PART II RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF SHIPS IDENTIFIED BY THEIR MISSION SECTION 1 NAVAL ARCHITECTURE CHAPTERS APPROACH

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1 PART II RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF SHIPS IDENTIFIED BY THEIR MISSION TITLE 21 PASSENGER SHIPS SECTION 1 NAVAL ARCHITECTURE CHAPTERS A APPROACH B DOCUMENTS, REGULATIONS AND STAND- ARDS C D E F G H I J T NAVIGATION ENVIRONMENT - See Part II, Title 11, Seciton 1 ACTIVITIES AND SERVICES CONFIGURATIONS HULL LINES AND DIMENSIONS - See Part II, Title 11, Section 1 CAPACITIES AND SUBDIVISION LOADING CONDITIONS, BUOYANCY AND STABILITY PROPULSIVE PERFORMANCE See Part II, Title 11, Section 1 CROSS FLOODING CALCULATION METHOS INSPECTIONS AND TESTS See Part II, Title 11, Section 1 1-1

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3 CONTENTS CHAPTER A... 5 APPROACH... 5 A1. APPLICATION Configuration Aspect ratio... 5 A2. DEFINITIONS Terms... 5 CHAPTER B... 7 DOCUMENTS, REGULATIONS AND STANDARDS... 7 B1. NAVAL ARQUITECTURE DOCUMENTS Documents for classification Documents for approval Documents for the construction... 7 B2 REGULATION Regulations of the National RBNA Emissions of other National RBNAs International regulation IACS requirements... 8 B3. TECHNICAL STANDARDS... 8 CHAPTER D... 8 ACTIVITIES AND SERVICES... 8 D1. TYPES OF ACTIVITIES AND SERVICES Types in present Rules Types for statutory surveys... 8 CHAPTER E... 8 CONFIGURATIONS... 8 E1. BASIC ARRENGEMENT Localization of the cargo space Localization of Engine room Localization of accommodations Localization of passengers... 8 CHAPTER G... 9 CAPACITIES AND SUBDIVISION... 9 G1. CAPACITIES Volumes e volume centres... 9 G2. SUBDIVISIONN Compartments, tanks and void spaces Double bottom Cofferdams... 9 CHAPTER H...10 LOADING CONDITIONS, BUOYANCY AND STABILITY...10 H2. LIGHTWEIGHT Lightweight determination...10 H3. LOADING CONDITIONS Configurations and combinations of loads...10 H4. BUOYANCY Principles Subdivision bulkheads to confine flooding Vertical subdivision...11 H5. STABILITY Weight distribuition Free Surface Intact Stability for ships with GT Intact Stability for ships with GT < H6. DAMAGE STABILITY (SHIPS WITH GT 500) General Required subdivision index R Attained subdivision index A Calculation of the factor Pi Calculation of factor si Calculation of the factor v i Special requirements concerning passenger ship stability H7. INTEGRITY OF THE HULL, HULL OPENINGS AND MEANS OF CLOSURE Openings in watertight bulkheads below the bulkhead deck in passenger ships Internal watertight integrity of passenger ships above the bulkhead deck Doors in watertight bulkheads of cargo ships and passenger ships Double bottoms in passenger ships and cargo ships other than tankers Prevention and control of water ingress, etc Angle of flooding Flooding detection system for passenger ships29 CHAPTER J METHOD FOR THE CALCULATION OF TRANSVERSAL FLOODING (CROSS-FLOODING). 31 J1. PRINCIPLES OF CALCULATION OF THE CROSS-FLOODING Definitions Formulas Air pipe venting criteria J2. EXAMPLE FOR THE TREATMENT OF LATERAL INCLINATION ANGLES AND OF MANOMETRIC HEIGHTS IN DIFFERENT STAGES OF CROSS-FLOODING (ILLUSTRATED)32 J3. FRICTION COEFFICIENTS IN CROSS- FLOODING ARRANGEMENTS (ILLUSTRATED) 35 J4. EXAMPLE USING VALUES OF A PASSENGER SHIP Example of calculation for a passenger ship Testing of doors Hose Testing

