用现有的破
损统计数据也不可能非常精确地确定其概率分布。计算船舶在中间进水阶段或最终进水阶段
不会倾覆或下沉的概率时，所涉及的变量和物理关系也有类似的限制。
15 如要达到可用统计数据的近似值，就会导致极其大量和复杂的计算。为使该概念具
有可行性，有必要进行广泛的简化。尽管不可能在这种简化的基础上计算准确的残存概率，
但仍有可能制定一种有用的度量方式来比较船舶纵向、横向和水平分舱的优点。
4/39
B 部分 SOLAS 第 II-1 章分舱与破损稳性各条规则的指导
第 1 条适用范围
第 1.3 条
1 如经过重大改装的客船系在 2009 年 1 月 1 日以前建造，其仍可继续符合 2009 年 1
月 1 日以前建造的船舶所适用的破损稳性规则。
2 如经过不影响船舶水密分舱或只有较小影响的重大改装的客船系在 2009 年 1 月 1
日或以后但在第 1.1.1.1 条①的适用日期以前建造，其仍可继续符合建造时所适用的破损稳性
规则。但是，如重大改装严重影响船舶水密分舱，其应符合重大改装时适用的 B-1 部分中的
破损稳性规则，除非主管机关认为这样不合理和不可行，在此情况下达到的分舱指数 A 应
尽可能提高超过原建造所需的分舱指数 R。
3 MSC.1/Circ.1246 通函仅适用于 2009 年 1 月 1 日以前建造的货船。
4 2009 年 1 月 1 日或以后建造的长度小于 80 m 随后加长到超过此限的货船应按照其
类型和长度完全符合破损稳性规则。
5 如仅在国内营运并从未被签发 SOLAS 客船安全证书的客船被改装成国际营运，就
B、B-1、B-2、B-3 和 B-4 部分的稳性要求而言，其应被视为改装开始之日建造的客船。
第2条定义
第 2.1 条
分舱长度（Ls）– 下图为 Ls 的不同示例，说明浮体和储备浮力。用于储备浮力的限制甲
板可部分水密。
基线以上可能的最大垂向破损范围为 ds+12.5 m。
① 除另有明文规定外，对本指南中各条的引用即是对 SOLAS 第 II-1 章各条的引用。
5/39
第 2.6 条
干舷甲板 – 关于处理阶梯形干舷甲板的水密和构造要求，见第 13-1 条的解释性说明。
第 2.11 条
轻载航行吃水（dl）– 轻载航行吃水（dl）对货船通常对应于消耗品为 10%的压载到港
工况。对客船，它通常对应于消耗品为 10%、装载全部额定乘客和船员及其行李物品以及
满足稳性和纵倾要求所必需压载的到港工况。为符合《2004 年国际船舶压载水和沉积物控
制与管理公约》的任何临时压载水交换工况或任何非航行工况（诸如干坞）不应作为 dl。
6/39
第 2.19 条
舱壁甲板 – 关于处理阶梯形舱壁甲板的水密和构造要求，见第 13 条的解释性说明。
第4条通则
第 4.5 条
与这些规定相关的资料和指导，见第 7-2.2 条的解释性说明。
第 5 条完整稳性
第 5.2 条
1 就本条规则而言，姐妹船系指同一船厂按相同图纸建造的货船。
2 对于任何新造姐妹船，如其与首制船的已知差别不超过第 5.2 条中规定的空船排水
量和重心纵向位置偏差极限，应进行详细的重量和重心计算以调节首制船的空船属性。经调
节的首制船空船属性之后用于与新造姐妹船的空船重量检验结果进行比较。但是，如与首制
船的已知差别超过第 5.2 条中规定的空船排水量或重心纵向位置偏差极限，船舶应做倾斜试
验。
3 当空船重量检验结果不超过规定的偏差极限时，从空船重量检验获得的空船排水量
和重心的纵向和横向位置应与首制船重心垂向位置或经计算、调节的值（取较大者）共同使
用。
4 第 5.2 条可适用于核定载运少于 240 人的 SPS 规则船舶。
第 5.4 条
1 当对营运的船舶进行改装导致空船属性可计算的差别时，应进行详细的重量和重心
计算以调节空船属性。如经调节的空船排水量或重心纵向位置，当与认可的值进行比较时，
超过第 5.5 条所规定的偏差极限之一，船舶应重做倾斜试验。此外，如经调节的空船重心垂
向位置，当与认可的值进行比较时，超过 1%，船舶应重做倾斜试验。空船重心横向位置没
有偏差极限。
2 当船舶不超过上述解释性说明 1 所规定的偏差极限，如超过认可值的任何下列偏差，
应使用新计算的空船属性向船长提供经修正的稳性资料：
.1 空船排水量的 1%；或
.2 对于重心纵向位置，0.5%L；或
.3 重心垂向位置的 0.5%。
但是，如未超过这些偏差极限，不需要修正提供给船长的稳性资料。
3 当在一段时间对营运的船舶进行数次改装，并且每次改装都在上述规定的偏差极限
之内，最近一次倾斜试验得到的空船属性累积总变化还不应超过上述规定的偏差极限，否则
船舶应重做倾斜试验。
第 5.5 条
当空船重量检验结果不超过规定的偏差极限时，在所有后续向船长提供的稳性资料中，
从空船重量检验获得的空船排水量和重心纵向和横向位置应与最近一次倾斜试验得到的重
心垂向位置共同使用。
第 5-1 条向船长提供的稳性资料
7/39
第 5-1.3 条
应用的纵倾值应在所有拟用于船上的稳性资料中一致的要求旨在处理初稳性计算以及
船舶营运寿命期间可能需要的计算。
第 5-1.4 条（另见第 7.2 条）

1 在吃水 ds、dp 和 dl 之间的极限值线性内插仅适用于最小 GM 值。若要绘制最大许用
KG 曲线，则应计算足够数量中间吃水的 KMT 值，以确保获得的最大 KG 曲线能够与呈线性
变化的 GM 相对应。当轻载航行吃水的纵倾与其他吃水的纵倾不同时，部分吃水和轻载航
行吃水之间吃水的 KMT 应按部分吃水纵倾和轻载航行吃水纵倾之间插值得到的纵倾进行计
算。
2 如果营运纵倾范围拟超过±0.5% L，初始极限 GM 线应以常规方式设计，最深分舱
吃水和部分分舱吃水按水平纵倾计算，轻载航行吃水按估算营运纵倾计算。然后应根据三种
吃水 ds、dp 和 dl 的每一种吃水的装载工况所覆盖的营运纵倾范围，补充绘制若干条极限 GM
线以确保纵倾间隔不超过 1% L。将这些极限 GM 线组合起来，给出单条极限 GM 包络曲线。
应清晰说明该曲线的有效纵倾范围。
3 如根据第 7 条从不同纵倾的破损稳性计算中获得多条 GM 极限曲线，应制定覆盖所
有计算纵倾值的包络曲线。覆盖不同纵倾值的计算应以不超过 1%L 的步长进行。破损稳性
计算应覆盖包括中间纵倾在内的整个范围。参见示例，该例表明从 0 纵倾和 1% L 的计算获
得的包络曲线。
4 由于压载水交换要求等，当吃水小于轻载航行吃水 dl 时，可能发生临时装载工况。
在此情况下，对于低于 dl 的吃水，应使用 dl 的 GM 极限值。
5 根据《国际载重线公约》，可允许船舶高于最深分舱吃水 ds 航行（例如使用热带干
舷）。在此情况下，对于高于 ds 的吃水，应使用 ds 的 GM 极限值。
第 5-1.5 条
有时可能需要扩大纵倾范围，比如在dp附近。该方法基于如下原则，即当在吃水整个过
程中GM相同并且纵倾之间的步长不超过1% L，不需要使用相同的纵倾值。在此情况下，将
有基于吃水s1、p1、l1和s2、p2、l2和s2、p3、l2的三个A值。这些纵倾的每个部分指数As、Ap
和Al的最低值应用于达到的分舱指数A的求和。
8/39
纵倾极限图 GM极限曲线
第 5-1.6 条
本规定旨在处理主管机关批准替代验证方法的情况。
第6条要求的分舱指数 R
第 6.1 条
为证明符合这些规定，参见关于破损稳性计算结果表述的《分舱与破损稳性计算书编写
指南》，其文本载于附录。
第7条达到的分舱指数 A
第 7.1 条
1 船舶的船体遭受碰撞破损后残存的概率用指数 A 表示。指数 A 需要按破损范围和船
舶破损前的初始装载工况所定义的不同破损情况通过计算获得。应考虑三种装载工况，结果
按下式加权：
A = 0.4As + 0.4Ap + 0.2Al
式中下标 s、p 和 l 表示三种装载工况，与指数相乘的因数表明每种装载工况的指数 A 如何
加权。
2 各装载工况的指数 A 的计算方法用下式表示：
2.1 下标 c 表示三种装载工况之一，下标 i 表示所调研的每一破损或破损组合，下标 t

是为计算特定装载工况的 Ac 而调研的破损数量。
2.2 为获得给定分舱的最大指数 A，t 必须等于破损总数 T。
3 实际上，考虑的破损组合不是受限于对 A 有利的作用显著减少（即浸水容积增大许
多），就是受限于超过最大可能破损长度。
4 指数 A 分成如下部分因数：
pi 因数 p 仅视船舶水密布置的几何形状而定。
9/39
vi 因数 v 视船舶水密布置（甲板）的几何形状和初始装载工况的吃水而定，表示
水平分隔以上处所不浸水的概率。
si 因数 s 视船舶在特定初始工况下发生所考虑破损后的残存能力计算而定。
5 计算每个指数 A 时应使用三种初始装载工况。这些装载工况由平均吃水 d、纵倾和
GM（或 KG）定义。平均吃水和纵倾见下图。
6 三种装载工况的 GM（或 KG）可以初步尝试从完整稳性极限 GM（或 KG）曲线上

取值。如未获得要求的指数 R，可增大 GM（或减小 KG）值，这意味着完整稳性手册中的
完整装载工况现在必须满足破损稳性计算所得的极限 GM（或 KG）曲线要求。极限 GM（或
KG）在这三个 GM 值之间线性插值获得。
7 对于一系列按相同图纸建造的新客船或货船，每艘都有相同吃水 ds、dp 和 dl 以及相
同 GM 和纵倾极限，为首制船计算的达到的分舱指数 A 可用于其他船舶。此外，可接受吃
水 dl 的小差别（和吃水 dp 的后续差别）
，如果这些差别是由于不超过第 5.2 条所规定的偏差
极限的空船属性小差别造成的。对于不满足这些条件的情况，应计算新的达到的分舱指数 A。
“按相同图纸建造”系指影响达到的分舱指数 A 计算的船体、舱壁、开口和船舶其他
部分的水密和风雨密方面保持完全一致。
8 对于经过实质性影响向船长提供的稳性资料并要求其按照第 5.4 条重做倾斜试验的
改装的营运客船或货船，应计算新的达到的分舱指数 A。但是，对于不需要重做倾斜试验并
且不改变影响达到的分舱指数 A 的船舶水密和风雨密布置的改装，如果 GM 和纵倾极限保
持不变，不要求计算新的达到的分舱指数 A。
9 对于每五年需进行空船重量检验的客船，如空船重量检验结果在第 5.5 条规定的极
限以内，并且 ds、GM 和纵倾极限保持不变，不要求计算新的达到的分舱指数 A。但是，如
空船重量检验结果超过第 5.5 条规定的任一极限，应计算新的达到的分舱指数 A。
10 对于任何新造客船或货船，如其初始和完工值之间的空船属性偏差在第 5.2 条规定
的极限以内并且 ds 不变，则可认可初始达到的分舱指数 A 计算作为最终达到的分舱指数 A
计算。但是，对于不满足这些条件的情况，应计算新的达到的分舱指数 A。
第 7.2 条
当为不同纵倾进行 A 的附加计算，对于给定的一组计算，ds、dp 和 dl 之间的纵倾值差别
不得大于 1%L。
第 7.5 条
1 与边舱含意相同，达到的指数 A 的累加应反映破损区域内所有水密舱壁和进水边界
造成的影响。假定破损至船宽 B 的一半为止，忽略所反映的作用较小的分舱变化都是不正
确的。
2 在船舶首端与尾端，如剖面宽度小于船宽 B，横向破损能穿透中纵舱壁。破损横向
范围的这种应用与将局部统计数据在最大型宽 B 而非局部船宽的基础上标准化的方法一致。
3 如在船舶首端与尾端，分舱超过最深分舱吃水的水线，破损穿透 b 或 B/2 应从中线
计。下图说明 B/2 线的形状。
10/39
4 在边舱内或中线处如设有槽形纵舱壁，只要槽的深度与扶强结构的尺寸量级相同，
可作为等效平面舱壁处理。同一原则也可适用于槽形横舱壁。
第 7.6 条
对于所有进水阶段的自由液面处理，参见第 7-2.2 条的解释性说明。
第 7.7 条
1 直接相邻于或尽可能接近舱壁或甲板的管子和阀，只要舱壁或甲板任一侧的分隔距
离与舱壁或甲板扶强结构的尺寸量级相同，可视作舱壁或甲板的一部分。这同样适用于小的
凹槽、泄水井等。
2 对于船长 150 m 及以内的船舶，允许“较小的累进进水”的规定应限于在任何两个
水密舱室之间穿透水密分隔，总横截面积不大于 710 mm2 的管子。对于船长 150 m 及以上
的船舶，管子的总横截面积应不超过直径为 L/5000 m 管子的横截面积。
第 7-1 条因数 pi 的计算
通则
1 下列定义拟仅适用于 B-1 部分。
2 在第 7-1 条中，“舱室（compartment）”和“舱组（group of compartments）
”应理解
为“区域（zone） ”和“相邻数个区域”。
3 区域（zone）– 分舱长度范围内沿纵向划分的船舶区间。
4 舱（room）– 船舶由舱壁和甲板所限制，具有一定渗透率的部分。
5 处所（space）– 多个舱的组合。
6 舱室（compartment）– 水密边界内的处所。
7 破损 – 船舶的三维破裂范围。
8 计算 p、v、r 和 b 时应仅考虑破损，计算 s 值时应考虑浸水处所。下图说明两者的
差别。
11/39
破损用粗框表示：浸水处所如下所示：
第 7-1.1.1 条
1 系数 b11、b12、b21 和 b22 是标准化破损长度（J）上双线性概率密度函数中的系数。
系数 b12 视 Ls 是大于还是小于 L*（即 260 m）而定，其他系数的有效性与 Ls 无关。
纵向分舱
2 为准备计算指数 A，将船舶的分舱长度 Ls 划分成数量固定的离散破损区域。这些破
损区域将确定按具体破损计算进行的破损稳性调研的范围。
3 除长度 Ls 定义了区域的边界外，对船舶纵向划分并无硬性规定。破损区域边界不必
与实体水密边界重合。但是，重要之处在于仔细权衡对策以获得好的结果（即达到的指数 A
大）。所有区域和相邻区域的组合均可对指数 A 起到有利作用。通常所预期的是，船舶划分
的区域数量越多，达到的指数就越大，但该益处会因计算量的增大而相应抵消。下图表明长
度 Ls 的不同纵向区域划分。
4 第一例粗略划分成大小近似相同的三个区域，其界限为确定的纵向分舱。预计船舶
经受这三个区域之一破损的残存概率很低（s-因数很低或为零），因此，达到的总指数 A 将
相应较小。
5 在第二例中，各区域按包括小分舱（如双层底等）的水密布置划分。在此情况下，
更有机会获得较大的 s-因数。
6 如设有槽形横舱壁，只要槽的深度与扶强结构的尺寸量级相同，可作为等效平面舱
壁处理。
7 直接相邻于或尽可能接近横舱壁的管子和阀，只要舱壁任一侧的分隔距离与舱壁扶
12/39
强结构的尺寸量级相同，可视作舱壁的一部分。这同样适用于小的凹槽、泄水井等。
8 对管子和阀不能被视为是横舱壁一部分的情况，当带来其他水密舱室累进进水的风
险并将影响达到的总指数 A 时，处理方式应为引入一个新的破损区域以计及相关舱室累进
进水，或引入一个空隙。
9 下图中的三角形表明适合于七区域分隔的水密布置船舶可能的单区域或多区域破
损。底线上的三角形表示单区域破损，平行四边形表示相邻数个区域破损。
10 例如，三角形表明一个使区域 2 中的舱与海水相通的破损，平行四边形表明一个使
区域 4、5 和 6 中的舱同时浸水的破损。
11 阴影面积表明最大绝对破损长度的效应。对三个或以上相邻区域为一组的破损，若
该相邻区域组合的长度减去该组合区域最前和最后两个区域的长度后仍大于最大破损长度，
则其因数 p 等于零。划分 Ls 时考虑这个因素，可以限制为获得最大的指数 A 而定义的区域
数量。
12 由于因数 p 通过破损区域的纵向界限和区域内从舷侧至任一纵舱壁的横向距离而
与水密布置相关，特引入下列指数：
j: 破损区域编号，从船尾开始，起始编号为 1；
n: 所考虑的相邻破损区域的数量， j 是其中最后区域；
k: 作为某一破损区域中横向穿透边界的特定纵舱壁的编号，从船体外板向中线计
取。船体外板编号为 0；
K：横向穿透边界总数；
Pj,n,k: 区域 j 及其前方相邻（n-1）区域破损的因数 p，破损达到纵舱壁 k。
13/39
14/39
纯纵向分舱
单个区域破损的纯纵向分舱：
两个相邻区域破损的纯纵向分舱：
三个或以上相邻区域破损的纯纵向分舱：
15/39
第7-1.1.2条
破损区域的横向分舱
1 特定破损区域中的船体破损可能仅穿透船舶水密船体或进一步朝中线方向穿透。使
用主要基于穿透深度b的概率因数r来说明仅穿透一个边舱的概率。如果穿透深度为B/2（B
是最深分舱吃水ds处的最大船宽），则r值等于1，如果b = 0，则r = 0。
2 穿透深度b量自最深分舱吃水ds平面，为从舷侧往垂直于中线方向至一纵舱壁的横向
距离。
3 若实际水密舱壁不是与船壳板平行的平面舱壁，b应通过一条假定线来确定，该线使
相对船壳板的区域划分具有如下b1/b2关系：1/2 ≤ b1/b2 ≤ 2。
4 这种假定分隔线的示例见下图。每个草图均表示在水线平面ds处的单个破损区域，
纵舱壁表示ds+12.5 m之下的最外舱壁位置。
16/39
4.1 如横向分舱在区域范围截距最深分舱吃水水线，对于该横向分舱该区域内b等于0，
见图1。通过包括附加区域可获得非零b，见图2。
图1 图2
4.2 如单壳船船侧的最深分舱吃水水线包括一个纵向（x）位置对应若干个横向（y）
坐标的部分，可使用拉直的参考水线计算b。如选择此方法，原水线由包括垂直于发生若干
个横向坐标的中线的笔直部分的包络曲线替代，见图1至4。最大横向破损范围B/2应从最深
分舱吃水时的水线或参考水线处（如适用）算起。
17/39
5 计算两个或以上相邻舱室的一个组合的r值时，b值为该组所有舱室的通用值，并等
于该舱组中的最小b值。
b = 最小值{b1, b2, …, bn}
式中：n = 该舱组中的边舱数量；
b1, b2, …, bn = 该舱组中各边舱b的平均值。
p的累加
6 一个区域或一组相邻区域的p的累加值由下式确定：
式中：是所考虑的相邻数个区域bk的总和。
7 相邻数个区域的b值见上图。区域j有两个穿透界限，其中一个穿透到中心线，区域
18/39
j+1有一个b值，区域j+n-1有一个通用b值。多区域有（2+1+1）四个b值，按照升序排列如下：
(bj,1 ; bj+1,1 ; bj+n-1,1 ; bj,2 ; bK)
8 由于用r(x1,x2,b)来表达，应只考虑一个bk。为最大限度减少计算次数，相同b值可予
删除。
由于bj,1=bj+1,1，最终b值为（bj,1;bj+n-1,1;bj,2;bK）
。
具有不同b值的多区域破损示例
9 组合破损区域示例和破损定义见下图。舱室标识为R10、R12等。
图：区域1+2+3的组合破损包括1个达到b3的有限穿透，可考虑产生以下两个破损：
1）穿透到b3，R10、R20和R31破损；
2）穿透到B/2，R10、R20、R31和R32破损。
图：区域1+2+3的组合破损包括3个不同的有限破损穿透，产生以下四个破损：
2）穿透到b2，R11、R21、R31和R32破损；
3）穿透到b1，R11、R21、R31、R32和R22破损；
4）穿透到B/2，R11、R21、R31、R32、R22和R12破损。
图：区域1+2+3的组合破损包括2个不同的有限破损穿透（b1 < b2 = b3），产生以下三个破损：

