Rules for the classification of ships, Part 5, 2013 - crs.hr for the... · rules for the classification of ships part 5 2013 review of amendments in relation to 2011 edition rules

RULESFOR THE CLASSIFICATION OF

SHIPS

Part 5 - SUBDIVISION

2013

CROATIAN REGISTER OF SHIPPING

Hrvatska (Croatia) 21000 Split Marasovieva 67 P.O.B. 187Tel.: (...) 385 (0)21 40 81 11Fax.: (...) 385 (0)21 35 81 59E-mail: [email protected]

web site: www.crs.hr

By decision of the General Committee to the Croatian Register of Shipping,

RULES FOR THE CLASSIFICATION OF SHIPSPART 5 - SUBDIVISION

have been adopted on 28th December 2012 and shall enter into force on 1st January 2013

RULES FOR THE CLASSIFICATION OF SHIPSPART 5

2013

REVIEW OF AMENDMENTS IN RELATION TO 2011EDITION

RULES FOR THE CLASSIFICATION OF SHIPSPart 5 SUBDIVISION

All major changes throughout the text are shaded.

Items not being indicated as corrected have not been changed in relation to 2011 edition.

The grammatical and print errors have also been corrected throughout the text of subject Rules, but are not indicated asa correction.


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The subject Rules include the requirements of the following international Organizations:

International Maritime Organization (IMO)

Conventions: International Convention for the Safety of Life at Sea 1974 (SOLAS 1974) and all sub-sequent amendments up to and including the 2011 amendments (MSC. 320(89))

Protocol of 1988 relating to the International Convention for the Safety of Life at Sea1974, as amended (SOLAS PROT 1988)

International Convention for the Prevention of Pollution from Ships 1973, as modifiedby the Protocol of 1978 thereto (MARPOL 73/78) and all subsequent amendments up toand including amendments 2011 (MEPC.201(62))

Codes: International Code of Safety for High-Speed Craft (HSC Code), MSC. 36(63), MSC.97(73)

Code of Safety for Dynamically Supported Craft, A.373(X)

Resolutions: Guidelines for the design and construction of offshore supply vessels, 2006, MSC.235(82)

Code of Safety for Special Purpose Ships, 2008, MSC. 266(84)

Regulation equivalent to Regulation 27 of the International Convention on Load Lines,1966, A.320(IX), as amended by res. A.514(13) and modified according toMSC.143(77)

International Association of Classification Societies (IACS)

Unified Interpretations (UI): LL 63(Rev.2, 2008); LL 65(Rev.2, 2008); LL 69(Rev.1, 2008); LL 75(Rev.1, 2009);SC 161(Rev.1, 2008)

Recommendations (Rec.): No.110 (Rev.1, 2010)

EU Directives: Directive 2003/25/EC of the European Parliament and of the Council of 14 April 2003as amended by Commission Directive 2005/12/EC of 18 February 2005.


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Contents:Page

1 GENERAL .............................................................................................................................................................11.1 APPLICATION .......................................................................................................................................................................... 11.2 DEFINITIONS AND EXPLANATIONS................................................................................................................................... 11.3 SCOPE OF SUPERVISION ....................................................................................................................................................... 21.4 GENERAL TECHNICAL REQUIREMENTS........................................................................................................................... 21.5 ADDITIONAL CLASS NOTATION FOR SHIPS COMPLYING SUBDIVISION REQUIREMENTS .................................. 31.6 DOCUMENTATION ................................................................................................................................................................. 3

2 SUBDIVISION AND DAMAGE STABILITY OF PASSENGER SHIPS AND CARGO SHIPS .................42.1 APPLICATION .......................................................................................................................................................................... 42.2 DEFINITIONS ........................................................................................................................................................................... 42.3 DOCUMENTATION ................................................................................................................................................................. 42.4 REQUIRED SUBDIVISION INDEX R ................................................................................................................................. 52.5 ATTAINED SUBDIVISION INDEX A ................................................................................................................................. 52.6 CALCULATION OF THE FACTOR Pi..................................................................................................................................... 62.7 CALCULATION OF THE FACTOR si ..................................................................................................................................... 72.8 PERMEABILITY....................................................................................................................................................................... 92.9 SPECIAL REQUIREMENTS CONCERNING PASSENGER SHIP STABILITY ................................................................... 92.10 SYSTEM CAPABILITIES AFTER A FLOODING CASUALTY ON PASSENGER SHIPS ................................................ 102.11 DOUBLE BOTTOMS IN PASSENGER SHIPS AND CARGO SHIPS OTHER THAN TANKERS .................................... 102.12 PASSENGER SHIPS CARRYING GOODS VECHILES AND ACCOMPANYING PERSONNEL ..................................... 102.13 INTERNAL WATERTIGHT INTEGRITY OF PASSENGER SHIPS ABOVE THE BULKHEAD DECK .......................... 112.14 INTEGRITY OF THE HULL AND SUPERSTRUCTURE, DAMAGE PREVENTION AND CONTROL ON RO-RO

PASSENGER SHIPS................................................................................................................................................................ 112.15 ASSIGNING, MARKING AND RECORDING OF SUBDIVISION LOAD LINES FOR PASSENGER SHIPS .................. 112.16 DAMAGE CONTROL INFORMATION ................................................................................................................................ 122.17 PERIODICAL OPERATION AND INSPECTION OF WATERTIGHT DOORS, ETC., IN PASSENGER SHIPS............... 122.18 PREVENTION AND CONTROL OF WATER INGRESS, ETC. ........................................................................................... 122.19 SPECIAL REQUIREMENTS FOR RO-RO PASSENGER SHIPS ......................................................................................... 132.20 PREVENTION AND CONTROL OF WATER INGRESS, ETC., IN CARGO SHIPS .......................................................... 142.21 TIMBER DECK CARGO IN THE CONTEX OF DAMAGE STABILITY REQUIREMENTS ............................................ 14

3 SPECIFIC STABILITY REQUIREMENTS FOR RO-RO PASSENGER SHIPS .......................................153.1 GENERAL................................................................................................................................................................................ 153.2 SPECIFIC STABILITY REQUIREMENTS ............................................................................................................................ 163.3 MODEL TEST METHOD........................................................................................................................................................ 17

4 SPECIAL REQUIREMENTS FOR TYPE B SHIPS WITH REDUCED FREEBOARD ............................204.1 APPLICATION ........................................................................................................................................................................ 204.2 INITIAL CONDITION OF LOADING.................................................................................................................................... 204.3 DAMAGE ASSUMPTIONS .................................................................................................................................................... 204.4 CONDITION OF EQUILIBRIUM........................................................................................................................................... 224.5 SHIPS WITH ASSIGNED REDUCED FREEBOARD INTENDED TO CARRY DECK CARGO ....................................... 22

5 DAMAGE STABILITY REQUIREMENTS APPLICABLE TO BULK CARRIERS .................................23

6 SPECIAL PURPOSE SHIPS..............................................................................................................................246.1 APPLICATION ........................................................................................................................................................................ 246.2 DEFINITIONS ......................................................................................................................................................................... 246.3 SUBDIVISION AND DAMAGE STABILITY........................................................................................................................ 24

7 OFFSHORE SUPPLY VESSELS ......................................................................................................................257.1 APPLICATION ........................................................................................................................................................................ 257.2 DEFINITIONS ......................................................................................................................................................................... 257.3 SUBDIVISION AND DAMAGE STABILITY, GENERAL ................................................................................................... 257.4 DAMAGE ASSUMPTIONS .................................................................................................................................................... 257.5 DAMAGE STABILITY CRITERIA ........................................................................................................................................ 267.6 ASSUMPTIONS FOR CALCULATING DAMAGE STABILITY ......................................................................................... 267.7 SUBDIVISION......................................................................................................................................................................... 26

8 HIGH SPEED CRAFTS......................................................................................................................................278.1 DYNAMICALLY SUPPORTED CRAFTS (DSC).................................................................................................................. 27


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8.2 HIGH SPEED CRAFTS, ACCORDING TO HSC 1994 ..........................................................................................................278.3 HIGH SPEED CRAFTS, ACCORDING TO HSC 2000 ..........................................................................................................27

9 TANKERS ............................................................................................................................................................289.1 SUBDIVISION AND STABILITY ..........................................................................................................................................289.2 DAMAGE ASSUMPTIONS.....................................................................................................................................................289.3 DAMAGE STABILITY CRITERIA.........................................................................................................................................299.4 ASSUMPTION FOR CALCULATING DAMAGE STABILITY............................................................................................299.5 STABILITY INFORMATION .................................................................................................................................................299.6 ACCIDENTAL OIL OUTFLOW PERFORMANCE ...............................................................................................................309.7 DAMAGE STABILITY VERIFICATION OF PARTICULAR LOADING CASE ON NEW TANKERS .............................34

APPENDIX 1 ...................................................................................................................................................................37

1 APPLICATION.........................................................................................................................................................................372 MODEL TESTING...................................................................................................................................................................45

RULES FOR THE CLASSIFICATION OF SHIPS 1PART 5

2013

1 GENERAL

1.1 APPLICATION

1.1.1 The requirements of this part of Rules apply toships of following types:

.1 Passenger ships engaged on internationalvoyage;

.2 cargo ships over 80 m in length;

.3 oil tankers;

.4 chemical tankers;

.5 special purpose ships;

.6 supply vessels;

.7 high speed crafts;

.8 ro-ro passenger ships on which is applica-ble Directive 2003/25/EC as amended.