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5 CHAPTER A APPROACH CHAPTER CONTENTS A1. APPLICATION A2. DEFINITIONS A1. APPLICATION 100. Configuration 101. The present Title 21 applies to passenger vessels, as defined in Subchapter A2 below. The requirements of the present Title are additional to those in Part II, Title Passenger ships constructed on or after 1 July 2010 having length of 120 m or more or having three or more main vertical zones shall comply with the provisions of SO- LAS II-2/G/21 Casualty threshold, safe return to port and safe areas Passenger ships constructed on or after 1 July 2010 having length of 120 m or more or having three or more main vertical zones shall comply with the provisions of SO- LAS II-2/G/22 Design criteria for systems to remain operational after a fire casualty Aspect ratio - See Part II, Title 11, Seciton 1 A2. DEFINITIONS 100. Terms 101. In addition to definitions of Part II, Title 11, Section 1 the following terms are used in this Section: 102. Computational fluid dynamics (CFD) is a field of fluid mechanics that uses numerical methods and algorithms to solve and analyse problems involving fluid flow. Computers are employed for the calculations required to simulate the interaction of liquids and gases with surfaces defined by boundary conditions. as may be necessary for stability and/or immersion. Passenger ships should include the full complement of passengers and crew on board. c. Partial subdivision draught (dp) is the light service draught plus 60% of the difference between the light service draught and the deepest subdivision draught Hinged door: door that pivots about a vertical or horizontal axis Equilibrium Waterplane: The waterplane in still water when, taking account of flooding due to an assumed damage, the weight and buoyancy forces acting on a vessel are in balance. This relates to the final condition when no further flooding takes place or after cross flooding is completed Intermediate Waterplane: The waterplane in still water, which represents the instantaneous floating position of a vessel at some intermediate stage between commencement and completion of flooding when, taking account of the assumed instantaneous state of flooding, the weight and buoyancy forces acting on a vessel are in balance In-service inclining test means an inclining test which is performed in order to verify the pre-calculated GM C and the deadweight s centre of gravity of an actual loading condition Lightweight survey involves taking an audit of all items which should be added, deducted or relocated on the ship at the time of the inclining test so that the observed condition of the ship can be adjusted to the lightship condition. The mass, longitudinal, transverse and vertical location of each item should be accurately determined and recorded. Using this information, the static waterline of the ship at the time of the inclining test as determined from measuring the freeboard or verified draught marks of the ship, the ship s hydrostatic data, and the sea water density, the lightship displacement and longitudinal centre of gravity (LCG) can be obtained. The transverse centre of gravity (TCG) may also be determined for mobile offshore drilling units (MODUs) and other ships which are asymmetrical about the centreline or whose internal arrangement or outfitting is such that an inherent list may develop from off-centre mass Cross-flooding: the cross-flooding refers to the ballast transfer from one side to another to adjust the heeling of the vessel. See the figure F.A below Draught (d) is the vertical distance from the keel line at mid-length to the waterline in question. a. Deepest subdivision draught (ds) is the waterline which corresponds to the summer load line draught of the ship. b. Light service draught (dl) is the service draught corresponding to the lightest anticipated loading and associated tankage, including, however, such ballast 110. Passenger: every person other than: a. The master and the members of the crew or other persons employed or engaged in any capacity on board a ship on the business of that ship; and b. A child under one year of age Passenger spaces: compartments used for accommodation and use of passengers, excluding baggage compartments, lockers, provision rooms, and mail compartments. 1-5

6 112. Passenger vessel: is here defined as the one that carries more than 12(twelve) passengers, according to: a. NORMAM 01: item 301.o; b. SOLAS: Rule IA/2.f of the Convention SOLAS 1974 and 1988 (Convention for the Safety of Life at Sea), as amended Plan of intermediate waterline: the plan of still water waterline, which represents the instantaneous position of the ship floating in an intermediate stage between the starting and ending of the flooding, when taking into account the instantaneous stage of flooding, the weight and buoyancy forces acting on a vessel are in balance Plan of still water waterline: plan of still water waterline when, taking into account the flooding due to a damage assumed, the weight and buoyancy forces acting on a ship are in balance. This is related to the final condition when no additional flooding occurs or after the "crossflooding" is complete 115. Short international voyage is an international voyage in the course of which a ship is not more than 200 miles from a port or place in which the passengers and crew could be placed in safety. Neither the distance between the last port of call in the country in which the voyage begins and the final port of destination nor the return voyage shall exceed 600 miles. The final port of destination is the last port of call in the scheduled voyage at which the ship commences its return voyage to the country in which the voyage began Sliding door: door with horizontal or vertical motion, generally parallel to the plane of the door Sliding Door or Rolling Door: A door having a horizontal or vertical motion generally parallel to the plane of the door Stability instrument is an instrument installed on board a particular ship by means of which it can be ascertained that stability requirements specified for the ship in the Stability Booklet are met in any operational loading condition. A Stability Instrument comprises hardware and software Subdivision length (Ls) of the ship is the greatest projected moulded length of that part of the ship at or below deck or decks limiting the vertical extent of flooding with the ship at the deepest subdivision draught Watertight: Capable of preventing the passage of water in any direction under a design head. The design head for any part of a structure shall be determined by reference to its location relative to the bulkhead deck or freeboard deck, as applicable, or to the most unfavourable equilibrium/intermediate waterplane, in accordance with the applicable subdivision and damage stability regulations, whichever is the greater. A watertight door is thus one that will maintain the watertight integrity of the subdivision bulkhead in which it is located. 1-6

7 FIGURE F.A CROSS FLOODING CHAPTER B DOCUMENTS, REGULATIONS AND STANDARDS CHAPTER CONTENTS B1. NAVAL ARCHITECTURE DOCUMENTS B2. REGULATIONS B3. TECHNICAL STANDARDS B1. NAVAL ARQUITECTURE DOCUMENTS 100. Documents for classification 101. The plans or documents to be submitted to the RBNA for approval or for information are listed in item B a. Plans showing the external openings and means of closure; b. Plans showing the watertight division as well as internal openings and closing means; c. Damage stability in accordance with Chapter II-1, Part B, Rule 8 of the SOLAS Convention as amended and the related Explanatory Notes, if applicable; d. Damaged stability calculations in accordance with other conventions and codes applicable to the ship; e. Damage control plan and damage control booklet containing the essential data to be maintained survivability; f. Stability information according to the requirements of the chapter H below Documents for the construction See Part II, Title 11, Seciton Documents for approval B2 REGULATION 201. The following documents are to be presented for approval, in addition to those required by Part II, Title 11, Section 1, A2.200: 100. Regulations of the National RBNA 101. For Brazilian Flag ships under 500 GT, the NOR- MAM 01 regulations emitted by DPC are comprehended by the present Rules and, in some cases, with additional details 1-7