2）穿透到b2，R11、R21、R31和R12破损；
3）穿透到B/2，R11、R21、R31、R12、R22和R32破损。
10 横向范围为b和垂向范围为H2的破损导致边舱和货舱浸水，而b和H1仅导致边舱浸
水。下图说明部分分舱吃水dp状态下的破损。
19/39
11 b值的计算用于具有倾斜舱壁的布置同样有效。
12 直接相邻于或尽可能接近纵舱壁的管子和阀，只要舱壁任一侧分隔距离与舱壁扶强
结构的尺寸量级相同，可视作舱壁的一部分。这同样适用于小的凹槽、泄水井等。
第7-2条因数si的计算
通则
1 初始工况—破损分析所应考虑的完整装载工况，用平均吃水、重心高度和纵倾说明；
或用可取得同样结果的替代参数（例如排水量、GM和纵倾）说明。有对应于三个吃水ds、
dp和d1的三个初始工况。
2 淹没界限—淹没界限是在不同进水阶段均不得淹没的各点阵列，见第7-2.5.2和
7-2.5.3条。
3 开口—需要定义所有开口：风雨密开口和无保护开口。开口是防止产生不准确的指
数A的最关键因素。如果最终水线淹没任一发生累进进水的开口的下缘，可考虑这种浸水而
重新计算因数“s” 。但在此情况下，还应计算s值而不考虑累进进水和相应的开口。最小的s
值应予以保留以利于达到的指数。
第7-2.1条
1 若特定进水阶段的GZ曲线可有一个以上正复原力臂“范围”，对计算而言，仅可在
许用范围/横倾限界内使用GZ曲线一个连续的正“范围”。不可将不同进水阶段的GZ曲线组
合为单一的GZ曲线。
20/39
2 图1中，s因数可按第一个或第二个正复原力臂“范围”的横倾角、范围和相应的GZmax
计算。图2中，只能计算一个s因数。
第7-2.2条
进水中间阶段
1 破损区域内不受限制处所的瞬时进水情况不要求中间阶段进水计算。因累进进水、
通过非水密边界的进水或横贯进水所必需的进水中间阶段计算应反映进水顺序和各进水时
段的水位。只要平衡不是瞬时的（即平衡的持续时间超过60 s），就应进行进水中间阶段计
算。这种计算考虑穿透一个或以上可浸（非水密）处所或横贯进水处所的累进进水。冷藏处
所、焚烧炉室的围蔽舱壁和设有非水密门的纵舱壁是可能明显减慢主要舱室平衡过程的典型
结构。
进水边界
2 如果一个舱室包含密性和强度足以严防水流通的甲板、内舱壁、结构件和门，就中
间阶段进水计算而言，应将该舱室分隔为相应的非水密处所。现假定计算中所考虑的非水密
分隔限于“A”级防火舱壁和甲板，而不适用于通常用于起居区域（例如住舱和走廊）的“B”
级防火舱壁。这也与第4.5条有关。对于双层底处所，通常只有拥有有限数量开口的主纵向
结构需被视为进水边界。
顺序进水计算
3 每种破损情况的破损范围和位置决定了初始进水阶段。应对每个阶段进行计算，每
个阶段的每个浸水处所除包括浸满时段外，还应包括至少两个中间进水时段。破损范围内的
不受限制处所应视为立即浸水。其后的每个阶段都使相连的处所同时浸水，直至达到不可渗
透的边界或最终平衡。除非进水过程使用时域方法模拟，当一个进水阶段导致自作用横贯进
水装置和非水密边界，假定自作用横贯进水装置立即作用并发生在非水密边界破裂之前。如
果由于船舶分舱配置的原因而预计有其他更严重的进水中间阶段，则应对其进行调研。
3.1 对于一个进水阶段的每个时段（最终浸满时段除外），该进水的即时横向力矩通过
假定每个横倾角水量相同计算。GZ曲线在所有进水阶段使用相同的完整排水量计算。对于
21/39
在现阶段浸水的处所，只需假定一个自由液面。
在每个阶段的最终浸满时段，在此阶段期间浸水的房间中的水面与外部海平面持平，所
以可使用损失浮力方法。相同的方法适用于每个后续阶段（在所考虑阶段的最终浸满时段前
所有时段水量增加，完整排水量不变），之前每个阶段的最终浸满时段可使用损失浮力方法
计算。
以下示例是中间阶段向下进水和横贯进水的简化顺序方法。因为没有考虑向下进水和横
贯进水同时发生的情况，使用此顺序方法计算的进水时间应是保守的。还可接受替代方法，
例如时域进水模拟。
示例1：横贯进水装置的主要破损
阶段0：破损范围内的不受限制处所应视为立即浸水（不考虑中间时段）。因为这是浸满
（最终）时段应用损失浮力方法。假定船舶没有倾覆并保持在横贯进水可继续进行的漂浮位
置，阶段0不必纳入sfactor计算，因为需计算的第一个中间阶段是在60 s后。见下文横贯进水/
平衡解释性说明5。
阶段1：对面房间的横贯进水
22/39
示例2：向下进水和横贯进水的较小破损
阶段0：破损范围内的不受限制处所应视为立即浸水（不考虑中间时段）。因为这是浸满
（最终）时段应用损失浮力方法。如果船舶没有倾覆并保持在横贯进水可继续进行的漂浮位
置，阶段0不必纳入sfactor计算，因为需计算的第一个中间阶段是在60 s后。见下文横贯进水/
平衡解释性说明5。
23/39
阶段1：通过非水密甲板的向下进水
阶段2：横贯进水
24/39
横贯进水/平衡
4 一般来说，横贯进水系指将船舶的一个未破损处所进水以减少最终平衡状态下的横
倾。
5 横贯进水时间应按《经修订的评估横贯进水装置标准方法建议案》（MSC.362(92)决
议）计算。如果流动平衡全过程所用时间等于或小于60 s，应作为瞬时浸水处理而不需要进
行进一步的计算。此外，在达到sfinal=1所用时间等于或小于60 s而平衡尚未完成的情况下，
如果sfinal不会变小，也可假定瞬时浸水。在流动平衡全过程所用时间超过60 s的任何情况下，
60 s后的sintermediate值是应考虑的第一个中间阶段。对各种瞬时浸水情况而言，只有无阀的自
作用敞开横贯进水装置才应视为有效。
6 如果船舶GZ大于0并保持在横贯进水可继续进行的漂浮位置，阶段0不必纳入sfactor
计算，因为需计算的第一个中间阶段是在60 s后。
7 根据MSC.362(92)决议，横贯进水计算中只使用阶段0时足够淹没在水线范围以下的
横贯进水装置。
8 如果流动平衡全过程能在10 min或小于10 min内完成，使用第7-2.1.1条中的公式进行
残存能力的评估（即作为sintermediate或sfinal·smom的最小值）。
9 若平衡时间大于10 min，则计算平衡时间达到10 min后的浮态下的sfinal。该浮态的计
25/39
算方式为，按MSC.362(92)决议使用插值法计算进水量，其中平衡时间设定为10 min，即进
水量按体积在平衡前（T=0）和计算所得总平衡时间之间插值。对于涉及服务于不同处所的
不同横贯进水装置的破损情况，当60 s或10 min后进水量计算需要平衡前（T=0）和计算所
得总平衡时间之间的插值，对于每个横贯进水装置，总平衡时间应分别计算。
10 在流动平衡全过程所用时间超过10 min的任何情况下，第7-2.1.1条公式中使用的
sfinal值应为10 min时或最终平衡状态下的sfinal最小值。
11 对于横贯进水阶段，如其是后跟其他后续进水阶段的中间阶段（例如非水密舱室的
进水阶段），可使用因数sintermediate,i。
替代
12 作为第7-2.2条解释性说明中上述程序的替代，使用计算流体力学（CFD）、时域进
水模拟或模型试验的直接计算可用于分析进水中间阶段和确定平衡时间。
第7-2.3条
1 sfinal,i的公式基于GZ和Range的目标值以实现s=1。这些值定义为TGZmax和TRange。
2 如滚装处所破损，可能此类甲板处所有水积聚。为考虑到这点，在滚装处所破损的
任何破损情况中，si的计算应使用TGZmax和TRANGE的较大值。
第7-2.4.1.2条
此处所用的参数A（侧投影面积）并非指达到的分舱指数。
第7-2.5.2.1条
无保护的开口
1 进水角会受到这种开口淹没的限制。没有必要规定平衡状态下无保护的开口不得淹
没的衡准，因为如果该开口淹没，则受限于进水角的正GZ的范围为零，“s”也就等于零。
2 一个无保护的开口连接两个舱或一个舱和外界。如果这两个相连的舱浸水或都不浸
水，则不用考虑无保护的开口。如果该开口与外界相连且相连的舱室浸水，则不用考虑该开
口。如果一个无保护的开口连接一个浸水舱或一个未破损舱的外侧且如果该舱在随后阶段视
为浸水，则不必考虑该开口。
设有风雨密关闭装置的开口（“风雨密开口”）
3 如果任何这类开口在视为“最终”的阶段淹没，则残存因数“s”为零。这类开口可
能在视为“中间”的阶段或时段，或平衡状态以外的范围内淹没。
4 如果设有风雨密关闭装置的开口在视为“中间”阶段的平衡状态淹没，应证明该风
雨密关闭装置能支撑相应的水压头且泄水率可忽略不计。
5 这些开口也定义为连接两个舱或一个舱和外界，对于是否考虑这些开口，适用与无
保护开口相同的原则。如果有几个阶段必须视为“最终”，则如果一个“风雨密开口”连接
一个浸水舱或一个未破损舱的外侧且如果该舱在后续“最终”阶段视为浸水，则不必考虑该
开口。
第7-2.5.2.2条
1 在最终平衡状态可接受舱壁甲板的部分淹没。该规定旨在确保该甲板上的水不会阻
碍沿舱壁甲板至垂向脱险通道的撤离。本条中的“水平撤离路线”系指舱壁甲板上的一条符
合SOLAS第II-2章要求的路线，该路线将舱壁甲板以上和以下处所与该甲板的垂向脱险通道
相连。
2 舱壁甲板上的水平撤离路线仅包括用于从未破损处所撤离的脱险通道（按SOLAS第
26/39
II-2/9.2.2.3条指定为2类梯道处所或按SOLAS第II-2/9.2.2.4条对载客不超过36人的客船指定
为4类梯道处所）。水平撤离路线不包括破损区域内的走廊（按SOLAS第II-2/9.2.2.3条指定为
3类走廊处所或按SOLAS第II-2/9.2.2.4条对载客不超过36人的客船指定为2类走廊处所）或脱
险通道。服务于未破损处所的水平撤离路线的任何部分不得淹没。
3 若由于舱壁甲板上“梯道”或“水平梯道”进水而不可能从未破损处所进入通往登
乘甲板的楼梯，则si = 0。
第7-2.5.3.1条
1 此处旨在鼓励确保通过垂向脱险通道的撤离不因来自上面的水而受到阻碍。此处拟
用于较小的应急脱险通道，通常是舱口，若装设水密或风雨密关闭装置则可使其不视为进水
点。
2 既然概率规则不要求水密舱壁连续延伸至舱壁甲板，应注意确保能从完整处所经由
舱壁甲板以下浸水处所撤离，例如通过水密围壁通道。
第7-2.6条
图中的草图说明储备浮力区域水密甲板的位置和使用这些甲板以下破损的因数v的关
系。
水线以上本例中有3个水平分隔可考虑为垂向破损范围。
本例表明可能的最大垂向破损范围d+12.5 m位于
H2和H3之间。H1用因数v1，H2用因数v2>v1但v2<1，
H3用因数v3=1。
27/39
因数v1和v2同上。H3以上的储备浮力在所有破损情
况中都应取为未破损。
水线以下
应选择位于初始水线以下的R1、R2和R3舱组的破
损以考虑最小s-因数的破损。这往往需要定义替代
破损来进行计算和比较。如果取为破损范围下限
的甲板并非水密，则应考虑向下进水。
第 7-2.6.1 条
参数 x1 和 x2 与第 7-1 条所用参数 x1 和 x2 相同。
第 7-3 条渗透率
第 7-3.2 条
1 可使用下列附加货物渗透率：
处所吃水 ds 的渗透率吃水 dp 的渗透率吃水 dl 的渗透率
货舱中的木材货物 0.35 0.7 0.95
木片货物 0.6 0.7 0.95
2 参见关于木材甲板货物的海安会 MSC/Circ.998 通函（IACS 有关破损稳性要求的木

