Review of the SOLAS 2009 damage stability regulations and the Explanatory Notes to

the SOLAS 2009 Regulations

Submitted by the Royal Institution of Naval Architects
SUMMARY
Executive summary:

Following the submission of SLF52/11/1 by Sweden and the

United Kingdom the SOLAS 2009 damage stability regulations
and the Explanatory Notes to the SOLAS 2009 regulations
were reviewed. This document provides the outcome of this
review.

Strategic direction:

5.1

High-level action:

5.1.1

Planned output:

5.1.1.1

Action to be taken:

Paragraph 7.

Related documents:

SLF 51/17; MSC.216(82); MSC.281(85) and SLF 52/11/1.

Introduction
1.
SLF 51 report to the Maritime Safety Committee SLF 51/17 Annex 3 Justification for
Inclusion of a New Item on Revision of SOLAS Chapter II-1 Subdivision and Damage
Stability Regulations established while developing the Explanatory Notes that various
regulations have been identified as either needing or being potential candidates for
improvement. After reviewing the SOLAS 2009 damage stability regulations and the
Explanatory Notes to the SOLAS 2009 Regulations inconsistencies between some
regulations have been identified and a proposal for amendments to Regulation 8 developed
as discussed below.
Discussion
2.1.
The introduction to the Explanatory Notes, paragraphs 10 refers to sinking or capsize
as a result of an arbitrary collision and in 10.1 the probability that the watertight integrity and
the stability throughout the flooding sequence is sufficient to avoid capsizing or sinking. This
applies to those cases where S is equal to a value greater than zero. It therefore follows that
in those cases where S is equal to zero that there is sinkage and a possibility of capsize. Any
damage case which leads to a rapid capsize, i.e. where the crew/passengers may not have
enough time to evacuate the ship, is unacceptable. Where such cases are identified, then
the arrangements of the ship should be reappraised. There are no definitions within SOLAS
which defines capsize or rapid capsize or the criteria, in numerical terms, which the
designers can use to determine when a rapid capsize situation exists. A definition of rapid
capsize, which occurs when the crew/passengers do not have time to evacuate the ship
using the life saving equipment provided and the numerical criteria needs to be developed.
2.2.
Regulation 8.3 of SOLAS 2009 contains requirements for the extent of side damage
to passenger ships, but makes no reference to how large lower holds are to be protected.
However Regulation 9.9 of SOLAS 2009 contains requirements for double bottoms in
passenger and cargo ships, other than tankers, which includes requirements for increased
protection for large lower holds. This is further clarified in the Explanatory Notes to the
SOLAS 2009 Regulations. It is considered that the increased level of protection provided in
Regulation 9.9 for ships with large lower holds should be should be extended to passenger
and cargo ships, other than tankers, by amending Regulation 8.3.

2.3
SOLAS/CONF.3 - Resolutions of the Conference of Contracting Governments to the
International Convention for the Safety of Life at Sea, 1974 - (November 1995) - Resolution
14 - Regional agreements on specific stability requirements for ro-ro passenger ships (Adopted on 29 November 1995) The Annex to this Resolution provides stability
requirements which shall be complied with when taking into account the effect of a
hypothetical volume of seawater which is assumed to have accumulated, on the first deck
above the designed waterline of the ro-ro cargo space or special category space as defined
in SOLAS regulation II-2/3, which is assumed to be damaged The volume of assumed
accumulated seawater shall be calculated with the distribution density given in the
requirements. Where the residual freeboard (fr) is 2 metres or more; the volume of water is
0.0 m3/m2 i.e. no water on the deck. It is conclude that all ships which have a ro-ro deck
above the damaged waterline, which is assumed damaged, that the residual freeboard
should be 2 metres or more. If the residual freeboard is less than 2 metres then
SOLAS/CONF.3 - Resolutions of the Conference of Contracting Governments to the
International Convention for the Safety of Life at Sea, 1974 - (November 1995) - Resolution
14 or the flag administrations requirements should be applied.
2.4.
The Guidelines for the preparation of subdivision and damage stability calculations,
attached to the Explanatory Notes to the SOLAS 2009 Regulations as an Appendix, indicate
in 2.3.1.3, that particulars of non contributing damages should also be submitted for
passenger ships and ro-ro ships, with large lower holds. It is concluded that the intent of this
requirement:
2.4.1 is to acknowledge that a ro-ro ship with a large lower hold should have their non
contributing damages submitted and reviewed to identify whether or not these cases would
lead to a rapid capsize - which would be an unacceptable position.
2.4.2 is applicable to ro-ro cargo ships.
2.4.3 However there are no references in the SOLAS 2009 damage stability regulations or
the Explanatory Notes to the SOLAS 2009 Regulations on the review process or the action
required.
Action requested of the Committee
7