8 102. The level of intact stability for ships of all sizes in any case should not be less than that provided by IMO IS Code as amended Emissions of other National RBNAs 201. The regulation emitted by National Organizations is to be submitted to RBNA for assessment. See B2.101 above For foreign flag ships, the National Regulations are applicable or, in absence of those, the regulations required in B2.102 above apply International regulation 301. For vessels under 500 GT destined to international voyages or under foreign flags, the IMO regulations apply. Eventual points of discrepancy in regard to National Regulations applicable to the vessel are to be submitted for RBNA analysis For ships having GT equal to or larger than 500, the IMO ILLC and IS-Code regulations are applicable IACS requirements 401. The present Rules comprehend the IACS Unified Requirements (UR), and Recommendations (Rec) where applicable, as well as CSR rules for bulkers and tankers In vessels where the RBNA has received delegation to carry out statutory certification, the IACS Unified Interpretations are of mandatory use for ships having GT Where relevant, the present Rules comprehend the IACS Procedural Requirements (PR). CHAPTER D ACTIVITIES AND SERVICES CHAPTER CONTENTS D1. TYPES OF ACTIVITIES AND SERVICES D2. CONDUCTION See Part II, Title 11, Seciton 1 D1. TYPES OF ACTIVITIES AND SERVICES 100. Types in present Rules See Part II, Title 11, Seciton Types for statutory surveys 201. For passenger ships with AB < 500, the statutory surveys for are in NORMAM 01 are applicable. For foreign flag ships the requirements of the National Regulations or, in the absence of those, it the IMO Conventions and Codes and associated documents For ships with AB 500, the statutory surveys for the passenger ships are to comply with SOLAS Convention (International Convention for the Safety of Life at Sea) Chapters I, II-1 and II For roll on / roll off ships carrying passengers or vehicles and passengers, see Part II, Title 26. CHAPTER E CONFIGURATIONS CHAPTER CONTENTS E1. BASIC ARRENGEMENT B3. TECHNICAL STANDARDS See Part II, Title 11, Section 1 E1. BASIC ARRENGEMENT 100. Localization of the cargo space - See Part II, Title 11, Seciton Localization of Engine room - See Part II, Title 11, Seciton Localization of accommodations - See Part II, Title 11, Seciton Localization of passengers 401. Passenger compartments are recommended to be located above the main deck. 1-8

9 CHAPTER G CAPACITIES AND SUBDIVISION CHAPTER CONTENTS G1. CAPACITIES G2. SUBDIVISIONN G1. CAPACITIES 100. Volumes e volume centres See Part II, Title 11, Seciton 1 G2. SUBDIVISIONN 100. Compartments, tanks and void spaces 101. The subdivision bulkheads of compartments, tanks and void spaces are to take into account their nature and content, according to the requirements of the present Rules and Regulations For the requirements of subdivision for buoyancy, see Sub Chapter H4. as follows The engine room will be limited by bulkheads. In case of machinery aft, its aft bulkhead may be the aft peak bulkhead of the vessel Transportation of vehicles in cargo holds will be specially considered by RBNA. This includes the alternative of construction of a double hull. See Title 26. a. However, in no case is the value of h to be less than 760 mm, and need not be taken as more than mm Small wells constructed in the double bottom in connection with drainage arrangements of holds, etc., shall not extend downward more than necessary. A well extending to the outer bottom is, however, permitted at the after end of the shaft tunnel. Other wells (e.g., for lubricating oil under main engines) may be permitted by the RBNA if satisfied that the arrangements give protection equivalent to that afforded by a double bottom complying with this regulation. In no case shall the vertical distance from the bottom of such a well to a plane coinciding with the keel line be less than 500 mm A double bottom need not be fitted in way of watertight tanks, including dry tanks of moderate size, provided the safety of the ship is not impaired in the event of bottom or side damage In the case of passenger ships which are employed in special trades for the carriage of large numbers of special trade passengers, such as the pilgrim trade, engaged in short international voyages the RBNA of the State whose flag such ships are entitled to fly if satisfied that it is impracticable to enforce compliance with the requirements of this chapter, may permit a double bottom to be dispensed with if satisfied that the fitting of a double bottom in that part would not be compatible with the design and proper working of the ship In case of unusual bottom arrangements in a passenger ship or a cargo ship, it is to be demonstrated that the ship is capable of withstanding bottom damages as specified in Chapter H, H Cofferdams 105. All passengers ships with GT 500 are to comply with Chapter II-1 Part B-2 of the SOLAS Convention as regards subdivision Double bottom 201. A double bottom is to be fitted extending from the collision bulkhead to the afterpeak bulkhead, as far as this is practicable and compatible with the design and proper working of the ship Where a double bottom is required to be fitted the inner bottom is to be continued out to the ship's sides in such a manner as to protect the bottom to the turn of the bilge. Such protection will be deemed satisfactory if the inner bottom is not lower at any part than a plane parallel with the keel line and which is located not less than a vertical distance h measured from the keel line, as calculated by the formula: h = B/ A cofferdam is an empty space that separates adjacent compartments. A cofferdam may be arranged vertically or horizontally, properly ventilated and of sufficient size to allow its inspection The cofferdams are to be used between: a. tanks of fuel oil and lubricating oil; b. compartments destined for liquid hydrocarbons and freshwater compartments; c. compartments destined for liquid hydrocarbons and tanks of liquid foam for fire extinguishing 303. Spaces provided for the shipment of flammable liquids are to be separated from accommodation and service areas by a cofferdam. When accommodations or service areas are positioned immediately above these cargo spaces, they may be exempted from a cofferdam only when the deck does not have access openings and is coated with a suitable material and recognized by the RBNA. 1-9