材甲板货物统一解释）。
第 7-3.3 条
1 关于“如经计算证实”可以使用其他渗透率，这样的渗透率应反映船舶整个营运寿
命期间的普遍情况而非具体装载工况。
2 此处为重新计算渗透率留有余地。仅在本条所规定的值和实际值相差明显较大的情
况下，才可作此考虑。这样做的目的不是要通过修改船舶内已知会给出明显较差结果的选定
处所，来提高稳性不足的常规类型船舶达到的分舱指数。所有方案应由主管机关作为个案审
议并用充分的计算和理由加以证实。
第 8 条关于客船稳性的特殊要求
第 8.1 条
本条旨在如果一个大舱室位于防撞舱壁后确保足够的安全水平。
28/39
第 8-1 条客船进水事故后的系统性能和操作资料
第 8-1.2 条
1 本条中“舱室（compartment）
”的含义与本解释性说明按第 7-1 条所作定义相同（即
船上水密边界内的处所）。
2 此处旨在防止任何有限范围进水使船舶失去机动性。不论进水如何发生，均适用此
原则。仅须考虑舱壁甲板以下的进水。
第9条客船和货船（除液货船外）双层底
第 9.1 条
1 本条旨在使较小搁浅引起的进水影响最小化。应特别注意舭部转角处较弱的部位。
在说明偏离内底设置要求的理由时，应就允许进水超出本条所反映范围的后果提供一份评
估。
2 主管机关或代表其的被认可组织作出决定或应接受决定设置双层底“尽实际可能适
应船舶设计及船舶正常作业”的要求。
符合第9.8条中的破损稳性要求不应被认为是设置尺寸符合的双层底等效非强制要求。
因为符合第9.8条中的破损稳性要求的浸水水密舱室（诸如机舱）不等效于该舱室下的浸水
双层底。当设置双层底不可行或不适应船舶设计及船舶正常作业，符合第9.8条中的破损稳
性要求旨在提供最低安全水平。
第 9.2 条
1 除第9.3和9.4条的规定外，双层底未按第9.2条要求延伸至船舶全宽的部分就本条而
言应视为非常规布置，并应按第9.7条处理。示例如下。
2 如果所设内底高于部分分舱吃水 dp，这应视为非常规布置并按第 9.7 条处理。
第 9.3.2.2、9.6、9.7 条
对于船长（L）小于 80 m 的货船，提供主管机关满意的安全水平的替代布置应限于没
有双层底的舱室、有非常规的双层底布置、或有在第 9.3.2.1 条中要求的双层底高度（大于
h/2 或 500 mm 极限）下延伸的“其他阱”。在这些情况下，符合第 9.8 条中底部破损标准应
假定破损只会发生在没有双层底、有非常规双层底布置、或有在第 9.3.2.1 条中要求的双层
底高度（大于 h/2 或 500 mm 极限）下延伸的“其他阱”的舱室的水密横舱壁之间。
29/39
第 9.6 条
1 船长（L）80 m 及以上的客船或货船按第 9.1、9.4 或 9.5 条未设双层底的任何部分，
则应能按第 9.8 条的规定承受船底破损。这一规定是要说明在未设双层底时主管机关应要求
计算的情况、假定哪些破损范围和采用何种残存衡准。
2 第 2.17 条的“水密”定义意味着如果假定水密的内底和其他边界在此应视为有效，
则应对其强度加以验证。
第 9.7 条
提及第 9.2 条的“水平面”并非意味着内底的表面不可在垂直方向作成阶层。只要内底
任何部分均不低于参考水平面，较小的阶层和凹槽就此处而言不必视为非常规布置。第 9.4
条涵盖边舱范围内的不连续处。
第 9.8 条
1 对于 B-1 部分概率破损稳性要求适用的船舶，此处所用的术语“所有营运工况”系
指用于计算达到的分舱指数 A 的所有纵倾下的三种装载工况。对于 B-1 部分概率破损稳性
要求不适用的船舶，诸如符合第 II-1/4.2.1.2 条允许的其他文件的分舱与破损稳性要求的货船
和船长（L）小于 80 m 的货船，
“所有营运工况”系指第 5-1.2.1 条要求的极限曲线或表格应
包括与其他适用稳性要求相同吃水和纵倾范围计算的值。
2 此处规定的破损范围应适用于第 9.1、9.4 或 9.5 条允许的船舶所有未设双层底的部
分，并包括位于破损范围内的任何相邻处所。第 9.3.1 条所述小阱即使位于破损范围内，也
不必视为破损。可能的破损位置见下例（阴影为船舶未设双层底的部分；方框表示假定的破
损）。
第 9.9 条
1 就确定“大的下层货舱”而言，水平表面具有的连续甲板面积比分舱吃水处的水线
面面积约大 30%，且该水平表面应取为位于船舶受影响区域的任何地方。对于替代的船底
破损计算，应假定垂向范围为 B/10 或 3 m，取小者。
30/39
2 对设有大的下层货舱的客船，增加的最小双层底高度（不大于 B/10 或 3 m，取小者）
适用于直接与双层底接触的货舱。客滚船的典型布置可包括一个大的下层货舱并在双层底和
该下层货舱之间附设液舱柜，如下图所示。在这种情况下，尺度要求为 B/10 或 3 m（取小
者）的双层底的垂向位置适用于下层货舱甲板，并保持要求的双层底高度 B/20 或 2 m（取
小者，但不小于 760 mm）。下图为新式客滚渡船的典型布置。
第 10 条水密舱壁的构造
第 10.1 条
对客船舱壁甲板上阶层的处理，见第 13 条的解释性说明。对于货船干舷甲板上阶层的
处理，见第 13-1 条的解释性说明。
第 12 条尖舱及机器处所的舱壁、轴隧等
第 12.6.1 条
对于货船，下列图是合适蝶型阀布置的示例。
31/39
图1
图2
由于蝶型阀必须能远程操作，下列应适用：
.1 执行器应为双作用型；
32/39
.2 动力丧失时，执行器应保存在其当前位置；和
.3 动力丧失时，阀应能手动操作。
第 12.10 条
1 在货船上，机舱后的舱壁可视为尾尖舱舱壁，条件是尾尖舱与机舱毗邻。
2 在有后升高甲板的货船上，延伸尾尖舱舱壁至干舷甲板可能不可行，因为干舷甲板
不延伸至尾垂线。如尾尖舱舱壁延伸在最深载重线上，并且所有的舵杆轴承在一个不与尾尖
舱舱壁前方处所相通的水密舱室内，主管机关可接受尾尖舱舱壁终止于低于干舷甲板的水密
甲板。
第 12.11 条
在货船上，封闭于具有适度容积的水密处所（诸如尾尖舱）内的尾管应视为满足本条
要求的可接受解决方案，在此情况下尾管的向船内端通过尾尖舱/机舱水密甲板延伸至机舱，
条件是尾管的向船内端通过水密/油密填料函压盖系统在尾尖舱/机舱有效密封。
第 13 条客船舱壁甲板以下水密舱壁上的开口
通则 – 舱壁甲板上的阶层
1 如果船舶某个区域内的水密横舱壁延伸到上一层甲板而在舱壁甲板上形成一个垂向
阶层，位于阶层处舱壁上的开口可视为位于舱壁甲板以上。这类开口也就应符合第 17 条的
规定并应在应用第 7-2 条时予以考虑。
2 在船舶该区域整体内，上甲板以下外板上的所有开口均应作为位于舱壁甲板以下处
33/39
理，且应适用第 15 条的规定。见下图。
1 舱壁甲板 2 视为位于舱壁甲板以上
3 舷侧 4 视为位于舱壁甲板以下
第 13.2.3 条
1 对于封闭管系，如果认可的管道贯穿件安装在水密舱壁交叉处以确保受火灾影响处
所外的易熔管道保持完好，使受火灾影响处所的任何进水不会导致通过管系或管道贯穿件的
累进进水，则符合本条要求。
对于开放管系，如果认可的管道贯穿件和封闭管系要求的一样安装在水密舱壁交叉处，
并且每个管道在水密舱室的接头额外安装一个隔离或止回阀（视情况）以防止火灾后通过管
系的累进进水，则符合本条要求。作为安装隔离或止回阀的替代，考虑到破损状态下船舶的
动态运动，管道可布置在破损水线以上以防止累进进水。
但是，也可根据第 7-2.5.4 条考虑累进进水。
2 就本解释性说明而言，下列定义适用：
封闭管系系指在多个水密舱室内没有开口的管系。
开放管系系指在多个水密舱室内有开口的管系。
3 穿过水密舱壁的系统中使用的材料应在暴露于高温后具有足够的强度或被视为开放
管系的一部分。
对于开放管系，使用热涨材料（暴露于高温时膨胀）的封闭装置不应被视为安装阀门的
替代，因为火灾可能距离装置太远，无法形成水密密封。
4 对为确保装有易熔材料的舱壁或甲板水密完整性而安装的管道贯穿件的认可应包括
经过适合贯穿件安装位置的标准耐火试验后的水密原型试验①。
经过耐火试验的管道贯穿件应以不小于第 2.18 条定义的设计压力的 1.5 倍试验压力进行
测试。压力应施加在分隔经受耐火试验的一侧。
经过耐火试验的管道贯穿件应继续在等于试验压力（但最小为 1.0 bar）的液压下进行至
少 30 分钟测试。此试验中应没有渗漏现象。
经过耐火试验的管道贯穿件应接着继续以试验压力测试 30 分钟。漏水量应不超过 1 升。
原型试验应视为仅对管道类型（例如热塑和多层）、压力等级、所试验的最大/最小尺寸、
所试验分隔的类型和耐火等级有效。
5 热贯穿布置上不需要进行压力试验。可给压力试验的准备（即拆解耐火试验设备和
安装压力试验设备）足够的时间。
① 参见 2010 年 FTP 规则附件 1 第 3 部分中关于 A 级分隔的要求。
34/39
压力试验进行时，耐火试验中所使用的管道部分应仍在原位。
压力试验前可移除为耐火试验安装的任何管道隔热材料。
如果管道贯穿件由厚度 3 mm 或以上长度不小于 900 mm（最好分隔的每面各 450 mm）
的钢或等效材料制成，并且没有开口时，不需要进行原型试验。此类贯穿件应通过延伸分隔
同水平的隔热材料予以隔热。另见第 II-2/9.3.1 条关于管系的内容。但是，贯穿件必须仍符
合第 2.17 条中的水密完整性要求。
第 13.4 条
在主、辅推进机械处所（包括推进所需的锅炉）被水密纵舱壁分隔以符合冗余要求（例
如按第 8-1.2 条）的情况下，可允许每个水密舱壁有一扇水密门，如下图所示。
第 13-1 条货船水密舱壁和内部甲板上的开口
第 13-1.1 条
1 如果船舶某个区域内的水密横舱壁延伸到比船舶其余部分高的甲板，位于阶层处舱
壁上的开口可视为位于干舷甲板以上。
2 在船舶该区域整体，上甲板以下外板上的所有开口均应作为位于干舷甲板以下处理，
类似于客船的舱壁甲板（见以上第 13 条的相关示图），且应适用第 15 条的规定。
第 15 条客船舱壁甲板和货船干舷甲板以下外板上的开口
通则 – 舱壁甲板和干舷甲板上的阶层
对客船舱壁甲板阶层的处理，见第 13 条的解释性说明。对货船干舷甲板阶层的处理，
见第 13-1 条的解释性说明。
第 15-1 条货船外部开口
第 15-1.1 至 15-1.3 条适用需进行 B-1 部分或其他 IMO 文件要求的破损稳性分析的货船。
第 15-1.1 条
关于空气管关闭装置，应将其视为风雨密关闭装置（非水密）。这与其在第 7-2.5.2.1 条
中的处理一致。但在第 15-1 条中，“外部开口”不拟包括空气管开口。
第 16 条水密关闭装置的构造和初次试验
35/39
通则
这些要求仅建立水密关闭装置的通用设计标准。其非旨在要求任何非水密舱口水密，
也非凌驾于《国际载重线公约》的要求。
第 16.2 条
因设计和尺度而使压力试验不可行的客船和货船上的大型门、舱口或跳板门，只要通过
计算证明该门、舱口或跳板门在设计压力下保持水密并具有适当的抗强裕度，则可免除第
16.2 条的要求。若这类门使用衬垫密封，则应进行原型压力试验以确认衬垫材料的抗压性能
可适应通过结构分析所表明的任何变形。这类门、舱口或跳板门安装后，均应进行冲水试验
或等效试验。
注：关于客船舱壁甲板阶层的处理的补充资料，见第 13 条的解释性说明。关于货船干
舷甲板阶层的处理的补充资料，见第 13-1 条的解释性说明。
第 17 条客船舱壁甲板以上的内部水密完整性
通则 – 舱壁甲板上的阶层
关于客船舱壁甲板阶层的处理，见第 13 条的解释性说明。
第 17.1 条
1 在舱壁甲板以上压头减小的并且在最终进水或任何中间进水阶段期间淹没的水密滑
动门，应完全符合第 13 条的要求。这些类型的经测试的压头减小的水密滑动门必须在任何
进水阶段不得被高于所测试压头的水压头淹没。见下图 1。此类水密滑动门应在航行中保持
关闭，以符合第 22 条的要求，并在第 19 条要求的破损控制资料中清楚标明。
2 如水密门在得出达到的分舱指数 A 的破损情况下位于最恶劣最终和最恶劣中间水线
以上，但在门在平衡位置以外的正稳性所要求的横倾角变得间歇淹没（全部或部分）的区域
内，则此类门应为符合第 13 条要求的动力操作和遥控的半水密滑动门，但尺寸和密封要求
可降至间歇淹没的水线造成的最大水压头（见下图 1）。此类门在破损时应关闭，并在第 19
条要求的破损控制资料中清楚标明。
图1
3 舱壁甲板以上使用水密滑动门影响第 II-2/13 条的脱险规定。当在舱壁甲板以上使用

此类门时，每一主竖区或类似的限届处所或处所群应设有至少 2 条脱险通道，其中至少 1
36/39
条应独立于水密门，并且其中至少应有 1 条通往形成垂直脱险通道的梯道。乘客频繁使用的
水密滑动门必须不构成绊倒的危险。
4 要求满足防火和水密要求的装设于舱壁甲板以上的门应满足第 II-2/9.4.1.1 条中的耐
火要求和上述 1 和 2 中的水密要求。尽管有第 II-2/9.4.1.1.2 条的最后一句，装设于舱壁甲板
以上的水密门应绝热至表 9.1 和第 II-2/9.2.1.1.1 条的标准。门必须能使用远程防火门控制回
路和远程水密门控制回路操作。如装设了 2 扇门，其必须能独立操作。任一扇门的单独操作
必须不得妨碍另一扇门的关闭。2 扇门必须能从舱壁的任何一侧操作。
第 17.3 条
本段旨在确保如果侧面或底面破损会导致通过位于水线以下的液舱或处所的进水，通过
位于上层建筑中水平分区上空气管（在应用第 7-2.6.1.1 条时被视为水密边界）的累进进水
将会纳入考虑。
第 17-1 条客滚船船体和上层建筑的完整性、破损的预防和控制
第 17-1.1.1 和 17-1.1.3 条只适用于从滚装处所至位于舱壁甲板以下处所的直接通道。分