1.1.2 Passenger ships engaged on national servicenavigation on which the Directive 98/18/EC, as amended, isapplied, are to be in compliance with requirements for subdivi-sion stated in the Directive.

1.1.3 For the purpose of this Part of the Rules a cargoship, whenever built, which is converted to a passenger shipshall be treated as a passenger ship constructed on the date onwhich such a conversion commences.

1.1.4 The expression alterations and modifications ofa major character means, in the context of cargo ship subdivi-sion and stability, any modification to the construction whichaffects the level of subdivision of that ship. Where a cargo shipis subject to such modification, it shall be demonstrated that theA/R ratio calculated for the ship after such modifications is notless than the A/R ratio calculated for the ship before the modi-fication. However, in those cases where the ships A/R ratiobefore modification is equal to or greater than unity, it is onlynecessary that the ship after modification has an A value whichis not less than R, calculated for the modified ship.

1.1.5 All ships which undergo repairs, alternations,modifications and outfitting related thereto shall continue tocomply with at least the requirements previously applicable tothese ships. Such ships, if constructed before the date on whichany relevant regulations of this Part of the Rules enter intoforce, shall, as a rule, comply with the requirements for shipsconstructed on or after that date to at least the same extent asthey did before undergoing such repairs, alterations, modifica-tions or outfitting. Repairs, alterations and modifications of amajor character and outfitting related thereto shall meet the re-quirements for ships constructed on or after the date on whichany relevant regulations of this Part of the Rules enter intoforce, in so far as the Register deems reasonable and practica-ble.

1.1.6 The Register may, if it considers that the shel-tered nature and conditions of the voyage are such as to renderthe application of any specific requirements of this Part of theRules unreasonable or unnecessary, exempt from those re-quirements individual ships or classes of ships engaged in na-tional service navigation.

1.1.7 It is recommended to undertake all measureswhich permit the assignment and service conditions of the shipto attain the best subdivision characteristics for the ships whichare not subjected to the requirements of the present Rules.

Besides, if the shipowner requests to assign asubdivision mark in a sign of the ships class, it should satisfythe requirements of this Part of the Rules.

The Register considers and decides in each par-ticular case about the appliance of this Part of the Rules con-cerning the ships of novel design.

1.2 DEFINITIONS ANDEXPLANATIONS

Definitions and explanations relating to the gen-eral terminology of the Rules, are given in the Rules for theclassification of ships, Part 1 - General Requirements, Ch. 1 -General Information.

For the purpose of the present Part of the Rulesthe following definitions have been applied:

1.2.1 Length (L) is the length as defined in the In-ternational Convention on Load Lines in force.

1.2.2 Freeboard deck is the deck as defined in theInternational Convention on Load Lines in force.

1.2.3 Forward perpendicular is the forward per-pendicular as defined in the International Convention on LoadLines in force.

1.2.4 Amidship is at the middle of the length (L).

1.2.5 Keel line is a line parallel to the slope of thekeel passing amidships through:

.1 the top of the keel at centerline or line ofintersection of the inside of shell platingwith the keel if a bar keel extends belowthat line, on a ship with a metal shell; or

.2 in wood and composite ships, the distanceis measured from the lower edge of the keelrabbet. When the form at the lower part ofthe midship section is of a hollow charac-ter, or where thick garboards are fitted, thedistance is measured from the point wherethe line of the flat of the bottom continuedinward intersects the centerline amidships.

1.2.6 Bulkhead deck is the uppermost deck up towhich the transverse watertight bulkheads are carried.

1.2.7 The margin line is a line draw at least 76 mmbelow the upper surface of the bulkhead deck at side.

1.2.8 Permeability of a space is the proportion ofthe immersed volume of that space which can be occupied bywater. The volume of a space which extends above the marginline shall be measured only to the only to the height of thatline.

1.2.9 Machinery spaces - are spaces between the wa-tertight boundaries of a space containing the main and auxil-iary propulsion machinery, including boilers, generators andelectric motors primarily intended for propulsion. In the case ofunusual arrangements, the Register may define the limits of themachinery spaces.

1.2.10 Passenger spaces - are those spaces which areprovided for the accommodation and use of passengers, ex-cluding baggage, store, provision and mail rooms.

1.2.11 Volumes and areas - in all cases volumes andareas shall be calculated to moulded lines.

2 RULES FOR THE CLASSIFICATION OF SHIPSPART 5

2013

1.2.12 Weathertight - means that in any sea conditionswater will not penetrate into the ship.

1.2.13 Watertight - means having scantlings and ar-rangements capable of preventing the passage of water in anydirection under the head of water likely to occur in intact anddamaged conditions. In the damaged condition, the head ofwater is to be considered in the worst situation at equilibrium,including intermediate stages of flooding.

1.2.14 Design pressure - means the hydrostatic pressurefor which each structure or appliance assumed watertight in theintact and damage stability calculations is designed to with-stand.

1.2.15 Deadweight - is the difference in tonnes betweenthe displacement of a ship in water of a specific gravity of1.025 at the draught corresponding to the assigned summerfreeboard and the lightweight of the ship.

1.2.16 Lightweight is the displacement of a ship intonnes without cargo, fuel, lubricating oil, ballast water, freshwater and feedwater in tanks, consumable stores, and passen-gers and crew and their effects.

1.2.17 Oil tanker is the oil tanker defined in regula-tion 1 of Annex 1 of the Protocol of 1978 relating to the Inter-national Convention for the Prevention of Pollution fromShips, 1973.

1.2.18 Ro-ro passenger ship means a passenger shipwith ro-ro cargo spaces or special category spaces as follows:

.1 Ro-ro cargo spaces - are spaces normallysubdivided in any way and extending toeither a substantial length or the entirelength of the ship in which goods (packedor in bulk, in or on rail or road cars, vehi-cles (including road or rail tankers), trailers,containers, pallets, demountable tanks or inor on similar stowage units or other recep-tacles) can be loaded and unloaded nor-mally in a horizontal direction.

.2 Open ro-ro cargo spaces either open atboth ends, or open at one end and providedwith adequate natural ventilation effectiveover their entire length through permanentopenings in the side plating or deckhead tothe satisfaction of the Register.

.3 Closed ro-ro cargo spaces are ro-rocargo spaces which are neither open ro-rocargo spaces nor weather decks.

.4 Weather deck is a deck which is com-pletely exposed to the weather from aboveand from at least two sides.

.5 Special category spaces are those en-closed spaces above or below the bulkheaddeck intended for the carriage of motor ve-hicles with fuel in their tanks for their ownpropulsion, into and from which such vehi-cles can be driven and to which passengershave access.

1.2.19 Internal watertight integrity is the capabilityof internal structures and their closing appliances to preventprogressive flooding to volumes assumed as a buoyant or in-tact.

The internal watertight integrity includes positionand type of closing appliances, alarms, indicators, remote con-trols and signboards fitted to such appliances.

Further, watertight closing of pipes, ducts andtunnels in the damage penetration zone is regarded as a part ofthe internal watertight integrity.

1.2.20 Progressive flooding is ingress of waterthrough internal openings to compartments assumed to be in-tact.

1.2.21 Downflooding angle related to intact stability is the minimum heel angle where an external opening withoutweathertight closing appliances is submerged.

1.2.22 Downflooding angle related to damage stabil-ity is the minimum heel angle where and external openingwithout watertight closing appliance is submerged.

1.2.23 Damage zone is the zone of the ship where thestipulated damage can be assumed. The stipulated damage isdefined in the applicable damage stability requirements.

1.2.24 Residual stability is the positive range of therighting level curve after damage with external heeling leverstaken into account.

1.2.25 Combination carrier means a ship designed tocarry either oil or solid cargoes in bulk.

1.3 SCOPE OF SUPERVISION

1.3.1 The provisions relating to the procedure of su-pervision during construction, surveys and classification ofships, as well as the requirements for the technical documenta-tion to be submitted for consideration of Register, are con-tained in the Rules for the classification of ships, Part 1 - Gen-eral requirements

1.3.2 For every ship meeting the requirements of thepresent Part of the Rules, Register shall carry out the follow-ing:

.1 checking the compliance of the structuralmeasures taken to ensure subdivision in ac-cordance with requirements specified in theRules for the classification of ships, Part 2- Hull, Sections 7 and 10, Part 3-HullEquipment, Section 7 and Part 8-Pipingrelative items;

.2 checking and approval of the calculationfor subdivision and damaged stability;

.3 checking of the correct assignment andmarking of additional load lines at ship'ssides corresponding to the subdivisionloadline.

1.4 GENERAL TECHNICALREQUIREMENTS

1.4.1 Any approved subdivision loadline shall not beplaced above the waterline corresponding to the minimumfreeboard in salt water, which may be assigned to a ship in ac-cordance with the requirements of the International Conven-tion on Load Lines 1966 and Protocol of 1988, as amended.

The position of the subdivision loadline deter-mined for the given ship shall be recorded in ships documentsby the Register.

Subdivision load lines shall be marked at theship's sides.