10 304. There may be an exemption when deemed impractical or exaggerated by the RBNA in relation to the characteristics and dimensions of the spaces contained in the tanks provided that: a. the thickness of the plating between the tanks is increased, in relation to the item T11, S2, F2.600 of these Rules in 2 mm in the case of fresh water tanks and 1 mm for the other cases; b. the sum of the throats of the weld beads at the edges of the bulkheads of the tanks is not less than the thickness of the bulkhead itself; c. the height of water column for the structural dimensioning, as well as the height of tightness and of structural strength test are increased by 1 (one) m with respect to the item T11,S2,T6 of the present Rules. that weights and centres are assessed by measurement of drafts See Part II, Title 11, Section 1, Chapter H, H2 H3. LOADING CONDITIONS 100. Configurations and combinations of loads 101. For a passenger ship, the loading conditions are to include: a. ship in the fully loaded departure condition with cargo, full stores and fuel and with the full number of passengers with their luggage; b. ship in the fully loaded arrival condition, with cargo, the full number of passengers and their luggage but with only 10% stores and fuel remaining; c. ship without cargo, but with full stores and fuel and the full number of passengers and their luggage; and CHAPTER H LOADING CONDITIONS, BUOYANCY AND STA- BILITY CHAPTER CONTENTS H1. LOAD LINE - See Part II, Title 11, Seciton 1 H2. LIGHTWEIGHT H3. LOADING CONDITIONS H4. BUOYANCY H5. STABILITY H6. INTEGRITY OF THE HULL, HULL OPENINGS AND MEANS OF CLOSURE H7. WATERTIGHT INTEGRITY OF PASSENGER SHIPS H2. LIGHTWEIGHT 100. Lightweight determination See Part II, Title 11, Seciton In passenger vessels with AB > 20, this determination is made by means of the inclining test In vessels with AB 20 the inclining test may be substituted by "weights and centres estimation," provided d. ship in the same condition as above with only 10% stores and fuel remaining. [IMO IS Code Part A Chapter 3, 3.1] 102. A minimum weight of 75 kg shall be assumed for each passenger except that this value may be increased subject to the approval of the RBNA. In addition, the mass and distribution of the luggage shall be approved by the Administration 103. The height of the centre of gravity for passengers should be assumed equal to: a. 1.0 m above deck level for passengers standing upright. Account may be taken, if necessary, of camber and sheer of deck; b m above the seat in respect of seated passengers Passengers and luggage should be considered to be in the spaces normally at their disposal Passengers without luggage should be considered as distributed to produce the most unfavourable combination of passenger heeling moment and/or initial metacentric height, which may be obtained in practice, respectively. In this connection, it is anticipated that a value higher than four persons per square metre will not be necessary. H4. BUOYANCY 100. Principles - See Part II, Title 11, Seciton

11 200. Subdivision bulkheads to confine flooding 201. In addition of the bulkheads required in Chapter G, common transverse watertight bulkheads (AEC) are to be built with maximum spacing of about 20 to 25% of L As an alternative to the above paragraph the double hull construction should be considered, or a system of partial bulkheads, side transverse frames and deck transverses such as to provide equivalent transverse strength In cases requiring the calculation of damage stability or floodable length, the spacing of the bulkhead is to be determined by such calculations Vertical subdivision 301. In case of an accommodation floor below the maximum load water line, it is recommended that the distance between the vertical frames does not exceed one meter In passenger locations the above distance is to be as small as possible, preferably on the floor above the fluctuation waterline. H5. STABILITY 100. Weight distribuition See Part II, Title 11, Section Free Surface See Part II, Title 11, Section Intact Stability for ships with GT 500 [SOLAS II-1/B-1/regulation 5] 301. Every passenger ship regardless of size and every cargo ship having a length (L) of 24 m and upwards, is to be inclined upon its completion and the elements of its stability determined. In addition to any other applicable requirements of the present regulations, ships having a length of 24 m and upwards constructed on or after 1 July 2010 shall as a minimum comply with the requirements of part A of the 2008 IS Code Where any alterations are made to a ship so as to materially affect the stability information supplied to the master, amended stability information is to be provided. If necessary the ship is to be re-inclined. The ship is to be re-inclined if anticipated deviations exceed one of the values specified in Part II, Title 11, Section 1, Chapter H, T At periodical intervals not exceeding five years, a lightweight survey is to be carried out on all passenger ships to verify any changes in lightship displacement and longitudinal centre of gravity. The ship is to be reinclined whenever, in comparison with the approved stability information, a deviation from the lightship displacement exceeding 2% or a deviation of the longitudinal centre of gravity exceeding 1% of Ls (see A2.119) is found or anticipated Stability information supplied to the Master [SOLAS II-1/B-1/regulation 5-1] The master is to be supplied with such information satisfactory to the RBNA as is necessary to enable him by rapid and simple processes to obtain accurate guidance as to the stability of the ship under varying conditions of service. A copy of the stability information is to be furnished to the RBNA. The information should include: a. curves or tables of minimum operational metacentric height (GM) versus draught which assures compliance with the relevant intact and damage stability requirements, alternatively corresponding curves or tables of the maximum allowable vertical centre of gravity (KG) versus draught, or with the equivalents of either of these curves; b. instructions concerning the operation of crossflooding arrangements; and c. all other data and aids which might be necessary to maintain the required intact stability and stability after damage The stability information shall show the influence of various trims in cases where the operational trim range exceeds +/- 0.5% of Ls For ships with AB 500, the criteria for stability of passenger ships are to meet the requirements of SOLAS Convention Chapter II-1 Part A Rule 8, IMO IS Code as ammended, Chapter General criteria [IS Code 2.2. to 2.2.4] a. The area under the righting lever curve (GZ curve) should not be less than metre-radians up to ϕ = 30 angle of heel and not less than 0.09 metreradians up to ϕ = 40 or the angle of down-flooding ϕf (see note) if this angle is less than 40. Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30 and 40 or between 30 and ϕf, if this angle is less than 40, should not be less than 0.03 metre-radians. Note: ϕf is an angle of heel at which openings in the hull, superstructures or deckhouses which cannot be closed weathertight immerse. In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as open. b. The righting lever GZ should be at least 0.20 m at an angle of heel equal to or greater than