隔滚装处所和其他处所的舱壁中的门的操作应限于符合第 23.3 条。
第 22 条进水的预防和控制等
本条中使用的“港口”包括可能发生装载和/或卸载的所有泊区和遮蔽位置。
37/39
附录
分舱与破损稳性计算书编写指南
1 通则
1.1 本指南的目的
1.1.1 本指南的目的是简化破损稳性分析的过程，因为经验已表明系统而完整的细节描
述可在审批过程中节省大量时间。
1.1.2 破损稳性分析的目的是验证各船型所应达到的破损稳性标准。目前有两种不同的
计算方法，即确定性概念法和概率性概念法。
1.2 分析范围和船上文件
1.2.1 分舱与破损稳性分析的范围由所要求的破损稳性标准确定，旨在为船长提供清晰
的完整稳性要求。一般来说，这通过确定与 KG 有关的极限 GM 曲线来达到，其中包含所涉
吃水范围的许用稳性值。
1.2.2 在由此界定的分析范围内，为达到所要求的破损稳性标准，需要考虑破损稳性衡
准，确定所有潜在的或必然的破损情况。视船舶类型和尺度而定，这可能涉及大量的分析。
1.2.3 参见 SOLAS 第 II-1 章第 19 条，该条载明有必要向船员提供船舶的分舱资料，
因此应提供并永久性张贴一些图纸给责任高级船员提供指南。这些图纸应清楚表明每层甲板
和每个货舱的水密舱室界限、其内部开口及开口关闭方式和任何关闭控制装置的位置，以及
修正由于进水导致的横倾的装置。此外，还应提供含有上述资料的破损控制小册子。
2 文件提交
2.1 文件表述方式
文件应从下列细节开始：主尺度、船型、指定完整工况、指定破损情况和相关破损舱室、
与 KG 有关的极限 GM 曲线。
2.2 一般文件
为核查输入数据，应提交下列资料：
.1 主尺度；
.2 绘制或用数字表示的线形图；
.3 静水力数据和稳性横交曲线（包括提供浮力的船体图形）；
.4 用型体积、重心和渗透率界定的局部分舱；
.5 标明所有内部和外部开口及其相连局部舱室的分舱布局图（水密完整性图），以
及用于测量这些处所的详图，例如总布置图和液舱图。应包括纵向、横向和垂
向分舱限界；
.6 轻载营运工况；
.7 载重线吃水；
.8 开口坐标及其密性（如风雨密、无保护）；
.9 水密门位置及其压力计算；
.10 侧面和受风轮廓图；
.11 横贯和向下进水装置及其按海安会 MSC.362(92)决议计算的结果，连同直径、阀
门、管路长度及其进口/出口坐标的资料；
.12 位于破损区域内，破损后导致累进进水的管子；和
.13 破损范围延伸和破损情况定义。
2.3 特殊文件
38/39
应提交下列计算结果文件。
2.3.1 文件
2.3.1.1 初始数据：
.1 分舱长度 Ls；
.2 初始吃水和对应 GM 值；
.3 要求的分舱指数 R；和
.4 达到的分舱指数 A 和所有破损区域的促成因素汇总表。
2.3.1.2 对指数 A 起有益作用的各破损情况计算结果：
.1 破损情况下的吃水、纵倾、横倾和 GM；
.2 破损尺度及其概率值 p，v 和 r；
.3 复原力臂曲线（包括 GZmax 和范围）及其残存能力因数 s；
.4 风雨密和无保护开口的临界点及其淹没角；和
.5 局部分舱详细数据，包括进水量/损失浮力及其重心。
2.3.1.3 除 2.3.1.2 的要求外，对设有长的下层货舱的客船和滚装船，还应提交不起作用
的破损（si = 0 和 pi > 0.00）的细节，包括所计算因数的完整细节。
2.3.2 特殊考虑
对于作为横贯进水之前或累进进水之前阶段的中间状况，还需要包括上述各项且范围适
当的文件。
39/39
MSC 98/23/Add.1
Annex 12, page 1
ANNEX 12
RESOLUTION MSC.429(98)
(adopted on 9 June 2017)
REVISED EXPLANATORY NOTES TO THE SOLAS CHAPTER II-1 SUBDIVISION AND

DAMAGE STABILITY REGULATIONS
THE MARITIME SAFETY COMMITTEE,
RECALLING Article 28(b) of the Convention on the International Maritime Organization

concerning the function of the Committee,
RECALLING ALSO that, by resolution MSC.216(82), it adopted the regulations on subdivision

and damage stability as contained in SOLAS chapter II-1 which are based on the probabilistic
concept, using the probability of survival after collision as a measure of ships' safety in
a damaged condition,
NOTING that, at the eighty-second session, it approved Interim Explanatory Notes to

the SOLAS chapter II-1 subdivision and damage stability regulations (MSC.1/Circ.1226), to
assist Administrations in the uniform interpretation and application of the aforementioned
subdivision and damage stability regulations,
NOTING ALSO that, at the eighty-fifth session, it adopted the Explanatory Notes to the SOLAS
chapter II-1 subdivision and damage stability regulations (resolution MSC.281(85)),
NOTING FURTHER that, by resolution MSC.421(98), it adopted amendments to regulations

on subdivision and damage stability, as contained in SOLAS chapter II-1,
RECOGNIZING that the Revised Explanatory Notes should be adopted in conjunction with
the adoption of the aforementioned amendments to subdivision and damage stability
regulations (resolution MSC.421(98)),
RECOGNIZING ALSO that the appropriate application of the Revised Explanatory Notes is
essential for ensuring the uniform application of the SOLAS chapter II-1 subdivision and
damage stability regulations,
HAVING CONSIDERED, at its ninety-eighth session, the recommendations made by

the Sub-Committee on Ship Design and Construction, at its fourth session,
1 ADOPTS the Revised Explanatory Notes to the SOLAS chapter II-1 subdivision and
damage stability regulations set out in the annex to the present resolution;
2 URGES Contracting Governments and all parties concerned to utilize the Revised
Explanatory Notes when applying the SOLAS chapter II-1 subdivision and damage stability
regulations adopted by resolution MSC.216(82), as amended;
3 INVITES Contracting Governments to note that these Revised Explanatory Notes

should take effect on ships as defined in SOLAS regulation II-1/1.1.1, as adopted by
resolution MSC.421(98).
I:\MSC\98\MSC 98-23-Add-1.docx
MSC 98/23/Add.1
Annex 12, page 2
ANNEX
REVISED EXPLANATORY NOTES TO THE SOLAS CHAPTER II-1 SUBDIVISION AND

Contents
Part A – INTRODUCTION
Part B – GUIDANCE ON INDIVIDUAL SOLAS CHAPTER II-1 SUBDIVISION AND

Regulation 1 Application
Regulation 2 Definitions
Regulation 4 General
Regulation 5 Intact stability
Regulation 5-1 Stability information to be supplied to the master
Regulation 6 Required subdivision index R
Regulation 7 Attained subdivision index A
Regulation 7-1 Calculation of the factor pi
Regulation 7-2 Calculation of the factor si
Regulation 7-3 Permeability
Regulation 8 Special requirements concerning passenger ship stability
Regulation 8-1 System capabilities and operational information after a flooding
casualty on passenger ships
Regulation 9 Double bottoms in passenger ships and cargo ships other than
tankers
Regulation 10 Construction of watertight bulkheads
Regulation 12 Peak and machinery space bulkheads, shaft tunnels, etc.
Regulation 13 Openings in watertight bulkheads below the bulkhead deck in
passenger ships
Regulation 13-1 Openings in watertight bulkheads and internal decks in cargo ships
Regulation 15 Openings in the shell plating below the bulkhead deck of passenger
ships and the freeboard deck of cargo ships
Regulation 15-1 External openings in cargo ships
Regulation 16 Construction and initial tests of watertight closures
Regulation 17 Internal watertight integrity of passenger ships above the bulkhead
deck
Regulation 22 Prevention and control of water ingress, etc.
Appendix Guidelines for the preparation of subdivision and damage stability

calculations
MSC 98/23/Add.1
Annex 12, page 3
PART A
INTRODUCTION
1 The harmonized SOLAS regulations on subdivision and damage stability, as

contained in SOLAS chapter II-1, are based on a probabilistic concept which uses
the probability of survival after collision as a measure of ships' safety in a damaged condition.
This probability is referred to as the "attained subdivision index A" in the regulations. It can be
considered an objective measure of ships' safety and, ideally, there would be no need to
supplement this index by any deterministic requirements.
2 The philosophy behind the probabilistic concept is that two different ships with
the same attained index are of equal safety and, therefore, there is no need for special
treatment of specific parts of the ship, even if they are able to survive different damages.
The only areas which are given special attention in the regulations are the forward and bottom
regions, which are dealt with by special subdivision rules provided for cases of ramming and
grounding.
3 Only a few deterministic elements, which were necessary to make the concept
practicable, have been included. It was also necessary to include a deterministic "minor
damage" on top of the probabilistic regulations for passenger ships to avoid ships being
designed with what might be perceived as unacceptably vulnerable spots in some part of their
length.
4 It is easily recognized that there are many factors that will affect the final
consequences of hull damage to a ship. These factors are random and their influence is
different for ships with different characteristics. For example, it would seem obvious that in
ships of similar size carrying different amounts of cargo, damages of similar extents may lead
to different results because of differences in the range of permeability and draught during
service. The mass and velocity of the ramming ship is obviously another random variable.
5 Owing to this, the effect of a three-dimensional damage to a ship with given watertight
subdivision depends on the following circumstances:
.1 which particular space or group of adjacent spaces is flooded;
.2 the draught, trim and intact metacentric height at the time of damage;
.3 the permeability of affected spaces at the time of damage;
.4 the sea state at the time of damage; and
.5 other factors such as possible heeling moments owing to unsymmetrical

weights.
6 Some of these circumstances are interdependent and the relationship between them
and their effects may vary in different cases. Additionally, the effect of hull strength on
penetration will obviously have some effect on the results for a given ship. Since the location
and size of the damage is random, it is not possible to state which part of the ship becomes
flooded. However, the probability of flooding a given space can be determined if the probability
of occurrence of certain damages is known from experience, that is, damage statistics.
The probability of flooding a space is then equal to the probability of occurrence of all such
damages which just open the considered space to the sea.
MSC 98/23/Add.1
Annex 12, page 4
7 For these reasons and because of mathematical complexity as well as insufficient

data, it would not be practicable to make an exact or direct assessment of their effect on
the probability that a particular ship will survive a random damage if it occurs. However,
accepting some approximations or qualitative judgments, a logical treatment may be achieved
by using the probability approach as the basis for a comparative method for the assessment
and regulation of ship safety.
8 It may be demonstrated by means of probability theory that the probability of ship

survival should be calculated as the sum of probabilities of its survival after flooding each single
compartment, each group of two, three, etc., adjacent compartments multiplied, respectively,
by the probabilities of occurrence of such damages leading to the flooding of the corresponding
compartment or group of compartments.
9 If the probability of occurrence for each of the damage scenarios the ship could be
subjected to is calculated and then combined with the probability of surviving each of these
damages with the ship loaded in the most probable loading conditions, we can determine
the attained index A as a measure for the ship's ability to sustain a collision damage.
10 It follows that the probability that a ship will remain afloat without sinking or capsizing
as a result of an arbitrary collision in a given longitudinal position can be broken down to:
.1 the probability that the longitudinal centre of damage occurs in just the region
of the ship under consideration;
.2 the probability that this damage has a longitudinal extent that only includes
spaces between the transverse watertight bulkheads found in this region;
.3 the probability that the damage has a vertical extent that will flood only
the spaces below a given horizontal boundary, such as a watertight deck;
.4 the probability that the damage has a transverse penetration not greater than
the distance to a given longitudinal boundary; and
.5 the probability that the watertight integrity and the stability throughout
the flooding sequence is sufficient to avoid capsizing or sinking.
11 The first three of these factors are solely dependent on the watertight arrangement of
the ship, while the last two depend on the ship's shape. The last factor also depends on
the actual loading condition. By grouping these probabilities, calculations of the probability of
survival, or attained index A, have been formulated to include the following probabilities:
.1 the probability of flooding each single compartment and each possible group
of two or more adjacent compartments; and
.2 the probability that the stability after flooding a compartment or a group of

two or more adjacent compartments will be sufficient to prevent capsizing or
dangerous heeling due to loss of stability or to heeling moments in
intermediate or final stages of flooding.
12 This concept allows a rule requirement to be applied by requiring a minimum value

of A for a particular ship. This minimum value is referred to as the "required subdivision
index R" in the present regulations and can be made dependent on ship size, number of
passengers or other factors legislators might consider important.
MSC 98/23/Add.1
Annex 12, page 5
13 Evidence of compliance with the rules then simply becomes:
A R
13.1 As explained above, the attained subdivision index A is determined by a formula for
the entire probability as the sum of the products for each compartment or group of
compartments of the probability that a space is flooded, multiplied by the probability that
the ship will not capsize or sink due to flooding of the considered space. In other words,
the general formula for the attained index can be given in the form:
A  pi si
13.2 Subscript "i" represents the damage zone (group of compartments) under
consideration within the watertight subdivision of the ship. The subdivision is viewed in
the longitudinal direction, starting with the aftmost zone/compartment.
13.3 The value of "pi" represents the probability that only the zone "i" under consideration
will be flooded, disregarding any horizontal subdivision, but taking transverse subdivision into
account. Longitudinal subdivision within the zone will result in additional flooding scenarios,
each with its own probability of occurrence.
13.4 The value of "si" represents the probability of survival after flooding the zone "i" under
consideration.
14 Although the ideas outlined above are very simple, their practical application in an
exact manner would give rise to several difficulties if a mathematically perfect method was to
be developed. As pointed out above, an extensive but still incomplete description of
the damage will include its longitudinal and vertical location as well as its longitudinal, vertical
and transverse extent. Apart from the difficulties in handling such a five-dimensional random
variable, it is impossible to determine its probability distribution very accurately with
the presently available damage statistics. Similar limitations are true for the variables and
physical relationships involved in the calculation of the probability that a ship will not capsize
or sink during intermediate stages or in the final stage of flooding.
15 A close approximation of the available statistics would result in extremely numerous

and complicated computations. In order to make the concept practicable, extensive
simplifications are necessary. Although it is not possible to calculate the exact probability of
survival on such a simplified basis, it has still been possible to develop a useful comparative
measure of the merits of the longitudinal, transverse and horizontal subdivision of a ship.
MSC 98/23/Add.1
Annex 12, page 6
PART B
GUIDANCE ON INDIVIDUAL SOLAS CHAPTER II-1

SUBDIVISION AND DAMAGE STABILITY REGULATIONS
REGULATION 1 – APPLICATION
Regulation 1.3
1 If a passenger ship built before 1 January 2009 undergoes alterations or modifications

of major character, it may still remain under the damage stability regulations applicable to ships
built before 1 January 2009.
2 If a passenger ship constructed on or after 1 January 2009 but before the applicable
dates in regulation 1.1.1.1* undergoes alterations or modifications of major character that don't
impact the watertight subdivision of the ship, or only have a minor impact, it may still remain
under the damage stability regulations that were applicable when it was constructed. However,
if alterations or modifications of major character significantly impact the watertight subdivision
of the ship, it should comply with the damage stability regulations in part B-1 applicable when
the alterations or modifications of major character are carried out unless the Administration
determines that this is not reasonable and practicable, in which case the attained subdivision
index A should be raised above the original construction required subdivision index R as much
as practical.
3 Application of MSC.1/Circ.1246 is limited to cargo ships constructed