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1.4.2 In all cases the volumes and areas shall be calcu-lated to moulded lines. The volumes and free surfaces of thewater penetrated into compartments of reinforced concrete,plastic, wood and composite ships, shall be calculated to theinner shell areas.

1.4.3 When determining the initial metacentric heightof a damaged ship, the correction for the effect of free surfacesof liquid cargoes, ship's stores and ballast water shall be takeninto account in the same manner as in the case of calculatingthe intact stability of a ship, in accordance with the require-ments of the Rules for the classification of ships, Part 4-Stability, 1.4.7.

When plotting the statical stability curves for adamaged ship, enclosed superstructures, trunks, deck housesand deck cargo, angles of flooding through openings in ship'ssides, deck and hull and superstructure bulkheads, consideredto be open, as well as the correction for the effect of free sur-faces of liquid cargoes, shall be calculated in the same manneras for the elaboration of curves for an intact ship, in accordancewith the requirements of the Rules for the classification ofships, Part 4 Stability, item 1.4.2.

The superstructures, trunks and deck houses,which have sustained damage, may be taken into account onlywith regard to the permeability factor, specified in 2.8.1 orneed not be taken into consideration at all. The openings insidesuch structures leading to the spaces which will not be flooded,are considered to be open at appropriate angles of heel only incases when regular watertight means for closing thereof are notfitted.

1.4.4 When calculating damage stability and trim, ac-count shall be taken on the changes of draught, heeling angleand trim due to replacing liquid cargo by sea water in damagedtanks.

1.4.5 The ships to which the present Part of the Rulesis applicable shall be provided with the approved Informationon damage stability, draught, side inclination and trim in caseof compartment flooding. This information shall enable themaster in different conditions of ship's operation, to take intoaccount the requirements concerning subdivision and to esti-mate the state of the ship in the case of flooding of its com-partments and to take measures for maintaining the damagedship afloat.

The Information shall contain the following data:.1 data on the ship, its longitudinal section,

deck and double bottom plans as well astypical cross-section with indication of allwatertight bulkheads and enclosures withopenings therein, method and means fortheir closing as well as diagram arrange-ments of systems necessary for the survivalof damaged ship;

.2 instructions necessary for maintenance ofstability of an intact ship sufficient to with-stand the most dangerous extent of damagein accordance with the present Part of theRules; instructions on loading and bal-lasting the ship, including the recommen-dations on distributing the cargo in holdswith regard to subdivision, meeting at thesame time the requirements for trim, stabil-ity and strength of a ship.In order to maintain sufficient damage sta-bility, the Information shall include themaximum permissible height of the ship'scentre of gravity above keel (KG) or alter-

natively the minimum permissible meta-centric height (MG) for a range of draughtsand displacements, requested according toRules for the classification of ships Part 4 Stability, 1.5.1;

.3 survey of the results of the symmetrical andunsymmetrical flooding calculations withthe data on initial and damage draught,keel, trim and metacentric height both be-fore and after taken measures for equaliza-tion of a ship or improvement of its stabil-ity. Parameters of the statical stabilitycurves provided under the worst floodingconditions shall also be shown. For theships to which Section 2 of the present Partof the Rules is applicable, it is sufficient topresent the documentation stated in 2.3.1;

.4 procedures recommended for the measuresfor equalization of a ship or improvementof its stability and the period of time re-quired for that procedures, as well as otherdata on structural measures to ensure ship'ssubdivision, instructions for use of thecross-flooding arrangements and otheremergency appliances;

.5 possible consequences of flooding due toparticular features of ships and the advis-able and prohibited actions of the crew inthe course of service of ship and in case ofdamage involving flooding.

1.4.6 The information on damaged stability shall becompiled on the basis of the data contained in the StabilityBook stated in the Rules, Part 4 - Stability, 1.5.1.

1.4.7 Information on damage stability of a ship is al-lowed to be included in the Intact stability book as a separatechapter.

1.4.8 If the computer installed on the ship is used toestimate uprighting ships procedure after damage or calculatedamage stability, the computer as well as programme usedshall be approved by the Register.

The use of the computer shall not substitute theinformation on damage stability.

1.5 ADDITIONAL CLASS NOTATIONFOR SHIPS COMPLYING SUBDIVISION

REQUIREMENTS1.5.1 As additional class notation the letters SD shallbe marked according to the Rules for the classification ofships, Part 1 - General requirements, item 1. General - if dam-age stability calculations for any computed cases satisfy re-quirements of this Part of the Rules.

1.6 DOCUMENTATION1.6.1 Documentation for approval:

- Preliminary Damage Stability Calculations- Final Damage Stability Calculations - Damage Control Plan

1.6.2 Documentation for information:- Internal Watertight Integrity Plan

Not required in case of approved limit curves, or if approvedlightweight data are not less favourable than estimated lightweight data.


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2 SUBDIVISION AND DAMAGESTABILITY OF PASSENGERSHIPS AND CARGO SHIPS

2.1 APPLICATION

2.1.1 The damage stability requirements stated in thisSection shall apply to cargo ships of 80 m in length (L) andupwards and to all passenger ships regardless of length butshall exclude those cargo ships which are shown to complywith subdivision and damage stability regulations in other in-struments developed by the International Maritime Organiza-tion (IMO).

2.1.2 Any reference hereinafter to regulation refers tothe set of regulations contained in this Section.

2.1.3 The Register may, for a particular ship or groupof ships, accept alternative methodologies if it is satisfied thatat least the same degree of safety as represented by theseregulations is achieved. In the case when the Register allowssuch alternative arrangements, previously it shall communicateto the International Maritime Organization (IMO) particularsthereof.

2.1.4 Unless expressly provided otherwise, this Sectionshall apply to ships the keels of which are laid or which are at asimilar stage of construction on or after 1 January 2009.

2.1.5 Ships shall be as efficiently subdivided as is pos-sible having regard to the nature of the service for which theyare intended. The degree of subdivision shall vary with thesubdivision length (LS) of the ship and with the service, in suchmanner that the highest degree of subdivision corresponds withthe ships of greatest subdivision length (LS), primarily engagedin the carriage of passengers.

2.1.6 Where it is proposed to fit decks, inner skins orlongitudinal bulkheads of sufficient tightness to seriously re-strict the flow of water, the Register shall be satisfied thatproper consideration is given to beneficial or adverse effects ofsuch structures in the calculations.

Ships shown to comply with the following regulation may be ex-

cluded from the applications of this Section:.1 Annex I to MARPOL 73/78, except OBO ships with type B

freeboards are not excluded;.2 International Bulk Chemical Code;.3 International Gas Carrier Code;.4 Guidelines for the design and construction of offshore supply

vessels, 2006 (resolution MSC.235(82));.5 Code of Safety for Special Purpose Ships, 2008 (resolution

MSC.266(84));.6 Damage stability requirements of regulation 27 of the 1966

Load Lines Convention as applied in compliance with resolu-tions A.320(IX) and A.514(13), provided that in the case ofcargo ships to which regulation 27(9) applies, main transversewatertight bulkheads, to be considered effective, are spacedaccording to paragraph (12)(f) of resolution A.320(IX), exceptships intended for the carriage of deck cargo; and

.7 Damage stability requirements of regulation 27 of the 1988Load Lines Protocol, except ships intended for the carriage ofdeck cargo.

2.2 DEFINITIONS

For the purpose of this Section, unless expresslyprovided otherwise:

2.2.1 Subdivision length (Ls) of the ship - is thegreatest projected moulded length of that part of the ship at orbelow deck or decks limiting the vertical extent of floodingwith the ship at the deepest subdivision draught.

2.2.2 Mid-length is the mid-point of the subdivisionlength of the ship.

2.2.3 Aft terminal - is the aft limit of the subdivisionlength.

2.2.4 Forward terminal - is the forward limit of thesubdivision length.

2.2.5 Breadth (B) - is the greatest moulded breadth ofthe ship at or below the deepest subdivision draught.

2.2.6 Draught (d) - is the vertical distance from thekeel line at mid-length to the waterline in question.

2.2.7 Deepest subdivision draught (ds) is the water-line which corresponds to the summer load line draught of theship.

2.2.8 Light service draught (dl) is the servicedraught corresponding to the lightest anticipated loading andassociated tankage, including, however, such ballast as may benecessary for stability and/or immersion. Passenger shipsshould include the full complement of passengers and crew onboard.

2.2.9 Partial subdivision draught (dp) is the lightservice draught plus 60% of the difference between the lightservice draught and the deepest subdivision draught.

2.2.10 Trim is the difference between the draughtforward and the draught aft, where the draughts are measuredat the forward and aft terminals respectively, disregarding anyrake of keel.

2.2.11 Permeability ( ) of a space - is the proportionof the immersed volume of that space which can be occupiedby water.

2.2.12 For the purpose of this chapter, the term a simi-lar stage of construction means the stage at which:

.1 construction identifiable with a specificship begins; and

.2 assembly of that ship has commenced com-prising at least 50 tonnes or one per cent ofthe estimated mass of all structural mate-rial, whichever is less.

2.3 DOCUMENTATION

2.3.1 The following documentation is to be submittedfor approval:

- calculation of subdivisions indices R andA;

- damage stability calculations for theflooding cases included in the calculationof A;

- stability information as required in regula-tion 1.5.1 Rules for the classification ofships, Part 4 - Stability;

- damage control plan.