12 c. The maximum righting arm should occur at an angle of heel preferably exceeding 30 but not less than 25. d. The initial metacentric height GMo should not be less than 0.15 m Moment due to the turning [IS Code 3.1.2] For passenger ships, the angle of heel on account of turning should not exceed 10 when calculated using the following formula: where: ( ) MR = heeling moment (knm) V o = service speed (m/s) LWL = length of ship at waterline (m) Δ = displacement (t) d = mean draught (m) 311. Moment due to the crowding of passengers: for passenger ships, the angle of heel on account of crowding of passengers to one side as defined in H3.102 to H3.105 should not exceed Where anti-rolling devices are installed in a ship, the Administration should be satisfied that the above criteria can be maintained when the devices are in operation A number of influences such as beam wind on ships with large windage area, icing of topsides, water trapped on deck, rolling characteristics, following seas, etc., adversely affect stability and the Administration is advised to take these into account, so far as is deemed necessary Provisions should be made for a safe margin of stability at all stages of the voyage, regard being given to additions of weight, such as those due to absorption of water and icing (details regarding ice accretion are given in chapter 5) and to losses of weight such as those due to consumption of fuel and stores Intact Stability for ships with GT < For passenger ships with GT <500 under the Brazilian Flag, these Rules include the compliance with the criteria contained in NORMAM 01 Chapter 7 Section V For passenger ships with GT < 500 under foreign flags, National RBNA regulations apply or, in the absence of those, IMO IS Code regulations. H6. DAMAGE STABILITY (SHIPS WITH GT 500) [SOLAS II01/B-1/4 through B8.1] 100. General 101. The requirements of the present Subchapter H6 are to be applied to passenger ships in conjunction with the explanatory notes set out by IMO Resolution MSC281(85). The damage stability requirements that follow shall apply to all passenger ships regardless of length Required subdivision index R 201. The subdivision of a ship is considered sufficient if the attained subdivision index A, determined in accordance with H6.300, is not less than the required subdivision index R calculated in accordance with this item H6.201 and if, in addition, the partial indices As, Ap and Al shall not less than 0.9R for passenger ships For all ships to which the damage stability requirements of this chapter apply, the degree of subdivision to be provided shall be determined by the required subdivision index R, as follows: a. In the case of cargo ships greater than 100 m in length (Ls): (For the definition of Ls, see A2.119 above) b. In the case of cargo ships not less than 80 m in length (Ls) and not greater than 100 m in length (Ls): { * ( )+ } where Ro is the value R as calculated in accordance with the formula in H6.202.a. c. In the case of passenger ships: where N = N1 + 2N*2 N1 = number of persons for whom lifeboats are provided N2 = number of persons (including officers and crew) the ship is permitted to carry in excess of N1. d. Where the conditions of service are such that compliance with N = N1 + 2N2 is impracticable and 1-12