before 1 January 2009.
4 A cargo ship constructed on or after 1 January 2009 of less than 80 m in length that
is later lengthened beyond that limit should fully comply with the damage stability regulations
according to its type and length.
5 If a passenger ship that has been in domestic service only and never issued a SOLAS
Passenger Ship Safety Certificate is converted to international service, for purposes of
the stability requirements in parts B, B-1, B-2, B-3 and B-4 it should be treated as a passenger
ship constructed on the date on which such a conversion commences.
REGULATION 2 – DEFINITIONS
Regulation 2.1
Subdivision length (Ls) – Different examples of Ls showing the buoyant hull and the reserve
buoyancy are provided in the figures below. The limiting deck for the reserve buoyancy may
be partially watertight.
The maximum possible vertical extent of damage above the baseline is ds + 12.5 metres.
* References to regulations in this Guidance are to regulations of SOLAS chapter II-1, unless expressly
provided otherwise.
MSC 98/23/Add.1
Annex 12, page 7
Regulation 2.6
Freeboard deck – See explanatory notes for regulation 13-1 for the treatment of a stepped
freeboard deck with regard to watertightness and construction requirements.
MSC 98/23/Add.1
Annex 12, page 8
Regulation 2.11
Light service draught (dl) – The light service draught (dl) corresponds, in general, to the ballast
arrival condition with 10% consumables for cargo ships. For passenger ships it corresponds,
in general, to the arrival condition with 10% consumables, a full complement of passengers
and crew and their effects, and ballast as necessary for stability and trim. Any temporary ballast
water exchange conditions for compliance with the International Convention for the Control
and Management of Ships' Ballast Water and Sediments, 2004 or any non-service conditions,
such as dry-docking, should not be taken as dl.
Regulation 2.19
Bulkhead deck – See explanatory notes for regulation 13 for the treatment of a stepped
bulkhead deck with regard to watertightness and construction requirements.
REGULATION 4 – GENERAL
Regulation 4.5
See explanatory notes for regulation 7-2.2, for information and guidance related to these
provisions.
REGULATION 5 – INTACT STABILITY
Regulation 5.2
1 For the purpose of this regulation, a sister ship means a cargo ship built by the same
shipyard from the same plans.
2 For any new sister ship with known differences from the lead sister ship that do not
exceed the lightship displacement and longitudinal centre of gravity deviation limits specified
in regulation 5.2, a detailed weights and centres of gravity calculation to adjust the lead sister
ship's lightship properties should be carried out. These adjusted lead sister ship lightship
properties are then used for comparison to the new sister ship's lightweight survey results.
However, in cases when the known differences from the lead sister ship exceed lightship
displacement or longitudinal centre of gravity deviation limits specified in regulation 5.2,
the ship should be inclined.
3 When the lightweight survey results do not exceed the specified deviation limits,
the lightship displacement and the longitudinal and transverse centres of gravity obtained from
the lightweight survey should be used in conjunction with the higher of either the lead sister
ship's vertical centre of gravity or the calculated, adjusted value.
4 Regulation 5.2 may be applied to the SPS Code ships certified to carry less
than 240 persons.
MSC 98/23/Add.1
Annex 12, page 9
Regulation 5.4
1 When alterations are made to a ship in service that result in calculable differences in
the lightship properties, a detailed weights and centres of gravity calculation to adjust
the lightship properties should be carried out. If the adjusted lightship displacement or
longitudinal centre of gravity, when compared to the approved values, exceeds one of
the deviation limits specified in regulation 5.5, the ship should be re-inclined. In addition, if
the adjusted lightship vertical centre of gravity, when compared to the approved value,
exceeds 1%, the ship should be re-inclined. The lightship transverse centre of gravity is not
subject to a deviation limit.
2 When a ship does not exceed the deviation limits specified in explanatory note 1 above,
amended stability information should be provided to the master using the new calculated
lightship properties if any of the following deviations from the approved values are exceeded:
.1 1% of the lightship displacement; or
.2 0.5% of L for the longitudinal centre of gravity; or
.3 0.5% of the vertical centre of gravity.
However, in cases when these deviation limits are not exceeded, it is not necessary to amend
the stability information supplied to the master.
3 When multiple alterations are made to a ship in service over a period of time and each
alternation is within the deviation limits specified above, the cumulative total changes to
the lightship properties from the most recent inclining also should not exceed the deviation
limits specified above or the ship should be re-inclined.
Regulation 5.5
When the lightweight survey results do not exceed the specified deviation limits, the lightship
displacement and the longitudinal and transverse centres of gravity obtained from
the lightweight survey should be used in conjunction with the vertical centre of gravity derived
from the most recent inclining in all subsequent stability information supplied to the master.
REGULATION 5-1 – STABILITY INFORMATION TO BE SUPPLIED TO THE MASTER
Regulation 5-1.3
The requirement that applied trim values shall coincide in all stability information intended for
use on board, is intended to address initial stability calculations as well as those that may be
necessary during the service life of the ship.
Regulation 5-1.4 (see also regulation 7.2)
1 Linear interpolation of the limiting values between the draughts ds, dp and dl is only
applicable to minimum GM values. If it is intended to develop curves of maximum
permissible KG, a sufficient number of KMT values for intermediate draughts should be
calculated to ensure that the resulting maximum KG curves correspond with a linear variation
of GM. When light service draught is not with the same trim as other draughts, KMT for draughts
between partial and light service draught should be calculated for trims interpolated between
trim at partial draught and trim at light service draught.
MSC 98/23/Add.1
Annex 12, page 10
2 In cases where the operational trim range is intended to exceed ±0.5% of L,

the original GM limit line should be designed in the usual manner with the deepest subdivision
draught and partial subdivision draught calculated at level trim and estimated service trim used
for the light service draught. Then additional sets of GM limit lines should be constructed on
the basis of the operational range of trims which is covered by loading conditions for each of
the three draughts ds, dp and dl ensuring that intervals of 1% L are not exceeded. The sets
of GM limit lines are combined to give a single envelope limiting GM curve. The effective trim
range of the curve should be clearly stated.
3 If multiple GM limiting curves are obtained from damage stability calculations of

differing trims in accordance with regulation 7, an envelope curve covering all calculated trim
values should be developed. Calculations covering different trim values should be carried out
in steps not exceeding 1% of L. The whole range including intermediate trims should be
covered by the damage stability calculations. Refer to the example showing an envelope curve
obtained from calculations of 0 trim and 1% of L.
4 Temporary loading conditions may occur with a draught less than the light service
draught dl due to ballast water exchange requirements, etc. In these cases, for draughts
below dl, the GM limit value at dl is to be used.
5 Ships may be permitted to sail at draughts above the deepest subdivision draught ds
according to the International Convention on Load Lines, e.g. using the tropical freeboard. In
these cases, for draughts above ds the GM limit value at ds is to be used.
Regulation 5-1.5
There could be cases where it is desirable to expand the trim range, for instance around dp.
This approach is based on the principle that it is not necessary that the same number of trims
be used when the GM is the same throughout a draught and when the steps between trims do
not exceed 1% of L. In these cases there will be three A values based on draughts s1, p1, l1
and s2, p2, l2 and s2, p3, l2. The lowest value of each partial index As, Ap and Al across these
trims should be used in the summation of the attained subdivision index A.
MSC 98/23/Add.1
Annex 12, page 11
s2 s1
ds
p3 p2 p1
dp
Permitted Permitted
Draught
Draught
l2 l1
dl GM
Trim
0.5%L  0.5%L  0.5%L 0.5%L
Trim limit diagram GM limit curve
Regulation 5-1.6
This provision is intended to address cases where an Administration approves an alternative

means of verification.
REGULATION 6 – REQUIRED SUBDIVISION INDEX R
Regulation 6.1
To demonstrate compliance with these provisions, see the Guidelines for the preparation of
subdivision and damage stability calculations, set out in the appendix, regarding the presentation
of damage stability calculation results.
REGULATION 7 – ATTAINED SUBDIVISION INDEX A
Regulation 7.1
1 The probability of surviving after collision damage to the ship's hull is expressed by
the index A. Producing an index A requires calculation of various damage scenarios defined
by the extent of damage and the initial loading conditions of the ship before damage. Three
loading conditions should be considered and the result weighted as follows:
A  0.4 As  0.4 Ap  0.2 Al
where the indices s, p and l represent the three loading conditions and the factor to be
multiplied to the index indicates how the index A from each loading condition is weighted.
2 The method of calculating A for a loading condition is expressed by the formula:

i t
Ac   pi vi si 
i 1
2.1 The index c represents one of the three loading conditions, the index i represents
each investigated damage or group of damages and t is the number of damages to be
investigated to calculate Ac for the particular loading condition.
MSC 98/23/Add.1
Annex 12, page 12
2.2 To obtain a maximum index A for a given subdivision, t has to be equal to T, the total
number of damages.
3 In practice, the damage combinations to be considered are limited either by

significantly reduced contributions to A (i.e. flooding of substantially larger volumes) or by
exceeding the maximum possible damage length.
4 The index A is divided into partial factors as follows:
pi The p factor is solely dependent on the geometry of the watertight

arrangement of the ship.
vi The v factor is dependent on the geometry of the watertight arrangement

(decks) of the ship and the draught of the initial loading condition.
It represents the probability that the spaces above the horizontal subdivision
will not be flooded.
si The s factor is dependent on the calculated survivability of the ship after

the considered damage for a specific initial condition.
5 Three initial loading conditions should be used for calculating each index A.
The loading conditions are defined by their mean draught d, trim and GM (or KG). The mean
draught and trim are illustrated in the figure below.
Level trim dds s

Level trim ddpp
100%
60% Service trim
Mean draught ddl
Mean draught
ddl l
6 The GM (or KG) values for the three loading conditions could, as a first attempt, be
taken from the intact stability GM (or KG) limit curve. If the required index R is not obtained,
the GM (or KG) values may be increased (or reduced), implying that the intact loading
conditions from the intact stability book must now meet the GM (or KG) limit curve from
the damage stability calculations derived by linear interpolation between the three GMs.
7 For a series of new passenger or cargo ships built from the same plans each of which
have the same draughts ds, dp and dl as well as the same GM and trim limits, the attained
subdivision index A calculated for the lead ship may be used for the other ships. In addition,
small differences in the draught dl (and the subsequent change in the draught dp) are
acceptable if they are due to small differences in the lightship characteristics that do not exceed
the deviation limits specified in regulation 5.2. For cases where these conditions are not met,
a new attained subdivision index A should be calculated.
"Built from the same plans" means that the watertight and weathertight aspects of the hull,
bulkheads, openings and other parts of a ship that impact the attained subdivision index A
calculation remain exactly the same.
MSC 98/23/Add.1
Annex 12, page 13
8 For a passenger or cargo ship in service which undergoes alterations that materially
affect the stability information supplied to the master and require it to be re-inclined in
accordance with regulation 5.4, a new attained subdivision index A should be calculated.
However, for alteration cases where a re-inclining is not required and the alterations do not
change the watertight and weathertight arrangements of the ship that impact the attained
subdivision index A, if ds and the GM and trim limits remain the same then a new attained
subdivision index A is not required.
9 For passenger ships subject to lightweight surveys every 5 years, if the lightweight
survey results are within the limits specified in regulation 5.5, and ds and the GM and trim limits
remain the same, a new attained subdivision index A is not required. However, if the lightweight
survey results exceed either limit specified in regulation 5.5, a new attained subdivision index A
should be calculated.
10 For any new passenger or cargo ship for which the deviation in lightship
characteristics between the preliminary and the as built values are within the limits specified in
regulation 5.2 and ds is unchanged, then the preliminary attained subdivision index A calculation
may be approved as the final attained subdivision index A calculation. However, for cases where
these conditions are not met, then a new attained subdivision index A should be calculated.
Regulation 7.2
When additional calculations of A are performed for different trims, for a given set of
calculations the difference between trim values for ds, dp and dl may not exceed 1% L.
Regulation 7.5
1 With the same intent as wing tanks, the summation of the attained index A should
reflect effects caused by all watertight bulkheads and flooding boundaries within the damaged
zone. It is not correct to assume damage only to one half of the ship's breadth B and ignore
changes in subdivision that would reflect lesser contributions.
2 In the forward and aft ends of the ship where the sectional breadth is less than
the ship's breadth B, transverse damage penetration can extend beyond the centreline
bulkhead. This application of the transverse extent of damage is consistent with
the methodology to account for the localized statistics which are normalized on the greatest
moulded breadth B rather than the local breadth.
3 Where, at the extreme ends of the ship, the subdivision exceeds the waterline at
the deepest subdivision draught, the damage penetration b or B/2 is to be taken from centre
line. The figure below illustrates the shape of the B/2 line.
MSC 98/23/Add.1
Annex 12, page 14
4 Where longitudinal corrugated bulkheads are fitted in wing compartments or on

the centreline, they may be treated as equivalent plane bulkheads provided the corrugation
depth is of the same order as the stiffening structure. The same principle may also be applied
to transverse corrugated bulkheads.
Regulation 7.6
Refer to the explanatory notes for regulation 7-2.2 for the treatment of free surfaces during all
stages of flooding.
Regulation 7.7
1 Pipes and valves directly adjacent or situated as close as practicable to a bulkhead

or to a deck can be considered to be part of the bulkhead or deck, provided the separation
distance on either side of the bulkhead or deck is of the same order as the bulkhead or deck
stiffening structure. The same applies for small recesses, drain wells, etc.
2 For ships up to L = 150 m the provision for allowing "minor progressive flooding"
should be limited to pipes penetrating a watertight subdivision with a total cross-sectional area
of not more than 710 mm2 between any two watertight compartments. For ships of L = 150 m
and upwards the total cross-sectional area of pipes should not exceed the cross-sectional area
of one pipe with a diameter of L/5000 m.
REGULATION 7-1 – CALCULATION OF THE FACTOR pi
General
1 The definitions below are intended to be used for the application of part B-1 only.
2 In regulation 7-1, the words "compartment" and "group of compartments" should be

understood to mean "zone" and "adjacent zones".
3 Zone – a longitudinal interval of the ship within the subdivision length.
MSC 98/23/Add.1
Annex 12, page 15
4 Room – a part of the ship, limited by bulkheads and decks, having a specific permeability.
5 Space – a combination of rooms.
6 Compartment – a space within watertight boundaries.
7 Damage – the three dimensional extent of the breach in the ship.
8 For the calculation of p, v, r and b only the damage should be considered, for
the calculation of the s-value the flooded space should be considered. The figures below
illustrate the difference.
Damage shown as the bold square: Flooded space shown below:
Regulation 7-1.1.1
1 The coefficients b11, b12, b21 and b22 are coefficients in the bi-linear probability density
function on normalized damage length (J). The coefficient b12 is dependent on whether Ls is
greater or less than L* (i.e. 260 m); the other coefficients are valid irrespective of Ls.
Longitudinal subdivision
2 In order to prepare for the calculation of index A, the ship's subdivision length Ls is
divided into a fixed discrete number of damage zones. These damage zones will determine
the damage stability investigation in the way of specific damages to be calculated.
3 There are no specific rules for longitudinally subdividing the ship, except that
the length Ls defines the extremities of the zones. Zone boundaries need not coincide with
physical watertight boundaries. However, it is important to consider a strategy carefully to
obtain a good result (that is a large attained index A). All zones and combination of adjacent
zones may contribute to the index A. In general it is expected that the more zone boundaries
the ship is divided into the higher will be the attained index, but this benefit should be balanced
against extra computing time. The figure below shows different longitudinal zone divisions of
the length Ls.
MSC 98/23/Add.1
Annex 12, page 16
4 The first example is a very rough division into three zones of approximately the same
size with limits where longitudinal subdivision is established. The probability that the ship will
survive a damage in one of the three zones is expected to be low (i.e. the s-factor is low or
zero) and, therefore, the total attained index A will be correspondingly low.
5 In the second example the zones have been placed in accordance with the watertight
arrangement, including minor subdivision (as in double bottom, etc.). In this case there is
a much better chance of obtaining higher s-factors.
6 Where transverse corrugated bulkheads are fitted, they may be treated as equivalent
plane bulkheads, provided the corrugation depth is of the same order as the stiffening structure.
7 Pipes and valves directly adjacent or situated as close as practicable to a transverse

bulkhead can be considered to be part of the bulkhead, provided the separation distance on
either side of the bulkhead is of the same order as the bulkhead stiffening structure. The same
applies for small recesses, drain wells, etc.
8 For cases where the pipes and valves cannot be considered as being part of the
transverse bulkhead, when they present a risk of progressive flooding to other watertight
compartments that will have influence on the overall attained index A, they should be handled
either by introducing a new damage zone and accounting for the progressive flooding to
associated compartments or by introducing a gap.
9 The triangle in the figure below illustrates the possible single and multiple zone
damages in a ship with a watertight arrangement suitable for a seven-zone division.
The triangles at the bottom line indicate single zone damages and the parallelograms indicate
adjacent zones damages.
MSC 98/23/Add.1
Annex 12, page 17
10 As an example, the triangle illustrates a damage opening the rooms in zone 2 to

the sea and the parallelogram illustrates a damage where rooms in the zones 4, 5 and 6 are
flooded simultaneously.
11 The shaded area illustrates the effect of the maximum absolute damage length.
The p-factor for a combination of three or more adjacent zones equals zero if the length of
the combined adjacent damage zones minus the length of the foremost and the aft most
damage zones in the combined damage zone is greater than the maximum damage length.
Having this in mind when subdividing Ls could limit the number of zones defined to maximize
the attained index A.
MSC 98/23/Add.1
Annex 12, page 18
12 As the p-factor is related to the watertight arrangement by the longitudinal limits of

damage zones and the transverse distance from the ship side to any longitudinal barrier in
the zone, the following indices are introduced:
j: the damage zone number starting with