The following actions are recommended:

7.1 to develop in the Regulations and the Explanatory Notes definitions for capsize and
rapid capsize.
7.2 to consider the proposed amendments to Regulation 8 contained in the Annex, relating
to the inconsistencies between Regulation 8 and 9 for the increased protection of long lower
holds, from both bottom and side damages.
7.3 to consider the proposed amendments to Regulation 8 contained in the Annex, relating
to the prevention of water on ro-ro decks which are above the damaged waterline.
7.4 to consider the proposed amendments to Regulation 8 contained in the Annex, relating
to the investigation of non contributing damages to ro-ro decks and long lower holds and
develop Explanatory Notes on the investigation process and the actions that are required.

Annex
SOLAS Part B-1, Regulation 8.
The following amendments are proposed to Part B-1, Regulation, showing additions by
underlining.

Regulation 8 - Special requirements concerning passenger

and cargo ships stability
1. A passenger ship intended to carry 400 or more persons shall have watertight subdivision
abaft the collision bulkhead so that si = 1 for the three loading conditions on which is based
the calculation of the subdivision index and for a damage involving all the compartments
within 0.08L measured from the forward perpendicular.
2. A passenger ship intended to carry 36 or more persons is to be capable of withstanding
damage along the side shell to an extent specified in paragraph 3. Compliance with this
regulation is to be achieved by demonstrating that si, as defined in regulation 7-2, is not less
than 0.9 for the three loading conditions on which is based the calculation of the subdivision
index.
3. The damage extent to be assumed when demonstrating compliance with paragraph 2, is
to be dependent on both N as defined in regulation 6, and Ls as defined in regulation 2, such
that:
.1
the vertical extent of damage is to extend from the ships moulded baseline to a
position up to 12.5 m above the position of the deepest subdivision draught as defined in
regulation 2, unless a lesser vertical extent of damage were to give a lower value of si, in
which case this reduced extent is to be used;
.2 where 400 or more persons are to be carried, a damage length of 0.03Ls but not less
than 3 m is to be assumed at any position along the side shell, in conjunction with a
penetration inboard of 0.1B but not less than 0.75 m measured inboard from the ship side, at
right angle to the centreline at the level of the deepest subdivision draught;
.3 where less than 400 persons are carried, damage length is to be assumed at any
position along the shell side between transverse watertight bulkheads provided that the
distance between two adjacent transverse watertight bulkheads is not less than the assumed
damage length. If the distance between adjacent transverse watertight bulkheads is less
than the assumed damage length, only one of these bulkheads shall be considered effective
for the purpose of demonstrating compliance with paragraph 2;
.4 where 36 persons are carried, a damage length of 0.015Ls but not less than 3 m is to
be assumed, in conjunction with a penetration inboard of 0.05B but not less than 0.75 m;
and
.5 where more than 36, but fewer than 400 persons are carried the values of damage
length and penetration inboard, used in the determination of the assumed extent of damage,
are to be obtained by linear interpolation between the values of damage length and
penetration which apply for ships carrying 36 persons and 400 persons as specified in
subparagraphs .4 and .2.

.6
where long lower holds are provided in passenger ships or cargo ships other than
tankers, the Administration may require an increased penetration of 0.2 B, but not less than 3
m, measured inboard from the ship side, at right angle to the centreline at the level of the
deepest subdivision draught.
4. Spaces, that would be flooded when the assumed extent of damage in paragraph 3 is
applied, shall not render emergency power and lighting, internal communication, signals or
other emergency devices inoperable in other parts of the ship.
5. Where passenger ships and ro-ro (cargo) ships are fitted with ro-ro decks or long lower
cargo holds the particulars of non-contributing damages (s=0 and p>0.00), including full
details of the calculated factors, should be examined to confirm that these will not initiate a
rapid capsize.
6. Where the residual freeboard (fr) is less than 2m between the damaged ro-ro deck and
the final waterline at the location of the damage, then the administration may require
additional investigations to be carried out to demonstrate compliance with their own
requirements or SOLAS/CONF.3 - Resolutions of the Conference of Contracting
Governments to the International Convention for the Safety of Life at Sea, 1974 - (November
1995) - Resolution 14 - Regional agreements on specific stability requirements for ro-ro
passenger ships - (Adopted on 29 November 1995) - Annex - Stability requirements
pertaining to the agreement.