13 where the RBNA considers that a suitably reduced degree of hazard exists, a lesser value of N may be taken but in no case less than N = N1 + N Attained subdivision index A 301. The attained subdivision index A is obtained by the summation of the partial indices As, Ap and Al, (weighted as shown) calculated for the draughts ds, dp and dl defined below in accordance with the following formula: A = 0.4As + 0.4Ap + 0.2Al where Each partial index is a summation of contributions from all damage cases taken in consideration, using the following formula: 305. Wherever wing compartments are fitted, contribution to the summation indicated by the formula shall be taken for all cases of flooding in which wing compartments are involved. Additionally, cases of simultaneous flooding of a wing compartment or group of compartments and the adjacent inboard compartment or group of compartments, but excluding damage of transverse extent greater than one half of the ship breadth B, may be added. For the purpose of this regulation, transverse extent is measured inboard from ship's side, at right angle to the centreline at the level of the deepest subdivision draught In the flooding calculations carried out according to the regulations, only one breach of the hull and only one free surface need to be assumed. The assumed vertical extent of damage is to extend from the baseline upwards to any watertight horizontal subdivision above the waterline or higher. However, if a lesser extent of damage will give a more severe result, such extent is to be assumed. A = Σ(Pi Si) where: i represents each compartment or group of compartments under consideration; Pi accounts for the probability that only the compartment or group of compartments under consideration may be flooded, disregarding any horizontal subdivision; si accounts for the probability of survival after flooding the compartment or group of compartments under consideration, and includes the effect of any horizontal subdivision In the calculation of A, the level trim shall be used for the deepest subdivision draught and the partial subdivision draught. The actual service trim shall be used for the light service draught. If in any service condition, the trim variation in comparison with the calculated trim is greater than 0.5% of Ls, one or more additional calculations of A are to be submitted for the same draughts but different trims so that, for all service conditions, the difference in trim in comparison with the reference trim used for one calculation will be less than 0.5% of Ls When determining the positive righting lever (GZ) of the residual stability curve, the displacement used should be that of the intact condition. That is, the constant displacement method of calculation should be used If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements are to be made to ensure that progressive flooding cannot thereby extend to compartments other than those assumed flooded. However, the RBNA may permit minor progressive flooding if it is demonstrated that its effects can be easily controlled and the safety of the ship is not impaired The attained subdivision index A is not to be less than the required subdivision index R. In addition, the partial indexes As, Ap and Al are not to be less than 0,9R Calculation of the factor Pi 401. The factor Pi for a compartment or group of compartments shall be calculated below using the following notations: j the aftmost damage zone number involved in the damage starting with no. 1 at the stern; n = the number of adjacent damage zones involved in the damage k = is the number of a particular longitudinal bulkhead as barrier for transverse penetration in a damage zone counted from shell towards the centre line. The shell has k = 0; x1 = the distance from the aft terminal of Ls to the aft end of the zone in question; x2 = the distance from the aft terminal of Ls to the forward end of the zone in question; 304. The summation indicated by the above formula shall be taken over the ship's subdivision length (Ls) for all cases of flooding in which a single compartment or b = the mean transverse distance in metres measured at two or more adjacent compartments are involved. In the right angles to the centreline at the deepest subdivision case of unsymmetrical arrangements, the calculated A loadline between the shell and an assumed vertical plane value should be the mean value obtained from calculations extended between the longitudinal limits used in calculating involving both sides. Alternatively, it should be the factor pi and which is a tangent to, or common with, all taken as that corresponding to the side which evidently or part of the outermost portion of the longitudinal bulkhead gives the least favourable result. under consideration. This vertical plane shall be so orientated that the mean transverse distance to the shell is a 1-13

14 maximum, but not more than twice the least distance between the plane and the shell. If the upper part of a longitudinal bulkhead is below the deepest subdivision load line the vertical plane used for determination of b is assumed to extend upwards to the deepest subdivision waterline. In any case, b is not to be taken greater than B/2. If the damage involves a single zone only: pi = p(x1 j,x2 j )*[r(xl j,x2 j,bk) r(x1 j, x2 j, bk-1)] If the damage involves two adjacent zones: pi = - p (x1j,x2j* [r(x1j,x2j,bk) - r(x1j,x2j,bk-1)] +p*(x1j+1,x2j+1*[r(x1j+1,x2j+1,bk)-r(x1j+1,x2j+1,bk-1)] where r(x1, x2, b0) = 0 If the damage involves three or more adjacent zones: p i = p(x1 j,x2 j+n-1 ) [r(x1 j,x2 j+n-1,b k ) - r(x1 j,x2 j+n-1,b k-1 )] - p(x1 j,x2 j+n-2 ) [r(x1 j,x2 j+n-2,b k ) - r(x1 j,x2 j+n-2,b k-1 )] - p(x1 j+1,x2 j+n-1 ) [r(x1 j+1,x2 j+n-1,b k ) - r(x1 j+1,x2 j+n-1,b k-1 )] + p(x1 j+1,x2 j+n-2 ) [r(x1 j+1,x2 j+n-2,b k ) - r(x1 j+1,x2 j+n-2,b k-1 )] and where r(x1, x2, b 0) = 0 The factor p(x1, x2) is to be calculated according to the following formulae: Overall normalized max damage length: Jmax = 10/33 Knuckle point in the distribution: Jkn = 5/33 Cumulative probability at Jkn: pk = 11/12 Maximum absolute damage length: lmax = 60 m Length where normalized distribution ends: L* = 260 m Probability density at J = 0: When L s L*: The non-dimensional damage length: When L s > L*: The normalized length of a compartment or group of compartments: Jn is to be taken as the lesser of J and Jm 1-14

15 J < Jk: p(x1, x2) = p1 = 1/6 J 2 (b11j + 3b12) J > Jk: 408. Where neither limits of the compartment or group of compartments under consideration coincides with the aft or forward terminals: where 403 Where the aft limit of the compartment or group of compartments under consideration coincides with the aft terminal or the forward limit of the compartment or group of compartments under consideration coincides with the forward terminal: 409. Where the aft limit of the compartment or group of compartments under consideration coincides with the aft terminal or the forward limit of the compartment or group of compartments under consideration coincides with the forward terminal: 500. Calculation of factor si 404. Where the compartment or groups of compartments considered extends over the entire subdivision length (Ls): p(x1, x2) = The factor r(x1, x2, b) shall be determined by the following formulae: where where 501. The factor si shall be determined for each case of assumed flooding, involving a compartment or group of compartments, in accordance with the following notations and the provisions in this regulation. ϕe is the equilibrium heel angle in any stage of flooding, in degrees; ϕv is the angle, in any stage of flooding, where the righting lever becomes negative, or the angle at which an opening incapable of being closed weathertight becomes submerged; GZ max is the maximum positive righting lever, in metres, up to the angle ϕv; Range is the range of positive righting levers, in degrees, measured from the angle ϕe. The positive range is to be taken up to the angle ϕv; Flooding stage is any discrete step during the flooding process, including the stage before equalization (if any) until final equilibrium has been reached Where the compartment or groups of compartments considered extends over the entire subdivision length (L s ): 502. The factor si, for any damage case at any initial loading condition, di, shall be obtained from the formula: si = minimum {sintermediate,i or sfinal,i smom,i} where: 407. Where neither limits of the compartment or group of compartments under consideration coincides with the aft or forward terminals: sintermediate,i is the probability to survive all intermediate flooding stages until the final equilibrium stage, and is calculated in accordance with H6.503; 1-15