No.1 at the stern;
n: the number of adjacent damage zones in

question where j is the aft zone;
k: the number of a particular longitudinal

bulkhead as a barrier for transverse
penetration in a damage zone counted
from shell towards the centreline.
The shell has No. 0;
K: total number of transverse

penetration boundaries;
pj,n,k: the p-factor for a damage in

zone j and next (n-1) zones
forward of j damaged to
the longitudinal bulkhead k.
MSC 98/23/Add.1
Annex 12, page 19
Pure longitudinal subdivision
Single damage zone, pure longitudinal subdivision:

pj,1 = p(x1j,x2j)
Two adjacent zones, pure longitudinal subdivision:

pj,2 = p(x1j,x2j+1) - p(x1j,x2j) - p(x1j+1,x2j+1)
Three or more adjacent zones, pure longitudinal

subdivision:
pj,n = p(x1j,x2j+n-1) - p(x1j,x2j+n-2) -
p(x1j+1,x2j+n-1) + p(x1j+1,x2j+n-2)
MSC 98/23/Add.1
Annex 12, page 20
Regulation 7-1.1.2
Transverse subdivision in a damage zone
1 Damage to the hull in a specific damage zone may just penetrate the ship's watertight
hull or penetrate further towards the centreline. To describe the probability of penetrating only
a wing compartment, a probability factor r is used, based mainly on the penetration depth b.
The value of r is equal to 1, if the penetration depth is B/2 where B is the maximum breadth of
the ship at the deepest subdivision draught ds, and r = 0 if b = 0.
2 The penetration depth b is measured at level deepest subdivision draught ds as

a transverse distance from the ship side right-angled to the centreline to a longitudinal barrier.
3 Where the actual watertight bulkhead is not a plane parallel to the shell, b should be
determined by means of an assumed line, dividing the zone to the shell in a relationship b1/b2
with 1 2  b1 b2  2 .
4 Examples of such assumed division lines are illustrated in the figure below. Each
sketch represents a single damage zone at a water line plane level ds and the longitudinal
bulkhead represents the outermost bulkhead position below ds + 12.5 m.
MSC 98/23/Add.1
Annex 12, page 21
4.1 If a transverse subdivision intercepts the deepest subdivision draught waterline within
the extent of the zone, b is equal to zero in that zone for that transverse subdivision, see
figure 1. A non-zero b can be obtained by including an additional zone, see figure 2.
4.2 If the deepest subdivision draught waterline on the side of a single hull ship includes
a part where multiple transverse (y) coordinates occur for a longitudinal (x) location,
a straightened reference waterline can be used for the calculation of b. If this approach is
chosen, the original waterline is replaced by an envelope curve including straight parts
perpendicular to the centreline where multiple transverse coordinates occur, see figures 1 to 4.
The maximum transverse damage extent B/2 should then be calculated from waterline or
the reference waterline, if applicable, at the deepest subdivision draught.
MSC 98/23/Add.1
Annex 12, page 22
5 In calculating r-values for a group of two or more adjacent compartments, the b-value
is common for all compartments in that group, and equal to the smallest b-value in that group:
b  minb1 , b2 ,, bn 
where: n number of wing compartments in that group;

b1 , b2 ,, bn  mean values of b for individual wing compartments
contained in the group.
Accumulating p
6 The accumulated value of p for one zone or a group of adjacent zones is determined by:
k K j ,n
p j ,n  p
k 1
j ,n ,k
j  n 1
where K j ,n  K j
j the total number of bk's for the adjacent zones in question.
7 The figure above illustrates b's for adjacent zones. The zone j has two penetration
limits and one to the centre, the zone j+1 has one b and the zone j+n-1 has one value for b.
The multiple zones will have (2+1+1) four values of b, and sorted in increasing order they are:
(bj,1 ; bj+1,1 ; bj+n-1,1 ; bj,2 ; bK)
8 Because of the expression for r(x1, x2, b) only one bK should be considered.
To minimize the number of calculations, b's of the same value may be deleted.
As bj,1 = bj+1,1 the final b's will be (bj,1 ; bj+n-1,1 ; bj,2 ; bK)
MSC 98/23/Add.1
Annex 12, page 23
Examples of multiple zones having a different b
9 Examples of combined damage zones and damage definitions are given in the figures
below. Compartments are identified by R10, R12, etc.
Figure: Combined damage of zones 1 + 2 + 3 includes a limited penetration to b3,

taken into account generating two damages:
1) to b3 with R10, R20 and R31 damaged;

2) to B/2 with R10, R20, R31 and R32 damaged.
Figure: Combined damage of zones 1 + 2 + 3 includes 3 different limited damage

penetrations generating four damages:

2) to b2 with R11, R21, R31 and R32 damaged;
3) to b1 with R11, R21, R31, R32, and R22 damaged;
4) to B/2 with R11, R21, R31, R32, R22 and R12 damaged.
Figure: Combined damage of zone 1 + 2 + 3 including 2 different limited damage

penetrations (b1 < b2 = b3) generating three damages:

2) to b2 with R11, R21, R31 and R12 damaged;
3) to B/2 with R11, R21, R31, R12, R22 and R32 damaged.
MSC 98/23/Add.1
Annex 12, page 24
10 A damage having a transverse extent b and a vertical extent H2 leads to the flooding
of both wing compartment and hold; for b and H1 only the wing compartment is flooded. The figure
below illustrates a partial subdivision draught dp damage.
11 The same is valid if b-values are calculated for arrangements with sloped walls.
12 Pipes and valves directly adjacent or situated as close as practicable to a longitudinal

bulkhead can be considered to be part of the bulkhead, provided the separation distance on
either side of the bulkhead is of the same order as the bulkhead stiffening structure. The same
applies for small recesses, drain wells, etc.
REGULATION 7-2 – CALCULATION OF THE FACTOR si
General
1 Initial condition – an intact loading condition to be considered in the damage analysis

described by the mean draught, vertical centre of gravity and the trim; or alternative parameters
from where the same may be determined (e.g. displacement, GM and trim). There are three
initial conditions corresponding to the three draughts ds, dp and dl.
2 Immersion limits – immersion limits are an array of points that are not to be immersed
at various stages of flooding as indicated in regulations 7-2.5.2 and 7-2.5.3.
3 Openings – all openings need to be defined: both weathertight and unprotected.

Openings are the most critical factor to preventing an inaccurate index A. If the final waterline
immerses the lower edge of any opening through which progressive flooding takes place,
the factor "s" may be recalculated taking such flooding into account. However, in this case
the s value should also be calculated without taking into account progressive flooding and
corresponding opening. The smallest s value should be retained for the contribution to
the attained index.
Regulation 7-2.1
1 In cases where the GZ curve may include more than one "range" of positive righting
levers for a specific stage of flooding, only one continuous positive "range" of the GZ curve
may be used within the allowable range/heel limits for calculation purposes. Different stages
of flooding may not be combined in a single GZ curve.
MSC 98/23/Add.1
Annex 12, page 25
2 In figure 1, the s-factor may be calculated from the heel angle, range and
corresponding GZmax of the first or second "range" of positive righting levers. In figure 2, only
one s-factor can be calculated.
Regulation 7-2.2
Intermediate stages of flooding
1 The case of instantaneous flooding in unrestricted spaces in way of the damage zone
does not require intermediate stage flooding calculations. Where intermediate stages of
flooding calculations are necessary in connection with progressive flooding, flooding through
non-watertight boundaries or cross-flooding, they should reflect the sequence of filling as well
as filling level phases. Calculations for intermediate stages of flooding should be performed
whenever equalization is not instantaneous, i.e. equalization is of a duration greater than 60 s.
Such calculations consider the progress through one or more floodable (non-watertight)
spaces, or cross-flooded spaces. Bulkheads surrounding refrigerated spaces, incinerator
rooms and longitudinal bulkheads fitted with non-watertight doors are typical examples of
structures that may significantly slow down the equalization of main compartments.
Flooding boundaries
2 If a compartment contains decks, inner bulkheads, structural elements and doors of

sufficient tightness and strength to seriously restrict the flow of water, for intermediate stage
flooding calculation purposes it should be divided into corresponding non-watertight spaces.
It is assumed that the non-watertight divisions considered in the calculations are limited to "A"
class fire-rated bulkheads and decks, and do not apply to "B" class fire-rated bulkheads
normally used in accommodation areas (e.g. cabins and corridors). This guidance also relates
to regulation 4.5. For spaces in the double bottom, in general, only main longitudinal structures
with a limited number of openings have to be considered as flooding boundaries.
MSC 98/23/Add.1
Annex 12, page 26
Sequential flooding computation
3 For each damage scenario, the damage extent and location determine the initial stage
of flooding. Calculations should be performed in stages, each stage comprising of at least two
intermediate filling phases in addition to the full phase per flooded space. Unrestricted spaces
in way of damage should be considered as flooded immediately. Every subsequent stage
involves all connected spaces being flooded simultaneously until an impermeable boundary or
final equilibrium is reached. Unless the flooding process is simulated using time-domain
methods, when a flooding stage leads to both a self-acting cross-flooding device and
a non-watertight boundary, the self-acting cross-flooding device is assumed to act immediately
and occur before the non-watertight boundary is breached. If due to the configuration of
the subdivision in the ship it is expected that other intermediate stages of flooding are more
onerous, then those should be investigated.
3.1 For each phase of a flooding stage (except the final full phase), the instantaneous
transverse moment of this floodwater is calculated by assuming a constant volume of water at
each heeling angle. The GZ curve is calculated with a constant intact displacement at all stages
of flooding. Only one free surface needs to be assumed for water in spaces flooded during
the current stage.
In the final full phase of each stage, the water level in rooms flooded during this stage reaches
the outside sea level, so the lost buoyancy method can be used. The same method applies for
every successive stage (added volume of water with a constant intact displacement for all
phases before the final full phase of the stage in consideration), while each of the previous
stages at the final full phase can be calculated with the lost buoyancy method.
The examples below present a simplified, sequential approach to intermediate stage

down-flooding and cross-flooding. Because simultaneous down-flooding and cross-flooding is not
accounted for, any time-to-flood calculated with this sequential approach should be conservative.
Alternative approaches, such as time-domain* flooding simulation, are also acceptable.
Example 1: Major damage with cross-flooding device
Stage 0: Unrestricted spaces in way of damage should be considered as flooded immediately

(intermediate phases are not considered). The lost buoyancy method is applied as this is
a full (final) phase. Provided the ship does not capsize and remains at a floating position
from which cross-flooding can proceed, stage 0 need not be taken into account for
the sfactor calculation as the first intermediate stage to be calculated is after 60 seconds. See
cross-flooding/equalization explanatory note 5 below.
Rooms within breach extent

instantaneously flooded
Breach extent
MSC 98/23/Add.1
Annex 12, page 27
Stage 1: Cross-flooding of opposite room
Rooms flooded in previous stage

treated in lost buoyancy method
Flood water is added, with

one free surface
Cross-flooded rooms
Cross-flooding device
An intermediate phase

treated in lost buoyancy method
Cross-flooded rooms in lost

buoyancy method
Full (final) phase of flooding stage 1
Example 2: Minor damage with down-flooding and cross-flooding
Stage 0: Unrestricted spaces in way of damage should be considered as flooded immediately

(intermediate phases are not considered). The lost buoyancy method is applied as this is
a full (final) phase. Provided the ship does not capsize and remains at a floating position
from which cross-flooding can proceed, stage 0 need not be taken into account for
the sfactor calculation as the first intermediate stage to be calculated is after 60 seconds. See
cross-flooding/equalization explanatory note 5 below.
MSC 98/23/Add.1
Annex 12, page 28
Breach extent Rooms within breach extent

instantaneously flooded
Stage 1: Down-flooding through non-watertight deck
Rooms flooded in previous stage treated

by lost buoyancy method
Down-flooded room
Floodwater is added with one common

free surface

treated by lost buoyancy method
Down-flooded rooms treated

by lost buoyancy method
Final (full) phase of stage 1
MSC 98/23/Add.1
Annex 12, page 29
Stage 2: Cross-flooding
Rooms flooded in previous stages,

Floodwater is added with

one free surface
Cross-flooded room
Cross-flooding device
Rooms flooded in previous stages,

Cross- flooded room treated by

lost buoyancy method
Full (final) phase of stage 2
Cross-flooding/equalization
4 In general, cross-flooding is flooding of an undamaged space of the ship to reduce

the heel in the final equilibrium condition.
5 The cross-flooding time should be calculated in accordance with the Revised

recommendation on a standard method for evaluating cross-flooding arrangements
(resolution MSC.362(92)). If complete fluid equalization occurs in 60 s or less, it should be
treated as instantaneous and no further calculations need to be carried out. Additionally, in
cases where sfinal = 1 is achieved in 60 s or less, but equalization is not complete, instantaneous
flooding may also be assumed if sfinal will not become reduced. In any cases where complete
fluid equalization exceeds 60 s, the value of sintermediate after 60 s is the first intermediate stage
to be considered. Only self-acting open cross-flooding arrangements without valves should be
considered effective for instantaneous flooding cases.
MSC 98/23/Add.1
Annex 12, page 30
6 Provided that the ship has a GZ greater than 0 and remains in a position from which
cross-flooding can proceed, stage 0 need not be taken into account for the sfactor calculation as
the first intermediate stage to be calculated is after 60 seconds.
7 Only cross-flooding devices which are sufficiently submerged below the external
waterline at stage 0 are to be used in the calculation for cross-flooding according to
resolution MSC.362(92).
8 If complete fluid equalization can be finalized in 10 min or less, the assessment of

survivability is carried out using the formula in regulation 7-2.1.1 (i.e. as the smallest value of
sintermediate or sfinal · smom)
9 In case the equalization time is longer than 10 min, sfinal is calculated for the floating
position achieved after 10 min of equalization. This floating position is computed by calculating
the amount of flood water according to resolution MSC.362(92) using interpolation, where
the equalization time is set to 10 min, i.e. the interpolation of the flood water volume is made
between the case before equalization (T=0) and the total calculated equalization time. For
damage cases involving different cross-flooding devices serving different spaces, when
the interpolation between the case before equalization (T=0) and the total calculated
equalization time is needed for flood water volume calculation after 60 s or 10 min, the total
equalization time is to be calculated separately for each cross-flooding device.
10 In any cases where complete fluid equalization exceeds 10 min, the value of sfinal used in
the formula in regulation 7-2.1.1 should be the minimum of sfinal at 10 min or at final equalization.
11 The factor sintermediate,i may be used for cross-flooding stages if they are intermediate
stages which are followed by other subsequent flooding stages (e.g. the flooding stages of
non-watertight compartments).
Alternatives
12 As an alternative to the procedure described above in the explanatory notes for

regulation 7-2.2, direct calculation using computational fluid dynamics (CFD), time-domain
flooding simulations or model testing may be used to analyse intermediate stages of flooding
and determine the time for equalization.
Regulation 7-2.3
1 The formulation of sfinal,i is based on target values for GZ and Range to achieve s = 1.
These values are defined as TGZmax and TRange.
2 If ro-ro spaces are damaged there might be the possibility of water accumulation on
these deck spaces. To account for this, in any damage case where the ro-ro space is damaged
the higher values for TGZmax and TRange are to be applied for the calculation of si.
Regulation 7-2.4.1.2
The parameter A (projected lateral area) used in this paragraph does not refer to the attained
subdivision index.
MSC 98/23/Add.1
Annex 12, page 31
Unprotected openings
1 The flooding angle will be limited by immersion of such an opening. It is not necessary
to define a criterion for non-immersion of unprotected openings at equilibrium, because if it is
immersed, the range of positive GZ limited to flooding angle will be zero so "s" will be equal
to zero.
2 An unprotected opening connects two rooms or one room and the outside.
An unprotected opening will not be taken into account if the two connected rooms are flooded
or none of these rooms are flooded. If the opening is connected to the outside, it will not be
taken into account if the connected compartment is flooded. An unprotected opening does not
need to be taken into account if it connects a flooded room or the outside to an undamaged
room, if this room will be considered as flooded in a subsequent stage.
Openings fitted with a weathertight mean of closing ("weathertight openings")
3 The survival "s" factor will be "0" if any such point is submerged at a stage which is
considered as "final". Such points may be submerged during a stage or phase which is
considered as "intermediate", or within the range beyond equilibrium.
4 If an opening fitted with a weathertight means of closure is submerged at equilibrium

during a stage considered as intermediate, it should be demonstrated that this weathertight means
of closure can sustain the corresponding head of water and that the leakage rate is negligible.
5 These points are also defined as connecting two rooms or one room and the outside,
and the same principle as for unprotected openings is applied to take them into account or not.
If several stages have to be considered as "final", a "weathertight opening" does not need to
be taken into account if it connects a flooded room or the outside to an undamaged room if this
room will be considered as flooded in a successive "final" stage.
1 Partial immersion of the bulkhead deck may be accepted at final equilibrium. This
provision is intended to ensure that evacuation along the bulkhead deck to the vertical escapes
will not be impeded by water on that deck. A "horizontal evacuation route" in the context of this
regulation means a route on the bulkhead deck connecting spaces located on and under this
deck with the vertical escapes from the bulkhead deck required for compliance with SOLAS
chapter II-2.
2 Horizontal evacuation routes on the bulkhead deck include only escape routes
(designated as category 2 stairway spaces according to SOLAS regulation II-2/9.2.2.3 or as
category 4 stairway spaces according to SOLAS regulation II-2/9.2.2.4 for passenger ships
carrying not more than 36 passengers) used for the evacuation of undamaged spaces.
Horizontal evacuation routes do not include corridors (designated as category 3 corridor spaces
according to SOLAS regulation II-2/9.2.2.3 or as category 2 corridor spaces according to
SOLAS regulation II-2/9.2.2.4 for passenger ships carrying not more than 36 passengers)
or escape routes within a damaged zone. No part of a horizontal evacuation route serving
undamaged spaces should be immersed.
3 si = 0 where it is not possible to access a stair leading up to the embarkation deck

from an undamaged space as a result of flooding to the "stairway" or "horizontal stairway" on
the bulkhead deck.
MSC 98/23/Add.1
Annex 12, page 32
1 The purpose of this paragraph is to provide an incentive to ensure that evacuation

through a vertical escape will not be obstructed by water from above. The paragraph is
intended for smaller emergency escapes, typically hatches, where fitting of a watertight or
weathertight means of closure would otherwise exclude them from being considered as
flooding points.
2 Since the probabilistic regulations do not require that the watertight bulkheads be
carried continuously up to the bulkhead deck, care should be taken to ensure that evacuation
from intact spaces through flooded spaces below the bulkhead deck will remain possible, for
instance by means of a watertight trunk.
MSC 98/23/Add.1
Annex 12, page 33
Regulation 7-2.6
The sketches in the figure illustrate the connection between position of watertight decks in
the reserve buoyancy area and the use of factor v for damages below these decks.
Above the waterline In this example, there are 3 horizontal subdivisions