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2.3.2 The following documentation is to be submittedfor information only:

- internal watertight integrity plan.

2.4 REQUIRED SUBDIVISION INDEXR

2.4.1 The subdivision of a ship is considered sufficientif the attained subdivision index A, determined in accordancewith Head 2.5, is not less than the required subdivision index Rcalculated in accordance with this Head and if, in addition, thepartial indices As, Ap and Al are not less than 0.9R for passen-ger ships and 0.5R for cargo ships.

2.4.2 For all ships to which the damage stability re-quirements of this Section apply, the degree of subdivision tobe provided shall be determined by the required subdivisionindex R, as follows:

.1 In the case of cargo ships greater than 100 m inlength (Ls):

1521281+

=sL

R

and.2 In the case of cargo ships not less than 80 m in

length (Ls) and not greater than 100 m in length(Ls):

+=o

osR

RLR1100

1/11

where Ro is the value R as calculated in ac-cordance with the formula in sub-item .1

.3 In the case of passenger ships:

152255.250001

++=

NLR

swhere:N = N1+2N2N1 number of persons for whom lifeboats are

provided,N2 number of persons (including officers and

crew) the ship is permitted to carry in ex-cess of N1.

.4 Where the conditions of service are such that com-pliance with sub-item .3 of this item on the basis ofN = N1+2N2 is impracticable and where the Regis-ter considers that a suitably reduced degree of haz-ard exists, a lesser value of N may be taken but inno case less than N1+N2.

2.5 ATTAINED SUBDIVISION INDEXA

2.5.1 The attained subdivision index A is obtained bythe summation of the partial indices As, Ap and Al, (weightedas shown) calculated for the draughts ds, dp and dl, defined inHead 2.2, in accordance with the following formula:

A = 0.4As + 0.4Ap + 0.2Al

Each partial index is a summation of contribu-tions from all damage cases taken in consideration, using thefollowing formula:

See MSC/Circ. 651, Explanatory notes for part B-1 SOLAS,

Chapter II-1.

A = 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 un-der consideration may be flooded, disregard-ing any horizontal subdivision, as defined inHead 2.6,

si - accounts for the probability of survival afterflooding the compartment or group of com-partments under consideration, and includesthe effect of any horizontal subdivision, asdefined in Head 2.7.

2.5.2 In the calculation of A, the level trim shall beused for the deepest subdivision draught and the partial subdi-vision draught. The actual service trim shall be used for thelight service draught. If in any service condition, the trimvariation in comparison with the calculated trim is greater than0.5% of Ls, one or more additional calculations of A are to besubmitted for the same draughts but different trims so that, forall service conditions, the difference in trim in comparison withthe reference trim used for one calculation will be less than0.5% of Ls.

2.5.3 When determining the positive righting lever(GZ) of the residual stability curve, the displacement usedshould be that of the intact condition. That is, the constant dis-placement method of calculation should be used.

2.5.4 The summation indicated by the above formulashall be taken over the ships subdivision length Ls for all casesof flooding in which a single compartment or two or more ad-jacent compartments are involved. In the case of unsymmetri-cal arrangements, the calculated A value should be the meanvalue obtained from calculations involving both sides. Alter-natively, it should be taken as that corresponding to the sidewhich evidently gives the least favourable result.

2.5.5 Wherever wing compartments are fitted, contri-bution to the summation indicated by the formula shall betaken for all cases of flooding in which wing compartments areinvolved. Additionally, cases of simultaneous flooding of awing compartment or group of compartments and the adjacentinboard compartment or group of compartments, but excludingdamage of transverse extent greater than one half of the shipbreadth B, may be added. For the purpose of this regulation,transverse extent is measured inboard from ships side, at rightangle to the centreline at the level of the deepest subdivisiondraught.

2.5.6 In the flooding calculations carried out accordingto this Section of the Rules, only one breach of the hull andonly one free surface need to be assumed. The assumed verticalextent of damage is to extend from the baseline upwards to anywatertight horizontal subdivision above the waterline or higher.However, if a lesser extent of damage will give a more severeresult, such extent is to be assumed.

2.5.7 If pipes, ducts or tunnels are situated within theassumed extent of damage, arrangements are to be made to en-sure that progressive flooding cannot thereby extend to com-partments other than those assumed flooded. However, theRegister may permit minor progressive flooding if it is demon-strated that its effects can be easily controlled and the safety ofthe ship is not impaired.


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2.6 CALCULATION OF THE FACTORPi

2.6.1 The factor pi for a compartment or group of com-partments shall be calculated in accordance with items 2.6.2and 2.6.3, using the following notations:

j = the aftmost damage zone number in-volved in the damage starting with no.1 atthe stern;

n = the number of adjacent damage zones in-volved in the damage;

k = is the number of a particular longitudinalbulkhead as barrier for transverse pene-tration in a damage zone counted fromshell towards the centreline. The shell hask = 0;

x1 = the distance from the aft terminal of Ls tothe aft end of the zone in question;

x2 = the distance from the aft terminal of Ls tothe forward end of the zone in question;

b = the mean transverse distance in metresmeasured at right angles to the centrelineat the deepest subdivision loadline be-tween the shell and an assumed verticalextended between the longitudinal limitsused in calculating the factor pi andwhich is a tangent to, or common with,all or part of the outermost portion of thelongitudinal bulkhead under considera-tion. This vertical plane shall be so ori-entated that the mean transverse distanceto the shell is a maximum, but not morethan twice the least distance between theplane and the shell. If the upper part of alongitudinal bulkhead is below the deep-est subdivision loadline the vertical planeused for determination of b is assumed toextend upwards to the deepest subdivi-sion waterline. In any case, b is not to betaken greater than B/2.

If the damage involves a single zone only:

pi = p(x1j, x2j) [r(x1j, x2j,bk)- r(x1j, x2j,bk-1)]

If the damage involves two adjacent zones:

pi = p(x1j, x2j+1) [r(x1j, x2j+1,bk)- r(x1j, x2j+1,bk-1)]- 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)]

If the damage involves three or more adjacent zones:

pi = p(x1j, x2j+n-1) [r(x1j, x2j+n-1,bk)- r(x1j, x2j+n-1,bk-1)]- p(x1j, x2j+n-2) [r(x1j, x2j+n-2,bk)- r(x1j, x2j+n-2,bk-1)]- p(x1j+1, x2j+n-1) [r(x1j+1, x2j+n-1,bk)- r(x1j+1, x2j+n-1,bk-1)]

+p(x1j+1, x2j+n-2) [r(x1j+1, x2j+n-2,bk)- r(x1j+1, x2j+n-2,bk-1)]

and where r(x1, x2, b0) = 0

2.6.2 The factor pi (x1, x2) is to be calculated accord-ing to the following formulae:

Overall normalized max damage length: Jmax = 10/33Knuckle point in the distribution:Jkn = 5/33Cumulative probability at Jkn : pk = 11/12Maximum absolute damage length: lmax = 60 mLength where normalized distribution ends: L* = 260 mProbability density at J = 0:

=

kn

k

kn

k

JJp

Jpb

max0

12

When Ls < L* :

=s

m LlJJ maxmax ,min

( )

0

2200 4

12111

2 b

JbJbpJJmmk

mk

+++=

012 bb =

When Ls > L* :

= *

maxmax

* ,minL

lJJm

( )

0

2*20

*0*

* 412111

2 b

JbJbpJJmmk

mk

+++=

s

mm L

LJJ**

=

s

kk L

LJJ**

=

=

km

k

k

k

JJp

Jpb 1212

( ) 211 214

k

k

kkm

k

Jp

JJJpb

=

( )22112

km

k

JJpb

=

mJbb 2122 =

The non-dimensional damage length:( )

sL1x2xJ =

The normalized length of a compartment orgroup of compartments:

Jn - is to be taken as the lesser of J and Jm

2.6.2.1 Where neither limits of the compartment or groupof compartments under consideration coincides with the aft orforward terminals:

J < Jk :

p(x1, x2) = p1 = 61 J2(b11J+3b12)

J > Jk :

p(x1, x2) = p2 = - 31 b11Jk3+ 2

1 (b11J-b12)Jk2+b12JJk

-31 b21(Jn3-Jk3)+ 2

1 (b21J-b22)(Jn2-Jk2)

+b22J(Jn-Jk)

2.6.2.2 Where the aft limit of the compartment or groupof compartments under consideration coincides with the aftterminal or the forward limit of the compartment or group ofcompartments under consideration coincides with the forwardterminal:

J < Jk :


2013

p(x1, x2) = 21 (p1+J)

J > Jk :

p(x1, x2) = 21 (p2+J)

2.6.2.3 Where the compartment or groups of compart-ments considered extends over the entire subdivision length(Ls):

p(x1, x2) = 1

2.6.3 The factor r(x1, x2, b) shall be determined by thefollowing formulae:

r(x1, x2, b) = 1-(1-C)

)(1

x2x1,pG

where:C = 12Jb(-45Jb+4) , where

Jb = Bb15

2.6.3.1 Where the compartment or groups of compart-ments considered extends over the entire subdivision length(Ls):

G = G1 = 21 b11Jb2+b12Jb

2.6.3.2 Where neither limits of the compartment or groupof compartments under consideration coincides with the aft orforward terminals:

G = G2 = - 31 b11J03+ 2

1 (b11J-b12)J02+b12JJ0 where

J0 = min(J, Jb)

2.6.3.3 Where the aft limit of the compartment or groupof compartments under consideration coincides with the aftterminal or the forward limit of the compartment or group ofcompartments under consideration coincides with the forwardterminal:

G = 21 (G2+G1J)

2.7 CALCULATION OF THE FACTORsI

2.7.1 The factor si shall be determined for each case ofassumed flooding, involving a compartment or group of com-partments, in accordance with the following notations and theprovisions in this Head:

e - is the equilibrium heel angle in anystage of flooding, in degrees;

v - is the angle, in any stage of flooding,where the righting lever becomes nega-tive, or the angle at which an openingincapable of being closed weathertightbecomes submerged;

GZmax - is the maximum positive righting lever,in metres, up to the angle v;

Range - is the range of positive righting levers,in degrees, measured from the angle e.The positive range is to be taken up tothe angle v;

Flooding stage - is any discrete step during theflooding process, including the stagebefore equalization (if any) until finalequilibrium has been reached.