16 sfinal,i is the probability to survive in the final equilibrium stage of flooding. It is calculated in accordance with H6.504 smom,i is the probability to survive heeling moments, and is calculated in accordance with paragraph H Calculation of s intermediate The factor sintermediate,i is applicable only to passenger ships (for cargo ships sintermediate,i should be taken as unity) and shall be taken as the least of the s-factors obtained from all flooding stages including the stage before equalization, if any, and is to be calculated as follows: M heel is the maximum assumed heeling moment as calculated in accordance with subparagraph H6.505.a; and s mom,i 1 The heeling moment M heel is to be calculated as follows: M heel = maximum {M passenger or M wind or M Survivalcraft } a. Calculation of Mpassenger: M passenger is the maximum assumed heeling moment resulting from movement of passengers, and is to be obtained as follows: M passenger = (0.075 N p ) (0.45 B) (tm) where: where GZmax is not to be taken as more than 0.05 m and Range as not more than 7. sintermediate = 0, if the intermediate heel angle exceeds 15. Where cross-flooding fittings are required, the time for equalization shall not exceed 10 min Calculation of s final The factor sfinal,i shall be obtained from the formula: where: K = 1 if ϕ e ϕ min K = 0 if ϕ e ϕ max N p is the maximum number of passengers permitted to be on board in the service condition corresponding to the deepest subdivision draught under consideration; and B is the beam of the ship. Alternatively, the heeling moment may be calculated assuming the passengers are distributed with 4 persons per square metre on available deck areas towards one side of the ship on the decks where muster stations are located and in such a way that they produce the most adverse heeling moment. In doing so, a weight of 75 kg per passenger is to be assumed. b. Calculation of Mwind: M wind is the maximum assumed wind force acting in a damage situation: M wind = (P A Z) / 9,806 (tm) where: where: ϕ min is 7 for passenger ships and 25 for cargo ships; and ϕ max is 15 for passenger ships and 30 for cargo ships Calculation of s moment The factor s mom,i is applicable only to passenger ships (for cargo ships s mom,i shall be taken as unity) and shall be calculated at the final equilibrium from the formula: where: Displacement is the intact displacement at the subdivision draught; P = 120 N/m 2 ; A = projected lateral area above waterline; Z = distance from centre of lateral projected area above waterline to T/2; and T = ship's draught, d i. c. Calculation of M survival craft: M Survivalcraft is the maximum assumed heeling moment due to the launching of all fully loaded davit-launched survival craft on one side of the ship. It shall be calculated using the following assumptions: c.1. all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering; 1-16

17 c.2. c.3. c.4. c.5. for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken; a fully loaded davit-launched liferaft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering; persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment; and life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position Equalization arrangements a. Unsymmetrical flooding is to be kept to a minimum consistent with the efficient arrangements. Where it is necessary to correct large angles of heel, the means adopted shall, where practicable, be self-acting, but in any case where controls to equalization devices are provided they shall be operable from above the bulkhead deck. These fittings together with their controls shall be acceptable to the RBNA. Suitable information concerning the use of equalization devices shall be supplied to the master of the ship b. Reference is made to the Recommendation on a standard method for establishing compliance with the requirements for cross-flooding arrangements in passengers ships, adopted by the Organization by resolution A.266(VIII), as may be amended. c. Tanks and compartments taking part in such equalization shall be fitted with air pipes or equivalent means of sufficient cross-section to ensure that the flow of water into the equalization compartments is not delayed Cases where si is equal to zero a. In all cases, si is to be taken as zero in those cases where the final waterline, taking into account sinkage, heel and trim, immerses: a.2. any part of the bulkhead deck in passenger ships considered a horizontal evacuation route for compliance with chapter II-2. b. The factor si is to be taken as zero if, taking into account sinkage, heel and trim, any of the following occur in any intermediate stage or in the final stage of flooding: b.1. b.2. b.3. immersion of any vertical escape hatch in the bulkhead deck intended for compliance with the SOLAS chapter II-2; any controls intended for the operation of watertight doors, equalization devices, valves on piping or on ventilation ducts intended to maintain the integrity of watertight bulkheads from above the bulkhead deck become inaccessible or inoperable; immersion of any part of piping or ventilation ducts carried through a watertight boundary that is located within any compartment included in damage cases contributing to the attained index A, if not fitted with watertight means of closure at each boundary However, where compartments assumed flooded due to progressive flooding are taken into account in the damage stability calculations multiple values of sintermediate may be calculated assuming equalization in additional flooding phases Except as provided in H6.507.b.i, openings closed by means of watertight manhole covers and flush scuttles, small watertight hatch covers, remotely operated sliding watertight doors, side scuttles of the non-opening type as well as watertight access doors and hatch covers required to be kept closed at sea need not be considered Calculation of the factor v i 601. The factor vm shall be obtained from the formula: vm = v(hj, n, m, d) - v(hj, n, m-1, d) where: Hj, n, m is the least height above the baseline, in metres, within the longitudinal range of x1(j)...x2(j+n-1) of the m th horizontal boundary which is assumed to limit the vertical extent of flooding for the damaged compartments under consideration; a.1. the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si. Such openings shall include air-pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers; and Hj, n, m-1 is the least height above the baseline, in metres, within the longitudinal range of x1(j)...x2(j+n-1) of the (m- 1)th horizontal boundary which is assumed to limit the vertical extent of flooding for the damaged compartments under consideration; j signifies the aft terminal of the damaged compartments under consideration; 1-17