H3 to be taken into account as the vertical extent of
H2 damage.
H1 12.5 m
d
The example shows the maximum possible vertical
extent of damage d + 12.5 m is positioned
between H2 and H3. H1 with factor v1, H2 with
factor v2 > v1 but v2 < 1 and H3 with factor v3 = 1.
H4
H3
The factors v1 and v2 are the same as above.
H2
The reserve buoyancy above H3 should be taken
12.5 m undamaged in all damage cases.
H1
d
Below the waterline The combination of damages into the rooms R1, R2
and R3 positioned below the initial water line should
be chosen so that the damage with the lowest s-factor
d
R1 is taken into account. That often results in the definition
R2 of alternative damages to be calculated and
R3 compared. If the deck taken as lower limit of damage
Dam. Zone is not watertight, down flooding should be considered.
Regulation 7-2.6.1
The parameters x1 and x2 are the same as parameters x1 and x2 used in regulation 7-1.
REGULATION 7-3 – PERMEABILITY
Regulation 7-3.2
1 The following additional cargo permeabilities may be used:
Permeability at Permeability at Permeability at

Spaces
draught ds draught dp draught dl
Timber cargo in holds 0.35 0.7 0.95
Wood chip cargo 0.6 0.7 0.95
2 Reference is made to MSC/Circ.998 (IACS Unified Interpretation regarding timber

deck cargo in the context of damage stability requirements) regarding timber deck cargo.
MSC 98/23/Add.1
Annex 12, page 34
Regulation 7-3.3
1 Concerning the use of other figures for permeability "if substantiated by calculations",
such permeabilities should reflect the general conditions of the ship throughout its service life
rather than specific loading conditions.
2 This paragraph allows for the recalculation of permeabilities. This should only be
considered in cases where it is evident that there is a major discrepancy between the values
shown in the regulation and the real values. It is not designed for improving the attained value
of a deficient ship of regular type by the modification of chosen spaces in the ship that are known
to provide significantly onerous results. All proposals should be considered on a case-by-case
basis by the Administration and should be justified with adequate calculations and arguments.
REGULATION 8 – SPECIAL REQUIREMENTS CONCERNING PASSENGER SHIP

STABILITY
Regulation 8.1
This regulation is intended to ensure a sufficient safety level if a large compartment is located
aft of the collision bulkhead.
REGULATION 8-1 – SYSTEM CAPABILITIES AND OPERATIONAL INFORMATION

AFTER A FLOODING CASUALTY ON PASSENGER SHIPS
Regulation 8-1.2
1 In the context of this regulation, "compartment" has the same meaning as defined under
regulation 7-1 of these Explanatory Notes (i.e. an on-board space within watertight boundaries).
2 The purpose of the paragraph is to prevent any flooding of limited extent from
immobilizing the ship. This principle should be applied regardless of how the flooding might
occur. Only flooding below the bulkhead deck need be considered.
REGULATION 9 – DOUBLE BOTTOMS IN PASSENGER SHIPS AND CARGO

SHIPS OTHER THAN TANKERS
Regulation 9.1
1 This regulation is intended to minimize the impact of flooding from a minor grounding.
Special attention should be paid to the vulnerable area at the turn of the bilge. When justifying
a deviation from fitting an inner bottom an assessment of the consequences of allowing a more
extensive flooding than reflected in the regulation should be provided.
2 The determination regarding the requirement to fit a double bottom "as far as this is
practicable and compatible with the design and proper working of the ship" is made, or should
be accepted by, the Administration or a recognized organization acting on its behalf.
Compliance with the damage stability requirement in regulation 9.8 should not be considered
as an equivalent optional requirement to the fitting of a dimensionally compliant double bottom.
This is because a flooded watertight compartment, such as an engine room, that complies with
the damage stability requirement in regulation 9.8 is not equivalent to a flooded double bottom
below that compartment. Compliance with the damage stability requirement in regulation 9.8
is intended to provide a minimum level of safety in cases when the fitting of a double bottom
is not practicable or compatible with the design and proper working of the ship.
MSC 98/23/Add.1
Annex 12, page 35
Regulation 9.2
1 Except as provided in regulations 9.3 and 9.4, parts of the double bottom not extended
for the full width of the ship as required by regulation 9.2 should be considered an unusual
arrangement for the purpose of this regulation and should be handled in accordance with
regulation 9.7. An example is provided below.
B/20
2 If an inner bottom is located higher than the partial subdivision draught dp, this should
be considered an unusual arrangement and is to be handled in accordance with regulation 9.7.
Regulations 9.3.2.2, 9.6 and 9.7
For cargo ships of less than 80 m in length (L), the alternative arrangements to provide a level
of safety satisfactory to the Administration should be limited to compartments not having
a double bottom, having an unusual bottom arrangement, or having an "other well" extending
below the required double bottom height that is greater than the h/2 or 500 mm limit indicated
in regulation 9.3.2.1. In these cases compliance with the bottom damage standard in
regulation 9.8 should be demonstrated assuming that the damage will only occur between
the transverse watertight bulkheads in compartments not having a double bottom, having an
unusual bottom arrangement, or having an "other well" extending below the required double
bottom height that is greater than the h/2 or 500 mm limit indicated in regulation 9.3.2.1.
Regulation 9.6
1 Any part of a passenger ship or a cargo ship of 80 m in length (L) and upwards where
a double bottom is omitted in accordance with regulation 9.1, 9.4 or 9.5 shall be capable of
withstanding bottom damages, as specified in regulation 9.8. The intent of this provision is to
specify the circumstances under which the Administration should require calculations, which
damage extents to assume and what survival criteria to apply when double bottoms are not fitted.
2 The definition of "watertight" in regulation 2.17 implies that the strength of inner
bottoms and other boundaries assumed to be watertight should be verified if they are to be
considered effective in this context.
Regulation 9.7
The reference to a "plane" in regulation 9.2 does not imply that the surface of the inner bottom
may not be stepped in the vertical direction. Minor steps and recesses need not be considered
unusual arrangements for the purpose of this paragraph as long as no part of the inner bottom
is located below the reference plane. Discontinuities in way of wing tanks are covered by
regulation 9.4.
MSC 98/23/Add.1
Annex 12, page 36
Regulation 9.8
1 For ships to which the probabilistic damage stability requirements of part B-1 apply,
the term "all service conditions" used in this paragraph means the three loading conditions with
all trims used to calculate the attained subdivision index A. For ships not subject to the
probabilistic damage stability requirements in part B-1, such as cargo ships that comply with
the subdivision and damage stability requirements of other instruments as allowed by
regulation II-1/4.2.1.2 and cargo ships of less than 80 m in length (L), "all service conditions"
means that the limit curves or tables required by regulation 5-1.2.1 should include values
calculated for the same draught and trim range(s) as for the other applicable stability
requirements.
2 The damage extents specified in this paragraph should be applied to all parts of
the ship where no double bottom is fitted, as permitted by regulations 9.1, 9.4 or 9.5, and
include any adjacent spaces located within the extent of damage. Small wells in accordance
with regulation 9.3.1 do not need to be considered damaged even if within the extent of
the damage. Possible positions of the damages are shown in an example below (parts of
the ship not fitted with a double bottom are shaded; the damages to be assumed are indicated
by boxes).
MSC 98/23/Add.1
Annex 12, page 37
Regulation 9.9
1 For the purpose of identifying "large lower holds", horizontal surfaces having
a continuous deck area greater than approximately 30% in comparison with the waterplane
area at subdivision draught should be taken to be located anywhere in the affected area of
the ship. For the alternative bottom damage calculation, a vertical extent of B/10 or 3 m,
whichever is less, should be assumed.
2 The increased minimum double bottom height of not more than B/10 or 3 m,
whichever is less, for passenger ships with large lower holds, is applicable to holds in direct
contact with the double bottom. Typical arrangements of ro-ro passenger ships may include
a large lower hold with additional tanks between the double bottom and the lower hold, as
shown in the figure below. In such cases, the vertical position of the double bottom required to
be B/10 or 3 m, whichever is less, should be applied to the lower hold deck, maintaining
the required double bottom height of B/20 or 2 m, whichever is less (but not less than 760 mm).
The figure below shows a typical arrangement of a modern ro-ro passenger ferry.
>B/10
>B/20
REGULATION 10 – CONSTRUCTION OF WATERTIGHT BULKHEADS
Regulation 10.1
For the treatment of steps in the bulkhead deck of passenger ships see explanatory notes for
regulation 13. For the treatment of steps in the freeboard deck of cargo ships see explanatory
notes for regulation 13-1.
MSC 98/23/Add.1
Annex 12, page 38
REGULATION 12 – PEAK AND MACHINERY SPACE BULKHEADS, SHAFT TUNNELS,

ETC.
Regulation 12.6.1
For cargo ships, the following figures show examples of suitable butterfly valve arrangements:
Figure 1
Figure 2
MSC 98/23/Add.1
Annex 12, page 39
As butterfly valves must be capable of being remotely operated the following shall apply:
.1 the actuator shall be of a double acting type;
.2 when subject to loss of power, the actuator shall remain in its current position;
and
.3 when subject to loss of power, the valve shall be able to be manually

operated.
Regulation 12.10
1 In cargo ships the after engine room bulkhead can be regarded as the afterpeak
bulkhead provided that the after peak adjoins the engine room.
2 In cargo ships with a raised quarter deck, it may be impracticable to extend

the afterpeak bulkhead to the freeboard deck as the freeboard deck does not extend to the aft
perpendicular. Provided that the afterpeak bulkhead extends above the deepest load line, and
that all rudderstock bearings are housed in a watertight compartment without open connection
to spaces located in front of the afterpeak bulkhead, termination of the afterpeak bulkhead on
a watertight deck lower than the freeboard deck can be accepted by the Administration.
Regulation 12.11
In cargo ships a stern tube enclosed in a watertight space of moderate volume, such as an
afterpeak tank, where the inboard end of the stern tube extends through the afterpeak/engine
room watertight bulkhead into the engine room is considered to be an acceptable solution
satisfying the requirement of this regulation, provided the inboard end of the stern tube is
effectively sealed at the afterpeak/engine room bulkhead by means of an approved
watertight/oiltight gland system.
MSC 98/23/Add.1
Annex 12, page 40
REGULATION 13 – OPENINGS IN WATERTIGHT BULKHEADS BELOW THE

BULKHEAD DECK IN PASSENGER SHIPS
General – Steps in the bulkhead deck
1 If the transverse watertight bulkheads in a region of the ship are carried to a higher
deck which forms a vertical step in the bulkhead deck, openings located in the bulkhead at
the step may be considered as being located above the bulkhead deck. Such openings should
then comply with regulation 17 and should be taken into account when applying regulation 7-2.
2 All openings in the shell plating below the upper deck throughout that region of the ship
should be treated as being below the bulkhead deck and the provisions of regulation 15 should
be applied. See figure below.
1 Bulkhead deck 2 Considered as located above the bulkhead deck

3 Ship's side 4 Considered as located below the bulkhead deck
Regulation 13.2.3
1 For closed piping systems compliance with this regulation is achieved if approved
pipe penetrations are fitted at the crossing of watertight bulkheads to ensure that heat-sensitive
pipes outside the space affected by the fire remain intact, so that any flooding of the fire
affected space does not cause progressive flooding through the piping or pipe penetration.
For open piping systems compliance with this regulation is achieved if approved pipe
penetrations are fitted at the crossing of watertight bulkheads as are required for closed piping
systems, and additionally each pipe connection to a watertight compartment is fitted with an
isolation or non-return valve, as appropriate, to prevent progressive flooding through the piping
system after a fire. As an alternative to fitting an isolation or non-return valve, pipes may be
routed above the damaged waterline in such a way that progressive flooding is prevented,
taking into account the dynamic movements of the ship in a damaged condition.
However, progressive flooding may be taken into account in accordance with regulation 7-2.5.4
instead.
MSC 98/23/Add.1
Annex 12, page 41
2 For the purpose of this explanatory note the following definitions apply:
A closed piping system is a piping system without openings in multiple watertight

compartments.
An open piping system is a piping system with openings in multiple watertight

compartments.
3 Materials used in systems which penetrate watertight bulkheads should be of

sufficient strength after exposure to heat or be considered as part of an open piping system.
Closing devices using intumescent material (swelling when exposed to heat) for open piping
systems should not be considered equivalent to the fitting of a valve, since the fire might be
located too far from the device to create a watertight seal.
4 Approval of pipe penetrations fitted to ensure the watertight integrity of a bulkhead

or deck where heat-sensitive materials are used should include a prototype test of
watertightness after having undergone the standard fire test appropriate for the location in
which the penetrations are to be installed1.
The fire tested pipe penetration should then be tested to a test pressure of not less than 1.5 times
the design pressure as defined in regulation 2.18. The pressure should be applied to the same
side of the division as the fire test.
The fire tested pipe penetration should be tested for a period of at least 30 minutes under
hydraulic pressure equal to the test pressure, but minimum 1.0 bar. There should be no
leakage during this test.
The fire tested pipe penetration should continue to be tested for a further 30 minutes with
the test pressure. The quantity of water leakage is not to exceed a total of 1 litre.
The prototype test should be considered valid only for the pipe typology (e.g. thermoplastic
and multilayer), pressure classes, the maximum/minimum dimensions tested, and the type and
fire rating of the division tested.
5 The pressure test need not be carried out on the hot penetration arrangement. Ample
time may be given to prepare for the pressure test, i.e. dismantling the fire testing equipment
and rigging the pressure test equipment.
The pressure test should be carried out with the pipe section used in the fire test still in place.
Any pipe insulation fitted for the purpose of the fire test may be removed before the pressure test.
Prototype testing need not be carried out if the pipe penetration is made of steel or equivalent
material having a thickness of 3 mm or greater and a length of not less than 900 mm
(preferably 450 mm on each side of the division), and there are no openings. Such penetrations
shall be suitably insulated by extension of the insulation at the same level of the division. See
also regulation II-2/9.3.1 with respect to piping. However, the penetration must still comply with
the watertight integrity requirement in regulation 2.17.
1 Refer to the requirements for A-class division set out in part 3 of annex 1 to the 2010 FTP Code.
MSC 98/23/Add.1
Annex 12, page 42
Regulation 13.4
In cases where main and auxiliary propulsion machinery spaces, including boilers serving
the needs for propulsion, are divided by watertight longitudinal bulkheads in order to comply
with redundancy requirements (e.g. according to regulation 8-1.2), one watertight door in each
watertight bulkhead may be permitted, as shown in the figure below.
W.T.
W.T.
W.T.
W.T.
W.T.
REGULATION 13-1 – OPENINGS IN WATERTIGHT BULKHEADS AND INTERNAL
DECKS IN CARGO SHIPS
Regulation 13-1.1
1 If the transverse watertight bulkheads in a region of the ship are carried to a higher
deck than in the remainder of the ship, openings located in the bulkhead at the step may be
considered as being located above the freeboard deck.
2 All openings in the shell plating below the upper deck throughout that region of
the ship should be treated as being below the freeboard deck, similar to the bulkhead deck for
passenger ships (see relevant figure under regulation 13 above), and the provisions of
regulation 15 should be applied.
REGULATION 15 – OPENINGS IN THE SHELL PLATING BELOW THE BULKHEAD