2.7.1.1 The factor si, for any damage case at any initialloading condition, at draught di, , shall be obtained from theformula:

si = minimum { sintermediate,i or sfinal,i smom,i }where:

sintermediate,i - is the probability to survive all intermedi-ate flooding stages until the final equilib-rium stage, and is calculated in accor-dance with 2.7.2;

sfinal,i - is the probability to survive in the finalequilibrium stage of flooding. It is calcu-lated in accordance with 2.7.3;

smom,i - is the probability to survive heeling mo-ments, and is calculated in accordancewith 2.7.4.

2.7.2 The factor sintermediate,i is applicable only to pas-senger ships (for cargo ships sintermediate,i should be taken asunity) and shall be taken as the least of the s-factors obtainedfrom all flooding stages including the stage before equaliza-tion, if any, and is to be calculated as follows:

sintermediate,i = 41

max705.0

RangeGZ

where GZmax is not to be taken as more than 0.05 m and Rangeas not more than 7. sintermediate,i = 0, if the intermediate heel an-gle exceeds 15. Where cross-flooding fittings are required, thetime for equalization shall not exceed 10 min.

2.7.3 The factor sfinal,i shall be obtained from the for-mula:

sfinal,i = K 41

max1612.0

RangeGZ

where:GZmax - is not to be taken as more than 0.12 m;Range - is not to be taken as more than 16;K = 1 if e < minK = 0 if e > max

K =minmax

max

e otherwise,

where:min is 7 for passenger ships and 25 for cargo ships;andmax is 15 for passenger ships and 30 for cargo ships.

2.7.4 The factor smom,i is applicable only to passengerships (for cargo ships smom,i shall be taken as unity) and shall becalculated at the final equilibrium from the formula:

smom,i = ( )

heelMGZ 04.0max

where: - is the intact displacement at the subdivision

draught;Mheel - is the maximum assumed heeling moment as

calculated in accordance with 2.7.5; andsmom,i < 1

2.7.5 The heeling moment Mheel is to be calculated asfollows:

Mheel = maximum{Mpassenger or Mwind or Msurvivalcraft }


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2.7.5.1 Mpassenger is the maximum assumed heeling mo-ment resulting from movement of passengers, and is to be ob-tained as follows:

Mpassenger = (0.075Np) (0.45B) [tm]where:

Np - is the maximum number of passengerspermitted to be on board in the service con-dition corresponding to the deepest subdivi-sion draught under consideration; and

B - is the beam of the ship.Alternatively, the heeling moment may be cal-

culated assuming the passengers are distributed with 4 personsper square metre on available deck areas towards one side ofthe ship on the decks where muster stations are located and insuch a way that they produce the most adverse heeling mo-ment. In doing so, a weight of 75 kg per passenger is to be as-sumed.

2.7.5.2 Mwind is the maximum assumed wind force actingin a damage situation:

Mwind = (PAZ) / 9.806 [tm]where:

P = 120 N/m2 ;A = projected lateral area above waterline;Z = distance from centre of lateral projected

area above waterline to T/2; andT = ships draught, di.

2.7.5.3 Msurvivalcraft is the maximum assumed heelingmoment due to the launching of all fully loaded davit-launchedsurvival craft on one side of the ship. It shall be calculated us-ing the following assumptions:

.1 all lifeboats and rescue boats fitted on theside to which the ship has heeled afterhaving sustained damage shall be assumedto be swung out fully loaded and ready forlowering;

.2 for lifeboats which are arranged to belaunched fully loaded from the stowed po-sition, the maximum heeling moment dur-ing launching shall be taken;

.3 a fully loaded davit-launched liferaft at-tached to each davit on the side to whichthe ship has heeled after having sustaineddamage shall be assumed to be swung outready for lowering;

.4 persons not in the life-saving applianceswhich are swung out shall not provide ei-ther additional heeling or righting moment;and;

.5 life-saving appliances on the side of theship opposite to the side to which the shiphas heeled shall be assumed to be in astowed position.

2.7.6 Unsymmetrical flooding is to be kept to a mini-mum consistent with the efficient arrangements. Where it isnecessary to correct large angles of heel, the means adoptedshall, where practicable, be self-acting, but in any case wherecontrols to equalization devices are provided they shall be op-erable from above the bulkhead deck. These fittings togetherwith their controls shall be acceptable to the Register. Suitable

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 IMO byresolution A.266(VIII), as may be amended.

information concerning the use of equalization devices shall besupplied to the master of the ship.

2.7.6.1 Tanks and compartments taking part in suchequalization shall be fitted with air pipes or equivalent meansof sufficient cross-section to ensure that the flow of water intothe equalization compartments is not delayed.

2.7.6.2 In all cases, si is to be taken as zero in those caseswhere the final waterline, taking into account sinkage, heel andtrim, immerses:

.1 the lower edge of openings through whichprogressive flooding may take place andsuch flooding is not accounted for in thecalculation of factor si. Such openings shallinclude air-pipes, ventilators and openingswhich are closed by means of weathertightdoors or hatch covers; and

.2 any part of the bulkhead deck in passengerships considered a horizontal evacuationroute for compliance with the Rules for theclassification of ships, Part 17 Fire pro-tection.

2.7.6.3 The factor si is to be taken as zero if, taking intoaccount sinkage, heel and trim, any of the following occur inany intermediate stage or in the final stage of flooding:

.1 immersion of any vertical escape hatch inthe bulkhead deck intended for compliancewith the Rules for the classification ofships, Part 17 Fire protection;

.2 any controls intended for the operation ofwatertight doors, equalization devices,valves on piping or on ventilation ducts in-tended to maintain the integrity of water-tight bulkheads from above the bulkheaddeck become inaccessible or inoperable;

.3 immersion of any part of piping or ventila-tion ducts carried through a watertightboundary that is located within any com-partment included in damage cases contrib-uting to the attained index A, if not fittedwith watertight means of closure at eachboundary.

2.7.6.4 However, where compartments assumed floodeddue to progressive flooding are taken into account in the dam-age stability calculations multiple values of sintermediate,i may becalculated assuming equalization in additional flooding phases.

2.7.6.5 Except as provided in 2.7.6.3.1, openings closedby means of watertight manhole covers and flush scuttles,small watertight hatch covers, remotely operated sliding wa-tertight doors, side scuttles of the non-opening type as well aswatertight access doors and hatch covers required to be keptclosed at sea need not be considered.

2.7.7 Where horizontal watertight boundaries are fittedabove the waterline under consideration the s-value calculatedfor the lower compartment or group of compartments shall beobtained by multiplying the value as determined in 2.7.1.1 bythe reduction factor vm according to 2.7.7.1, which representsthe probability that the spaces above the horizontal subdivisionwill not be flooded.

2.7.7.1 The factor vm shall be obtained from the formula:vm = v (Hj,n,m,d) - v (Hj,n,m-1,d)

where:


2013

Hj,n,m is the least height above the baseline, inmetres, within the longitudinal range ofx1(j)x2(j+n-1) of the mth horizontal boundarywhich is assumed to limit the vertical ex-tent of flooding for the damaged compart-ments under consideration;

Hj,n,m-1 is the least height above the baseline, inmetres, within the longitudinal range ofx1(j)x2(j+n-1) of the (m-1)th horizontalboundary which is assumed to limit thevertical extent of flooding for the damagedcompartments under consideration;

j signifies the aft terminal of the damagedcompartments under consideration;

m represents each horizontal boundarycounted upwards from the waterline underconsideration;

d is the draught in question as defined in2.2.6; and

x1 and x2 represent the terminals of the compart-ment or group of compartments consideredin 2.6.1.

2.7.7.2 The factors (Hj,n,m,d) and (Hj,n,m-1,d shall be ob-tained from the formulas:

v(H, d) = ( )8.7dH , if (Hm-d) < 7.8 [m];

v(H, d) = ( )

+7.4

8.72.08.0 dH 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 shipwithin 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 1.

2.7.7.3 In general, each contribution dA to the index A inthe case of horizontal subdivisions is obtained from the for-mula:

dA = pi [v1smin 1+( v2- v1) smin 2++(1- vm-1) smin m]where:

vm = the v-value calculated in accordance with2.7.7.1;

smin = the least s-factor for all combinations ofdamages obtained when the assumeddamage extends from the assumed dam-age height Hm downwards.