18 m represents each horizontal boundary counted upwards from the waterline under consideration; d is the draught in question as defined H6.301; and x1 and x2 represent the terminals of the compartment or group of compartments considered in H a. The factors v(hj, n, m,d) and v(hj, n, m-1,d) shall be obtained from the formulae: if (H m -d) is less than, or equal to, 7.8 m; in all other cases where: v(hj, n, m, d) is to be taken as 1, if Hm coincides with the uppermost watertight boundary of the ship within the range (x1(j)...x2(j+n-1)), and v(hj, n, 0, d) is to be taken as 0. In no case is vm to be taken as less than zero or more than In general, each contribution da to the index A in the case of horizontal subdivisions is obtained from the formula: da = pi [v1 Smin 1 + (v2 - v1)smin (1-vm-1)Smin m] where: vm= the v-value calculated in accordance with H6.601; smin = the least s-factor for all combinations of damages obtained when the assumed damage extends from the assumed damage height Hm downwards Permeability 701. For the purpose of the subdivision and damage stability calculations of the regulations, the permeability of each general compartment or part of a compartment shall be as follows: TABLE T.H PEREMABILITY OF A GEN- ERAL COMPARTMENT Spaces Appropriated to stores 0.60 Occupied by accommodation 0.95 Occupied by machinery 0.85 Void spaces 0.95 Permeability Intended for liquids 0 or 0.95* * Whichever results in the more severe requirement For the purpose of the subdivision and damage stability calculations of the regulations, the permeability of each cargo compartment or part of a compartment shall be as follows: TABLE T.H PERMEABILITY OF A CARGO COMPARTMENT Spaces Dry cargo spaces Container spaces Ro-ro spaces Cargo liquids Permeability at draught ds Permeability at draught dp Permeability at draught dl 703. Other figures for permeability may be used if substantiated by calculations Special requirements concerning passenger ship stability [Rule 8 of Chapter II-1 Part A of the SOLAS Convention] 801. 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 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 below. Compliance with this regulation is to be achieved by demonstrating that si, as defined in H6.500, is not less than 0.9 for the three loading conditions on which is based the calculation of the subdivision index The damage extent to be assumed when demonstrating compliance with the deepest subdivision draught (d s ) 1-18

19 (see A2.104.a), is to be dependent on both N as defined in H6.200, and Ls as defined in A2.118, such that: a. the vertical extent of damage is to extend from the ship's moulded baseline to a position up to 12.5 m above the position of the deepest subdivision draught as defined in A2.104.a, 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; b. 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 centerline at the level of the deepest subdivision draught; c. 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 H6.802; d. 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 e. 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 H6.802.d and H6.802.b. H7. INTEGRITY OF THE HULL, HULL OPEN- INGS AND MEANS OF CLOSURE 100. Openings in watertight bulkheads below the bulkhead deck in passenger ships [SOLAS II-1/B2/13] 101. The number of openings in watertight bulkheads is to be reduced to the minimum compatible with the design and proper operation of the ship, satisfactory means of closure are to be provided for these openings Pipes, scuppers, electric cables, etc. carried through watertight bulkheads a. Where pipes, scuppers, electric cables, etc., are carried through watertight bulkheads, arrangements are to be made to ensure the watertight integrity of the bulkheads. b. Valves not forming part of a piping system shall not be permitted in watertight bulkheads. c. Lead or other heat sensitive materials shall not be used in systems which penetrate watertight bulkheads, where deterioration of such systems in the event of fire would impair the watertight integrity of the bulkheads No doors, manholes, or access openings are permitted in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space Not more than one door, apart from the doors to shaft tunnels, may be fitted in each watertight bulkhead within spaces containing the main and auxiliary propulsion machinery including boilers serving the needs of propulsion. Where two or more shafts are fitted, the tunnels are to be connected by an intercommunicating passage. There is to be only one door between the machinery space and the tunnel spaces where two shafts are fitted and only two doors where there are more than two shafts. All these doors are to be of the sliding type and are to be so located as to have their sills as high as practicable. The hand gear for operating these doors from above the bulkhead deck is to be situated outside the spaces containing the machinery Watertight doors, except as provided in Part II, Title 26 (passenger ships designed or adapted for the carriage of goods vehicles and accompanying personnel), are to be power-operated sliding doors capable of being closed simultaneously from the central operating console at the navigation bridge in not more than 60 s with the ship in the upright position The means of operation whether by power or by hand of any power-operated sliding watertight door shall be capable of closing the door with the ship listed to 15 either way. Consideration shall also be given to the forces which may act on either side of the door as may be experienced when water is flowing through the opening applying a static head equivalent to a water height of at least 1 m above the sill on the centreline of the door Watertight door controls, including hydraulic piping and electric cables, are to be kept as close as practicable to the bulkhead in which the doors are fitted, in order to minimize the likelihood of being affected by any damage which the ship may sustain. The positioning of watertight doors and their controls is to be such that if the ship sustains damage within one fifth of the breadth of the ship, such distance being measured at right angles to the centreline at the level of the deepest subdivision draught, the operation of the watertight doors clear of the damaged portion of the ship is not impaired. 1-19