DECK OF PASSENGER SHIPS AND THE FREEBOARD DECK
OF CARGO SHIPS
General – Steps in the bulkhead deck and freeboard deck
regulation 13. For the treatment of steps in the freeboard deck of cargo ships see explanatory
notes for regulation 13-1.
REGULATION 15-1 – EXTERNAL OPENINGS IN CARGO SHIPS
Regulations 15-1.1 to 15-1.3 apply to cargo ships which are subject to the damage stability
analysis required in part B-1 or other IMO instruments.
Regulation 15-1.1
With regard to air-pipe closing devices, they should be considered weathertight closing devices
(not watertight). This is consistent with their treatment in regulation 7-2.5.2.1. However, in
the context of regulation 15-1, "external openings" are not intended to include air-pipe openings.
MSC 98/23/Add.1
Annex 12, page 43
REGULATION 16 – CONSTRUCTION AND INITIAL TESTS OF WATERTIGHT

CLOSURES
General
These requirements are only to establish a general design standard for watertight closures.
They are not intended to require any non-watertight hatches to be watertight, nor do they
override the requirements of the International Convention on Load Lines.
Regulation 16.2
Large doors, hatches or ramps on passenger and cargo ships, of a design and size that would
make pressure testing impracticable, may be exempted from regulation 16.2, provided it is
demonstrated by calculations that the doors, hatches or ramps maintain watertightness at
design pressure with a proper margin of resistance. Where such doors utilize gasket seals,
a prototype pressure test to confirm that the compression of the gasket material is capable of
accommodating any deflection, revealed by the structural analysis, should be carried out. After
installation every such door, hatch or ramp should be tested by means of a hose test or
equivalent.
Note: See explanatory notes for regulation 13 for additional information regarding
the treatment of steps in the bulkhead deck of passenger ships. See explanatory notes
for regulation 13-1 for additional information regarding the treatment of steps in
the freeboard deck of cargo ships.
REGULATION 17 – INTERNAL WATERTIGHT INTEGRITY OF PASSENGER SHIPS

ABOVE THE BULKHEAD DECK
General – Steps in the bulkhead deck
regulation 13.
Regulation 17.1
1 Sliding watertight doors with a reduced pressure head that are located above
the bulkhead deck and which are immersed in the final or during any intermediate stage of
flooding should comply fully with the requirements of regulation 13. These types of sliding
watertight doors tested with reduced pressure head must not be immersed at any stage of
flooding by a head of water higher than the tested pressure head. See figure 1 below. These
sliding watertight doors shall be kept closed during navigation in compliance with
the requirements of regulation 22 and this should be clearly indicated in the damage control
information required by regulation 19.
2 If watertight doors are located above the worst final and above the worst intermediate
waterline in damage cases contributing to the attained subdivision index A, but within the area
where the door becomes intermittently immersed (fully or partly) at angles of heel in the required
range of positive stability beyond the equilibrium position, such doors are to be power operated
and remotely controlled sliding semi-watertight doors complying with the requirements of
regulation 13, except that the scantlings and sealing requirements could be reduced to
the maximum head of water caused by the waterline being intermittently immersed
(see figure 1 below). These doors should be closed in case of damage and this should be
clearly indicated in the damage control information required by regulation 19.
MSC 98/23/Add.1
Annex 12, page 44
Figure 1
3 The use of watertight sliding doors above the bulkhead deck affects the escape
provisions of regulation II-2/13. When such doors are used above the bulkhead deck, there
should be at least two means of escape from each main vertical zone or similarly restricted
space or group of spaces, at least one of which should be independent of watertight doors and
at least one of which should give access to a stairway forming a vertical escape. Sliding
watertight doors that will be used frequently by passengers must not create a tripping hazard.
4 Doors fitted above the bulkhead deck, which are required to meet both fire protection
and watertight requirements should comply with the fire requirements in regulation II-2/9.4.1.1
and the watertight requirements in paragraphs 1 and 2 above. Notwithstanding the ultimate
sentence of regulation II-2/9.4.1.1.2, watertight doors fitted above the bulkhead deck should
be insulated to the standard required by table 9.1 and regulation II-2/9.2.2.1.1.1. The door must
be capable of operation using both the remote fire door control circuit and the remote watertight
door control circuit. If two doors are fitted, they must be capable of independent operation.
The operation of either door separately must not preclude closing of the other door. Both doors
must be capable of being operated from either side of the bulkhead.
Regulation 17.3
This paragraph is intended to ensure that progressive flooding through air pipes of volumes
located above a horizontal division in the superstructure, which is considered as a watertight
boundary when applying regulation 7-2.6.1.1, will be taken into consideration if a side or bottom
damage would cause flooding via tanks or spaces located below the waterline.
MSC 98/23/Add.1
Annex 12, page 45
REGULATION 17-1 – INTEGRITY OF THE HULL AND SUPERSTRUCTURE, DAMAGE

PREVENTION AND CONTROL ON RO-RO PASSENGER SHIPS
Regulations 17-1.1.1 and 17-1.1.3 apply only to direct accesses from a ro-ro space to spaces
located below the bulkhead deck. The operation of doors in bulkheads separating a ro-ro space
and other spaces should be limited to compliance with regulation 23.3.
Ro-ro deck Accomodation
WTD
REGULATION 22 – PREVENTION AND CONTROL OF WATER INGRESS, ETC.
The word "port" used in this regulation includes all berths and sheltered locations where
loading and/or discharging may take place.
MSC 98/23/Add.1
Annex 12, page 46
APPENDIX
GUIDELINES FOR THE PREPARATION OF SUBDIVISION AND

DAMAGE STABILITY CALCULATIONS
1 GENERAL
1.1 Purpose of the Guidelines
1.1.1 These Guidelines serve the purpose of simplifying the process of the damage stability
analysis, as experience has shown that a systematic and complete presentation of the particulars
results in considerable saving of time during the approval process.
1.1.2 A damage stability analysis serves the purpose to provide proof of the damage
stability standard required for the respective ship type. At present, two different calculation
methods, the deterministic concept and the probabilistic concept are applied.
1.2 Scope of analysis and documentation on board
1.2.1 The scope of subdivision and damage stability analysis is determined by the required
damage stability standard and aims at providing the ship's master with clear intact stability
requirements. In general, this is achieved by determining KG-respective GM-limit curves,
containing the admissible stability values for the draught range to be covered.
1.2.2 Within the scope of the analysis thus defined, all potential or necessary damage
conditions will be determined, taking into account the damage stability criteria, in order to
obtain the required damage stability standard. Depending on the type and size of ship, this
may involve a considerable amount of analyses.
1.2.3 Referring to SOLAS chapter II-1, regulation 19, the necessity to provide the crew with
the relevant information regarding the subdivision of the ship is expressed, therefore plans
should be provided and permanently exhibited for the guidance of the officer in charge. These
plans should clearly show for each deck and hold the boundaries of the watertight
compartments, the openings therein with means of closure and position of any controls thereof,
and the arrangements for the correction of any list due to flooding. In addition, Damage Control
Booklets containing the aforementioned information should be available.
2 DOCUMENTS FOR SUBMISSION
2.1 Presentation of documents
The documentation should begin with the following details: principal dimensions, ship type,
designation of intact conditions, designation of damage conditions and pertinent damaged
compartments, KG-respective GM-limit curve.
2.2 General documents
For the checking of the input data, the following should be submitted:
.1 main dimensions;
.2 lines plan, plotted or numerically;
MSC 98/23/Add.1
Annex 12, page 47
.3 hydrostatic data and cross curves of stability (including drawing of the buoyant
hull);
.4 definition of sub-compartments with moulded volumes, centres of gravity and

permeability;
.5 layout plan (watertight integrity plan) for the sub-compartments with all internal
and external opening points including their connected sub-compartments, and
particulars used in measuring the spaces, such as general arrangement plan
and tank plan. The subdivision limits, longitudinal, transverse and vertical,
should be included;
.6 light service condition;
.7 load line draught;
.8 coordinates of opening points with their level of tightness (e.g. weathertight,

unprotected);
.9 watertight door location with pressure calculation;
.10 side contour and wind profile;
.11 cross and down flooding devices and the calculations thereof according to
resolution MSC.362(92) with information about diameter, valves, pipe
lengths and coordinates of inlet/outlet;
.12 pipes in damaged area when the destruction of these pipes results in
progressive flooding; and
.13 damage extensions and definition of damage cases.
2.3 Special documents
The following documentation of results should be submitted.
2.3.1 Documentation
2.3.1.1 Initial data:
.1 subdivision length Ls;
.2 initial draughts and the corresponding GM-values;
.3 required subdivision index R; and
.4 attained subdivision index A with a summary table for all contributions for all
damaged zones.
2.3.1.2 Results for each damage case which contributes to the index A:
.1 draught, trim, heel, GM in damaged condition;
.2 dimension of the damage with probabilistic values p, v and r;
MSC 98/23/Add.1
Annex 12, page 48
.3 righting lever curve (including GZmax and range) with factor of survivability s;
.4 critical weathertight and unprotected openings with their angle of immersion;

and
.5 details of sub-compartments with amount of in-flooded water/lost buoyancy

with their centres of gravity.
2.3.1.3 In addition to the requirements in paragraph 2.3.1.2, particulars of non-contributing

damages (si = 0 and pi > 0.00) should also be submitted for passenger ships and ro-ro ships
fitted with long lower holds including full details of the calculated factors.
2.3.2 Special consideration
For intermediate conditions, as stages before cross-flooding or before progressive flooding, an

appropriate scope of the documentation covering the aforementioned items is needed in
addition.
***

关于imo发布msc.429（98）决议 经修订的solas第ii 1章分舱与破损稳性规则的解释性文件的技术通告

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

关于imo发布msc.429（98）决议 经修订的solas第ii 1章分舱与破损稳性规则的解释性文件的技术通告

Uploaded by

Copyright:

Available Formats

CCS 技术通告

（2018 年）技术通告第 14 号总第 340 号

附件: MSC.429（98）-经修订的 SOLAS 第 II-1 章分舱与破损稳性规则的解释性说

经修订的 SOLAS 第 II-1 章分舱与破损稳性规则的解释性说明

还忆及 MSC.216(82)决议通过的 SOLAS 第 II-1 章分舱与破损稳性规则基于概率概念，

注意到本委员会在其第 82 届会议上批准的《SOLAS 第 II-1 章分舱与破损稳性规则暂行

还注意到本委员会在其第 85 届会议上通过的《SOLAS 第 II-1 章分舱与破损稳性规则的

进一步注意到本委员会以 MSC.421(98)决议通过 SOLAS 第 II-1 章分舱与破损稳性规则

还认识到经修订的解释性说明的适当应用对确保 SOLAS 第 II-1 章分舱与破损稳性规则

在其第 98 届会议上审议了船舶设计与构造分委会在其第 4 次会议上提出的建议案，

1．通过《经修订的 SOLAS 第 II-1 章分舱与破损稳性规则的解释性说明》

2．敦促各缔约国政府和所有相关方在应用经修正的 MSC.216(82)决议通过的 SOLAS 第

3. 提请各缔约国政府注意经修订的解释性说明应对 MSC.421(98)决议通过的 SOLAS 第

B 部分 SOLAS 第 II-1 章分舱与破损稳性各条规则的指导

1 SOLAS 第 II-1 章中的 SOLAS 分舱与破损稳性协调规则基于概率概念，这一概念用

13.1 正如以上已说明，达到的分舱指数 A 用整个概率的公式确定为每个舱室或舱组的

① 除另有明文规定外，对本指南中各条的引用即是对 SOLAS 第 II-1 章各条的引用。

第 5-1.4 条（另见第 7.2 条）

2.1 下标 c 表示三种装载工况之一，下标 i 表示所调研的每一破损或破损组合，下标 t

6 三种装载工况的 GM（或 KG）可以初步尝试从完整稳性极限 GM（或 KG）曲线上

图：区域1+2+3的组合破损包括2个不同的有限破损穿透（b1 < b2 = b3），产生以下三个破损：

2 参见关于木材甲板货物的海安会 MSC/Circ.998 通函（IACS 有关破损稳性要求的木

2 如果所设内底高于部分分舱吃水 dp，这应视为非常规布置并按第 9.7 条处理。

① 参见 2010 年 FTP 规则附件 1 第 3 部分中关于 A 级分隔的要求。

第 15-1.1 至 15-1.3 条适用需进行 B-1 部分或其他 IMO 文件要求的破损稳性分析的货船。

3 舱壁甲板以上使用水密滑动门影响第 II-2/13 条的脱险规定。当在舱壁甲板以上使用

第 17-1.1.1 和 17-1.1.3 条只适用于从滚装处所至位于舱壁甲板以下处所的直接通道。分

REVISED EXPLANATORY NOTES TO THE SOLAS CHAPTER II-1 SUBDIVISION AND

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization

RECALLING ALSO that, by resolution MSC.216(82), it adopted the regulations on subdivision

NOTING that, at the eighty-second session, it approved Interim Explanatory Notes to

NOTING FURTHER that, by resolution MSC.421(98), it adopted amendments to regulations

HAVING CONSIDERED, at its ninety-eighth session, the recommendations made by

3 INVITES Contracting Governments to note that these Revised Explanatory Notes

REVISED EXPLANATORY NOTES TO THE SOLAS CHAPTER II-1 SUBDIVISION AND

Part B – GUIDANCE ON INDIVIDUAL SOLAS CHAPTER II-1 SUBDIVISION AND

Appendix Guidelines for the preparation of subdivision and damage stability

1 The harmonized SOLAS regulations on subdivision and damage stability, as

.1 which particular space or group of adjacent spaces is flooded;

.3 the permeability of affected spaces at the time of damage;

.4 the sea state at the time of damage; and

.5 other factors such as possible heeling moments owing to unsymmetrical

7 For these reasons and because of mathematical complexity as well as insufficient

8 It may be demonstrated by means of probability theory that the probability of ship

.2 the probability that the stability after flooding a compartment or a group of

12 This concept allows a rule requirement to be applied by requiring a minimum value

13 Evidence of compliance with the rules then simply becomes:

15 A close approximation of the available statistics would result in extremely numerous

GUIDANCE ON INDIVIDUAL SOLAS CHAPTER II-1

1 If a passenger ship built before 1 January 2009 undergoes alterations or modifications

3 Application of MSC.1/Circ.1246 is limited to cargo ships constructed

REGULATION 5 – INTACT STABILITY

.1 1% of the lightship displacement; or

.2 0.5% of L for the longitudinal centre of gravity; or

.3 0.5% of the vertical centre of gravity.

REGULATION 5-1 – STABILITY INFORMATION TO BE SUPPLIED TO THE MASTER

Regulation 5-1.4 (see also regulation 7.2)

2 In cases where the operational trim range is intended to exceed ±0.5% of L,

3 If multiple GM limiting curves are obtained from damage stability calculations of

Trim limit diagram GM limit curve

This provision is intended to address cases where an Administration approves an alternative

REGULATION 6 – REQUIRED SUBDIVISION INDEX R

REGULATION 7 – ATTAINED SUBDIVISION INDEX A

关于imo发布msc.429（98）决议经修订的solas第ii 1章分舱与破损稳性规则的解释性文件的技术通告

关于imo发布msc.429（98）决议经修订的solas第ii 1章分舱与破损稳性规则的解释性文件的技术通告