2.8 PERMEABILITY

2.8.1 For the purpose of the subdivision and damagestability calculations of this Section of the Rules, the perme-ability of each general compartment or part of a compartmentshall be as follows:

Spaces Permeability

Appropriated to stores 0.60

Occupied by accommodation 0.95

Occupied by machinery 0.85

Void spaces 0.95

Intended for liquids 0 or 0.95*

* Whichever results in the more severe requirement

2.8.2 For the purpose of the subdivision and damagestability calculations of this Section of the Rules, the perme-ability of each cargo compartment or part of a compartmentshall be as follows:

Spaces Permeabilityat draught dsPermeabilityat draught dp

Permeabilityat draught dl

Dry cargo spaces 0.70 0.80 0.95

Container spaces 0.70 0.80 0.95

Ro-ro spaces 0.90 0.90 0.95

Cargo liquids 0.70 0.80 0.95

2.8.3 Other figures for permeability may be used ifsubstantiated by calculations.

2.9 SPECIAL REQUIREMENTSCONCERNING PASSENGER SHIP

STABILITY

2.9.1 A passenger ship intended to carry 400 or morepersons shall have watertight subdivision abaft the collisionbulkhead so that si=1 for the three loading conditions on whichis based the calculation of the subdivision index and for a dam-age involving all the compartments within 0.08L measuredfrom the forward perpendicular.

2.9.2 A passenger ship intended to carry 36 or morepersons is to be capable of withstanding damage along the sideshell to an extent specified in 2.9.3. Compliance with this Headis to be achieved by demonstrating that si, as defined in 2.7 , isnot less than 0.9 for the three loading conditions on which isbased the calculation of the subdivision index.

2.9.3 The damage extent to be assumed when demon-strating compliance with 2.9.2 is to be dependent on both N asdefined in 2.4, and Ls , as defined in 2.2, such that:

.1 the vertical extent of damage is to extendfrom the ships moulded baseline to a posi-tion up to 12.5 m above the position of thedeepest subdivision draught as defined in2.2, unless a lesser vertical extent of dam-age were to give a lower value of si , inwhich case this reduced extent is to beused;

.2 where 400 or more persons are to be car-ried, a damage length of 0.03 Ls but not lessthan 3 m is to be assumed at any positionalong the side shell, in conjunction with apenetration inboard of 0.1B but not lessthan 0.75 m measured inboard from theship side, at right angle to the centreline atthe level of the deepest subdivisiondraught;

.3 where less than 400 persons are carried,damage length is to be assumed at any po-sition along the shell side between trans-verse watertight bulkheads provided thatthe distance between two adjacent trans-verse watertight bulkheads is not less thanthe assumed damage length. If the distancebetween adjacent transverse watertightbulkheads is less than the assumed damagelength, only one of these bulkheads shall be


2013

considered effective for the purpose ofdemonstrating compliance with 2.9.3;

.4 where 36 persons are carried, a damagelength of 0.015 Ls but not less than 3 m isto be assumed, in conjunction with a pene-tration inboard of 0.05B but not less than0.75 m; and

.5 where more than 36, but fewer than 400persons are carried the values of damagelength and penetration inboard, used in thedetermination of the assumed extent ofdamage, are to be obtained by linear inter-polation between the values of damagelength and penetration which apply forships carrying 36 persons and 400 personsas specified in previous sub-items .4 and .2.

2.10 SYSTEM CAPABILITIES AFTER AFLOODING CASUALTY ON

PASSENGER SHIPS

2.10.1 ApplicationThis regulation applies to passenger ships con-

structed on or after 1 July 2010 to which regulation II-2/21 ofthe SOLAS Convention as amended by MSC 216(82) applies.

2.10.2 Availability of essential systems in case offlooding damage

A passenger ship shall be designed so that thesystems specified in regulation II-2/21.4 of the SOLAS Con-vention as amended by MSC 216(82) remain operational whenthe ship is subject to flooding of any single watertight com-partment.

2.11 DOUBLE BOTTOMS INPASSENGER SHIPS AND CARGO SHIPS

OTHER THAN TANKERS

2.11.1 A double bottom shall be fitted extending fromthe collision bulkhead to the afterpeak bulkhead, as far as thisis practicable and compatible with the design and properworking of the ship.

2.11.2 Where a double bottom is required to be fitted theinner bottom shall be continued out to the ship's sides in such amanner as to protect the bottom to the turn of the bilge. Suchprotection will be deemed satisfactory if the inner bottom is notlower at any part than a plane parallel with the keel line andwhich is located not less than a vertical distance h measuredfrom the keel line, as calculated by the formula:

h = B/20

However, in no case is the value of h to be lessthan 760 mm, and need not be taken as more than 2,000 mm.

2.11.3 Small wells constructed in the double bottom inconnection with drainage arrangements of holds, etc., shall notextend downward more than necessary. A well extending to theouter bottom is, however, permitted at the after end of the shafttunnel. Other wells (e.g. for lubricating oil under main engines)may be permitted by the Register if satisfied that the arrange-ments give protection equivalent to that afforded by a doublebottom complying with this regulation. In no case shall thevertical distance from the bottom of such a well to a plane co-inciding with the keel line be less than 500 mm.

2.11.4 A double bottom need not be fitted in way ofwatertight tanks, including dry tanks of moderate size, pro-vided the safety of the ship is not impaired in the event of bot-tom or side damage.

2.11.5 Any part of a passenger ship or a cargo ship thatis not fitted with a double bottom in accordance with 2.11.1and 2.11.4 shall be capable of withstanding bottom damages,as specified in 2.11.7, in that part of the ship.

2.11.6 In the case of unusual bottom arrangements in apassenger ship or a cargo ship, it shall be demonstrated that theship is capable of withstanding bottom damages as specified in2.11.7.

2.11.7 Compliance with 2.11.5 and 2.11.6 is to beachieved by demonstrating that si , when calculated in accor-dance with 2.7, is not less than 1 for all service conditionswhen subject to a bottom damage assumed at any positionalong the ship's bottom and with an extent specified in .2 belowfor the affected part of the ship:

.1 Flooding of such spaces shall not renderemergency power and lighting, internalcommunication, signals or other emergencydevices inoperable in other parts of theship.

.2 Assumed extent of damage shall be as fol-lows:

For 0.3 L from theforward perpendicular

of the ship

Any other part of theship

Longitudinalextent

1/3 L2/3 or 14.5 m,whichever is less

1/3 L2/3 or 14.5 m,whichever is less

Transverse ex-tent

B/6 or 10 m, which-ever is less

B/6 or 5 m, whicheveris less

Vertical extent,measured fromthe keel line



.3 If any damage of a lesser extent than themaximum damage specified in .2 would re-sult in a more severe condition, such dam-age should be considered.

2.11.8 In case of large lower holds in passenger ships,the Register may require an increased double bottom height ofnot more than B/10 or 3 m, whichever is less, measured fromthe keel line. Alternatively, bottom damages may be calculatedfor these areas, in accordance with 2.11.7, but assuming an in-creased vertical extent.

2.12 PASSENGER SHIPS CARRYINGGOODS VECHILES AND

ACCOMPANYING PERSONNEL

2.12.1 This Head applies to passenger ships designed oradapted for the carriage of goods vehicles and accompanyingpersonnel.

2.12.2 If in such a ship the total number of passengerswhich include personnel accompanying vehicles does not ex-ceed 12 + Ad/25, where Ad = total deck area (square metres) ofspaces available for the stowage of goods vehicles and wherethe clear height at the stowage position and at the entrance tosuch spaces is not less than 4 m, the provisions of 7.12 of theRules for the classification of ships, Part 3 Hull Equipment in


2013

respect of watertight doors apply except that the doors may befitted at any level in watertight bulkheads dividing cargospaces. Additionally, indicators are required on the navigationbridge to show automatically when each door is closed and alldoor fastenings are secured.

2.12.3 The ship may not be certified for a higher numberof passengers than assumed in 2.12.2, if a watertight door hasbeen fitted in accordance with this Head.

2.13 INTERNAL WATERTIGHTINTEGRITY OF PASSENGER SHIPS

ABOVE THE BULKHEAD DECK

2.13.1 The Register may require that all reasonable andpracticable measures shall be taken to limit the entry andspread of water above the bulkhead deck. Such measures mayinclude partial bulkheads or webs. When partial watertightbulkheads and webs are fitted on the bulkhead deck, above orin the immediate vicinity of watertight bulkheads, they shallhave watertight shell and bulkhead deck connections so as torestrict the flow of water along the deck when the ship is in aheeled damaged condition. Where the partial watertight bulk-head does not line up with the bulkhead below, the bulkheaddeck between shall be made effectively watertight. Whereopenings, pipes, scuppers, cables etc. are carried through thepartial watertight bulkheads or decks within the immersed partof the bulkhead deck, arrangements shall be made to ensure thewatertight integrity of the structure above the bulkhead deck.

2.13.2 All openings in the exposed weather deck shallhave coamings of ample height and strength and shall be pro-vided with efficient means for expeditiously closing themweathertight. Freeing ports, open rails and scuppers shall befitted as necessary for rapidly clearing the weather deck ofwater under all weather conditions. Minimum required dimen-sions of these openings are stated in the International Conven-tion on Load Lines 1966 and Protocol of 1988, as amended.

2.13.3 The open end of air pipes terminating within asuperstructure shall be at least 1 m above the waterline whenthe ship heels to an angle of 15, or the maximum angle of heelduring intermediate stages of flooding, as determined by directcalculation, whichever is the greater. Alternatively, air pipesfrom tanks other than oil tanks may discharge through the sideof the superstructure. The provisions of this paragraph arewithout prejudice to the provisions of the International Con-vention on Load Lines in force.

2.13.4 Sidescuttles, gangway, cargo and fuelling portsand other means for closing openings in the shell plating abovethe bulkhead deck shall be of efficient design and constructionand of sufficient strength having regard to the spaces in whichthey are fitted and their positions relative to the deepest subdi-vision draught.

2.13.5 Efficient inside deadlights, so arranged that theycan be easily and effectively closed and secured watertight,shall be provided for all sidescuttles to spaces below the firstdeck above the bulkhead deck.

Refer to the Recommendation on strength and security and locking

arrangements of shell doors on ro-ro passenger ships, adopted bythe IMO by resolution A.793(19).

2.14 INTEGRITY OF THE HULL ANDSUPERSTRUCTURE, DAMAGE

PREVENTION AND CONTROL ONRO-RO PASSENGER SHIPS

2.14.1.1 Subject to the provisions of .2 and .3 of this

item, all accesses that lead to spaces belowthe bulkhead deck shall have a lowest pointwhich is not less than 2.5 m above thebulkhead deck.

.2 Where vehicle ramps are installed to giveaccess to spaces below the bulkhead deck,their openings shall be able to be closedweathertight to prevent ingress of waterbelow, alarmed and indicated to the navi-gation bridge.

.3 The Register may permit the fitting of par-ticular accesses to spaces below the bulk-head deck provided they are necessary forthe essential working of the ship, e.g. themovement of machinery and stores, subjectto such accesses being made watertight,alarmed and indicated on the navigationbridge.

2.14.2 Indicators shall be provided on the navigationbridge for all shell doors, loading doors and other closing ap-pliances which, if left open or not properly secured, could, inthe opinion of the Register, lead to flooding of a special cate-gory space or ro-ro space. The indicator system shall be de-signed on the fail-safe principle and shall show by visualalarms if the door is not fully closed or if any of the securingarrangements are not in place and fully locked and by audiblealarms if such door or closing appliances become open or thesecuring arrangements become unsecured. The indicator panelon the navigation bridge shall be equipped with a mode selec-tion function harbour/sea voyage so arranged that an audiblealarm is given on the navigation bridge if the ship leaves har-bour with the bow doors, inner doors, stern ramp or any otherside shell doors not closed or any closing device not in the cor-rect position. The power supply for the indicator system shallbe independent of the power supply for operating and securingthe doors.

2.14.3 Television surveillance and a water leakage de-tection system shall be arranged to provide an indication to thenavigation bridge and to the engine control station of any leak-age through inner and outer bow doors, stern doors or anyother shell doors which could lead to flooding of special cate-gory spaces or ro-ro spaces.

2.15 ASSIGNING, MARKING ANDRECORDING OF SUBDIVISION LOAD

LINES FOR PASSENGER SHIPS

2.15.1 In order that the required degree of subdivisionshall be maintained, a load line corresponding to the approvedsubdivision draught shall be assigned and marked on the ship'ssides. A ship intended for alternating modes of operation may,if the owners desire, have one or more additional load lines as-signed and marked to correspond with the subdivision draughtswhich the Register may approve for the alternative service con-figurations. Each service configuration so approved shall com-


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ply with Heads 2.4 and 2.9 independently of the results ob-tained for other modes of operation.

2.15.2 The subdivision load lines assigned and markedshall be recorded in the Passenger Ship Safety Certificate, andshall be distinguished by the notation P1 for the principal pas-senger service configuration, and P2, P3, etc., for the alterna-tive configurations. The principal passenger configuration shallbe taken as the mode of operation in which the required subdi-vision index R will have the highest value.

2.15.3 The freeboard corresponding to each of theseload lines shall be measured at the same position and from thesame deck line as the freeboards determined in accordancewith the International Convention on Load Lines in force.

2.15.4 The freeboard corresponding to each approvedsubdivision load line and the service configuration, for which itis approved, shall be clearly indicated on the Passenger ShipSafety Certificate.

2.15.5 In no case shall any subdivision load line mark beplaced above the deepest load line in salt water as determinedby the strength of the ship or the International Convention onLoad Lines in force.

2.15.6 Whatever may be the position of the subdivisionload line marks, a ship shall in no case be loaded so as to sub-merge the load line mark appropriate to the season and localityas determined in accordance with the International Conventionon Load Lines in force.

2.15.7 A ship shall in no case be so loaded that when itis in salt water the subdivision load line mark appropriate to theparticular voyage and service configuration is submerged.

2.16 DAMAGE CONTROLINFORMATION

2.16.1 There shall be permanently exhibited, or readilyavailable on the navigation bridge, for the guidance of the offi-cer in charge of the ship, plans showing clearly for each deckand hold the boundaries of the watertight compartments, theopenings therein with the means of closure and position of anycontrols thereof, and the arrangements for the correction of anylist due to flooding. In addition, booklets containing the afore-mentioned information shall be made available to the officersof the ship.

2.16.2 Watertight doors in passenger ships permitted toremain open during navigation shall be clearly indicated in theship's stability information.

2.16.3 General precautions to be included shall consistof a listing of equipment, conditions, and operational proce-dures, considered by the Register to be necessary to maintainwatertight integrity under normal ship operations.

2.16.4 Specific precautions to be included shall consistof a listing of elements (i.e. closures, security of cargo, sound-ing of alarms, etc.) considered by the Register to be vital to thesurvival of the ship, passengers and crew.

2.16.5 In case of ships to which damage stability re-quirements of the Heads 2.4 to 2.9 of this Part of the Rules ap-ply, damage stability information shall provide the master a

Refer to the Guidelines for damage control plans and information

to the master (MSC.1/Circ.1245).

simple and easily understandable way of assessing the shipssurvivability in all damage cases involving a compartment orgroup of compartments.

2.17 PERIODICAL OPERATION ANDINSPECTION OF WATERTIGHT

DOORS, ETC., IN PASSENGER SHIPS

2.17.1 Drills for the operating of watertight doors,sidescuttles, valves and closing mechanisms of scuppers, ash-chutes and rubbish-chutes shall take place weekly. In ships inwhich the voyage exceeds one week in duration a completedrill shall be held before leaving port, and others thereafter atleast once a week during the voyage.

2.17.2 All watertight doors, both hinged and power op-erated, in watertight bulkheads, in use at sea, shall be operateddaily.

2.17.3 The watertight doors and all mechanisms and in-dicators connected therewith, all valves, the closing of which isnecessary to make a compartment watertight, and all valves theoperation of which is necessary for damage control cross con-nections shall be periodically inspected at sea at least once aweek.

2.17.4 A record of all drills and inspections required bythis regulation shall be entered in the log-book with an explicitrecord of any defects which may be disclosed.

2.18 PREVENTION AND CONTROL OFWATER INGRESS, ETC.

2.18.1 All watertight doors shall be kept closed duringnavigation except that they may be opened during navigationas specified in 2.18.3 and 2.18.4. Watertight doors of a widthof more than 1.2 m in machinery spaces as permitted by 7.12of the Rules for the classification of ships, Part 3 HullEquipment may only be opened in the circumstances detailedin that regulation. Any door which is opened in accordancewith this paragraph shall be ready to be immediately closed.

2.18.2 Watertight doors located below the bulkheaddeck having a maximum clear opening width of more than 1.2m shall be kept closed when the ship is at sea, except for lim-ited periods when absolutely necessary as determined by theRegister.

2.18.3 A watertight door may be opened during naviga-tion to permit the passage of passengers or crew, or when workin the immediate vicinity of the door necessitates it beingopened. The door must be immediately closed when transitthrough the door is complete or when the task which necessi-tated it being open is finished.

2.18.4 Certain watertight doors may be permitted to re-main open during navigation only if considered absolutely nec-essary; that is, being open is determined essential to the safeand effective operation of the ship's machinery or to permitpassengers normally unrestricted access throughout the passen-ger area. Such determination shall be made by the Registeronly after careful consideration of the impact on ship opera-

Refer to the Interim Explanatory Notes to the SOLAS Ch. II-1

Subdivision and Damage Stability Regulations, MSC.1/Circ.1226


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tions and survivability*. A watertight door permitted to remainthus open shall be clearly indicated in the ships stability in-formation and shall always be ready to be immediately closed.

2.18.5 Portable plates on bulkheads shall always be inplace before the ship leaves port, and shall not be removedduring navigation except in case of urgent necessity at the dis-cretion of the master. The necessary precautions shall be takenin replacing them to ensure that the joints are watertight.Power-operated sliding watertight doors permitted in machin-ery spaces in accordance with 7.12 of the Rules for the classifi-cation of ships, Part 3 Hull Equipment shall be closed beforethe ship leaves port and shall remain closed during navigationexcept in case of urgent necessity at the discretion of the mas-ter.

2.18.6 Watertight doors fitted in watertight bulkheadsdividing cargo between deck spaces in accordance with with7.12 of the Rules for the classification of ships, Part 3 HullEquipment shall be closed before the voyage commences andshall be kept closed during navigation; the time of openingsuch doors in port and of closing them before the ship leavesport shall be entered in the log-book.

2.18.7 Gangway, cargo and fuelling ports fitted belowthe bulkhead deck shall be effectively closed and secured wa-tertight before the ship leaves port, and shall be kept closedduring navigation.

2.18.8 The following doors, located above the bulkheaddeck, shall be closed and locked before the ship proceeds onany voyage and shall remain closed and locked until the ship isat its next berth:

.1 cargo loading doors in the shell or theboundaries of enclosed superstructures;

.2 bow visors fitted in positions as indicated in.1;

.3 cargo loading doors in the collision bulk-head; and

.4 ramps forming an alternative closure tothose defined in sub-items .1 to .3 inclu-sive.

2.18.9 Provided that where a door cannot be opened orclosed while the ship is at the berth such a door may be openedor left open while the ship approaches or draws away from theberth, but only so far as may be necessary to enable the door tobe immediately operated. In any case, the inner bow door mustbe kept closed.

2.18.10 Notwithstanding the requirements of 2.18.8, theRegister may authorize that particular doors can be opened atthe discretion of the master, if necessary for the operation ofthe ship or the embarking and disembarking of passengerswhen the ship is at safe anchorage and provided that the safetyof the ship is not impaired.

2.18.11 The master shall ensure that an effective systemof supervision and reporting of the closing and opening of thedoors referred to in 2.18.8 is implemented.

2.18.12 The master shall ensure, before the ship proceedson any voyage, that an entry in the log-book is made of thetime of the last closing of the doors specified in 2.18.13 and thetime of any opening of particular doors in accordance with2.18.14.

Refer to the Guidance for Watertight Doors on Passenger Ships

which may be opened during Navigation, MSC.1/Circ.1380

2.18.13 Hinged doors, portable plates, sidescuttles,gangway, cargo and bunkering ports and other openings, whichare required by this Head to be kept closed during navigation,shall be closed before the ship leaves port. The time of closingand the time of opening (if permissible under these regulations)shall be recorded in officially prescribed log-book.

2.18.14 Where in a between-decks, the sills of any of thesidescuttles referred to in 7.2 of the Rules for the classificationof ships, Part 3 Hull Equipment are below a line drawn par-allel to the bulkhead deck at side and having its lowest point1.4 m plus 2.5% of the breadth of the ship above the waterwhen the ship departs from any port, all the sidescuttles in thatbetween-decks shall be closed watertight and locked before theship leaves port, and they shall not be opened before the shiparrives at the next port. In the application of this item the ap-propriate allowance for fresh water may be made when appli-cable.

.1 The time of opening such sidescuttles inport and of closing and locking them beforethe ship leaves port shall be entered in pre-scribed log-book.

.2 For any ship that has one or more sidescut-tles so placed that the requirements of item2.18.15 would apply when it was floating atits deepest subdivision draught, the Regis-ter may indicate the limiting mean draughtat which these sidescuttles will have theirsills above the line drawn parallel to thebulkhead deck at side, and having its lowestpoint 1.4 m plus 25% of the breadth of theship above the waterline corresponding tothe limiting mean draught, and at which itwill therefore be permissible to depart fromport without previously closing and lockingthem and to open them at sea on the re-sponsibility of the master during the voyageto the next port. In tropical zones as definedin the International Convention on LoadLines in force, this limiting draught may beincreased by 0.3 m.

2.18.15 Sidescuttles and their deadlights which will notbe accessible during navigation shall be closed and secured be-fore the ship leaves port.

2.18.16 If cargo is carried in such spaces, the sidescuttlesand their deadlights shall be closed watertight and locked be-fore the cargo is shipped and such closing and locking shall berecorded in officially prescribed log-book.

2.18.17 When a rubbish-chute, etc. is not in use, both thecover and the valve required by Section 7 of the Rules for theclassification of ships, Part 3 Hull Equipment shall be keptclosed and secured.

2.19 SPECIAL REQUIREMENTS FORRO-RO PASSENGER SHIPS

2.19.1 Special category spaces and ro-ro spaces shall becontinuously patrolled or monitored by effective means, suchas television surveillance, so that any movement of vehicles inadverse weather conditions and unauthorized access by pas-sengers thereto can be detected whilst the ship is underway.

2.19.2 Documented operating procedures for closingand securing all shell doors, loading doors and other closingappliances which, if left open or not properly secured, could, in


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the opinion of the Register, lead to flooding of a special cate-gory space or ro-ro space, shall be kept on board and posted atan appropriate place.

2.19.3 All accesses from the ro-ro deck and vehicleramps that lead to spaces below the bulkhead deck shall beclosed before the ship leaves the berth on any voyage and shallremain closed until the ship is at its next berth.

2.19.4 The master shall ensure that an effective systemof supervision and reporting of the closing and opening of suchaccesses referred to in 2.19.3 is implemented.

2.19.5 The master shall ensure, before the ship leavesthe berth on any voyage, that an entry in the log-book, as re-quired by 2.18.13, is made of the time of the last closing of theaccesses referred to in 2.19.3.

2.19.6 Notwithstanding the requirements of 2.19.3, theRegister may permit some accesses to be opened during thevoyage, but only for a period sufficient to permit through pas-sage and, if required, for the essential working of the ship.

2.19.7 All transverse or longitudinal bulkheads whichare taken into account as effective to confine the seawater ac-cumulated on the ro-ro deck shall be in place and secured be-fore the ship leaves the berth and remain in place and secureduntil the ship is at its next berth.

2.19.8 Notwithstanding the requirements of 2.19.7, theRegister may permit some accesses within such bulkheads tobe opened during the voyage but only for sufficient time topermit through passage and, if required, for the essentialworking of the ship.

2.19.9 In all ro-ro passenger ships, the master or thedesignated officer shall ensure that, without the expressed con-sent of the master or the designated officer, no passengers areallowed access to an enclosed ro-ro deck when the ship is un-der way.

2.20 PREVENTION AND CONTROL OFWATER INGRESS, ETC., IN CARGO

SHIPS

2.20.1 Openings in the shell plating below the deck lim-iting the vertical extent of damage shall be kept permanentlyclosed while at sea.

2.20.2 Notwithstanding the requirements of item 2.20.3,the Register may authorize that particular doors may be openedat the discretion of the master, if necessary for the operation ofthe ship and provided that the safety of the ship is not im-paired.

2.20.3 Watertight doors or ramps fitted internally subdi-vide large cargo spaces shall be closed before the voyagecommences and shall be kept closed during navigation; thetime of opening such doors in port and of closing them beforethe ship leaves port shall be entered in the log-book.

2.20.4 The use of access doors and hatch covers in-tended to ensure the watertight integrity of internal openingsshall be authorized by the officer of the watch.

2.21 TIMBER DECK CARGO IN THECONTEX OF DAMAGE STABILITY

REQUIREMENTS

2.21.1 For ships carrying timber deck cargoes whichhave to fulfil the damage stability requirements of this part ofthe Rules, stability information shall include, among otherdamage stability related issues, a curve of minimum operatingmetacentric height (GM) versus draught or maximum allow-able vertical centre of gravity (KG) versus draught which cov-ers the requirements in 1.5.1.3.8 of the Rules for the classifica-tion of ships, Part 4 Stability.

2.21.2 To ensure the buoyancy of timber deck cargo canbe justifiably credited in damage stability calculations, the in-tegrity of the lashed timber deck cargo shall comply with theprovisions of Chapters 3 and 4 of the CODE OF SAFE PRAC-TICE FOR SHIPS CARRYING TIMBER DECK CARGOES,1991 (Resolution A.715(17)).

2.21.3 The height and extent of the timber deck cargoshall be in accordance with Chapter 3.2 of the CODE OFSAFE PRACTICE FOR SHIPS CARRYING TIMBER DECKCARGOES,1991, and shall be at least stowed to the standardheight of one superstructure.

2.21.4 The permeability of the timber deck cargo is notto be less than 25% of the volume occupied by the cargo up toone standard superstructure.2.21.5 Unless instructed otherwise by the Register, thestability information for ships with timber deck cargoes shallbe supplemented by additional curve(s) of limiting GM (or KG)covering the timber draught range.

2.21.6 The above described curve(s) applicable for con-ditions with timber deck cargo is/are to be developed as de-scribed in 1.5.1.6 of the Rules for the classification of ships,Part 4 Stability, and considering timber deck cargo at thedeepest timber subdivision draught and at the partial timbersubdivision draught only.

2.21.7 The limiting GM shall be varied linearly betweenthe deepest timber subdivision draught, and between the partialtimber subdivision draught and the light service draught re-spectively. Where timber freeboards are not assigned the deep-est and partial draughts shall relate to the summer load line.2.21.8 When considering the vertical extent of damage,the upper deck may be regarded as a horizontal subdivision (inaccordance with 2.7.7.1 of this part of the Rules). Thus whencalculating damage cases are limited vertically to the upperdeck with the corresponding v factor, the timber deck cargomay be considered to

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Rules for the classification of ships, Part 5, 2013 - crs.hr for the... · rules for the classification of ships part 5 2013 review of amendments in relation to 2011 edition rules