I - Part 6 GL 2010

Section 23

Intact and Damage Stability

Chapter 1 Page 231

Section 23 Intact and Damage Stability

A. General 1.6 Each ship shall be provided with a stability booklet, approved by the Administration, which contains sufficient information (see C.1.6) to enable the master to operate the ship in compliance with the applicable requirements contained in the Code. If a stability instrument is used as a supplement to the stability booklet for purpose of determining compliance with the relevant stability criteria such instrument shall be subject to the approval by the Administration. 1.7 If curves or tables of minimum operational metacentric height (GM) or maximum centre of gravity (VCG) are used to ensure compliance with the relevant intact stability criteria those limiting curves shall extend over the full range of operational trims, unless the Administration agrees that trim effects are not significant. When curves or tables of minimum operational metacentric height (GM) or maximum centre of gravity (VCG) versus draught covering the operational trims are not available, the master must verify that the operating condition does not deviate from a studied loading condition, or verify calculation that the stability criteria are satisfied for this loading condition taking into account trim effects. 1.8 Where a ship other than an offshore service vessel, as defined in Section 1, is employed on a similar service, the Administration should determine the extent to which compliance with the provisions of the Code is required. 1.9 For vessels engaged in near-coastal voyages, relaxations from the requirements of this section may be permitted by the relevant Administration. It is of the responsibility of the Administration to indicate which set of criteria are to be fulfilled. 2. Precautions against capsizing

This section applies to every new decked offshore service vessel of 24 m and over but not more than 100 m in length. The intact and damage stability of an offshore service vessel of more than 100 m in length should be to the satisfaction of the Administration. Provisions for offshore service vessels carrying more than 12 industrial personnel are given in the Special Purpose Ship Code, see Section 33.

B.

Intact Stability

The intact stability of the offshore service vessels is to comply with IMO Res. A.749(18), 2008 IS Code respectively (the Code). Special requirements to be applicable to offshore service vessels of 24 m and over but not more than 100 m in length are given. The intact stability of an offshore service vessel of more than 100 m in length should be to the satisfaction of the Administration. 1. General criteria

1.1 All criteria shall be applied for all conditions of loading as set out in C.1.4. 1.2 Free surface effects (C.1.1) shall be accounted for all conditions of loading as set out in C.1.4. 1.3 Where anti-rolling devices are installed in a ship, the Administration shall be satisfied that the criteria can be maintained when the devices are in operation and that failure of power supply or the failure of the device(s) will not result in the vessel being unable to meet the relevant provisions of this Code. 1.4 A number of influences such as icing of topsides, water trapped on deck, etc., adversely affect stability and the Administration is advised to take these into account, so far as is deemed necessary. 1.5 Provisions shall 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 absorption of water and icing (details regarding ice accretion are given in C.1.7 Icing considerations) and to losses of weight such as those due to consumption of fuel and stores.

2.1 Access to the machinery space should, if possible, be arranged within the forecastle. Any access to the machinery space from the exposed cargo deck should be provided with two weathertight closures. Access to spaces below the exposed cargo deck should preferably be from a position within or above the superstructure deck. 2.2 The area of the freeing ports in the side bulwarks on the cargo deck should at least meet the requirements of Regulation 24 of the International Convention on Load Lines, 1966. The disposition of the freeing ports should be carefully considered to ensure

Chapter 1 Page 232

Section 23

Intact and Damage Stability

I - Part 6 GL 2010

the most effective drainage of water trapped in pipe deck cargoes or in recesses at the after end of the forecastle. In vessels operating in areas where icing is likely to occur, no shutters should be fitted in the freeing ports. 2.3 Special attention is to be given to the adequate drainage of pipe stowage positions having regard to the individual characteristics of the vessel. However, the area provided for drainage of the pipe stowage positions should be in excess of the required freeing port area in the cargo deck bulwarks and should not be fitted with shutters. 2.4 A vessel engaged in towing operations is to be provided with means for quick release of the towing hawser. Anti rolling tanks in general must not be used when anchor handling or towing. 2.5 The arrangement of cargo stowed on deck should be such as to avoid any obstruction of the freeing ports or of the areas necessary for the drainage of pipe stowage positions to the freeing ports. 2.6 A minimum freeboard at the stern of at least 0,005 L should be maintained in all operating conditions. 3. 3.1 Intact Stability criteria Criteria regarding righting lever curve properties

3.2.2 The area under the curve of righting levers (GZ curve) should not be less than 0,070 metreradians up to an angle of 15 when the maximum righting lever (GZ) occurs at 15 and 0,055 metreradians up to an angle of 30 when the maximum righting lever (GZ) occurs at 30 or above. Where the maximum righting lever (GZ) occurs at angles of between 15 and 30, the corresponding area under the righting lever curve should be: 0,055 + 0,001 (30 - max) metre-radians;1 the area under the righting lever curve (GZ curve) between the angles between the angles of heel of 30 and 40, or between 30 and , if this angle is less than 40, should be not less than 0,03 metre-radians; 3.2.3 The righting lever (GZ) should be at least 0.20 m at an angle of heel equal to or greater than 30; 3.2.4 The maximum righting lever (GZ) should occur at an angle of heel not less than 15. 3.2.5 The initial transverse metacentric height (GM,) should not be less than 0,15 m.

C. 1. 1.1

Stability Booklet Guidance in preparing stability information Effect of free surfaces of liquids in tanks

3.1.1 The area under the righting lever curve (GZ curve) shall not be less than 0,055 metre-radians up to = 30 angle of heel and not less than 0,09 metreradians up to = 40 or the angle of down-flooding f if this angle is less than 40. Additional, the area under the righting lever curve (GZ curve) between the angles of heel of 30 and 40 or between 30 and f , if this angle is less than 40, shall not be less than 0,03 metre-radians. 3.1.2 The righting lever GZ shall be at least 0,2 m at an angle of heel equal to or greater than 30. 3.1.3 The maximum righting lever shall occur at an angle of heel not less than 25. If this is not practicable, alternative criteria, based on an equivalent level of safety, may be applied subject to the approval of the Administration. 3.1.4 The initial metacentric height GM0 shall not be less than 0,15 m. 3.2 Alternative criteria regarding the lever curve properties

1.1.1 For all loading conditions, the initial metacentric height and the righting lever curve should be corrected for the effect of free surfaces of liquids in tanks. 1.1.2 Free surface effects should be considered whenever the filling level in a tank is less than 98 % of full condition. Free surface effects need not be considered where a tank is nominally full, i.e. filling level is 98 % or above. Free surface effects for small tanks may be ignored under condition specified in 1.1.12. But nominally full cargo tanks should be corrected for free surface effects at 98 % filling level. In doing so, the correction to initial metacentric height should be based on the inertia moment of liquid surface at 5 of heeling angle divided by displacement, and the correction to righting lever is suggested to be on the basis of real shifting moment of cargo liquids. 1.1.3 Tanks which are taken into consideration when determining the free surface correction may be in one of two categories: 1 max is the angle of heel in degrees at which the righting lever
curve reaches its maximum.

3.2.1 The following equivalent criteria should be applied where a vessel's characteristics render compliance with 3.1 impracticable:

I - Part 6 GL 2010

Section 23

Intact and Damage Stability

Chapter 1 Page 233

.1

tanks which filling levels fixed (e.g. liquid cargo, water ballast). The free surface correction should be defined for the actual filling level to be used in each tank; or tanks with filling levels variable (e.g. consumable liquids such as fuel oil, diesel oil and fresh water, and also liquid cargo and water ballast during liquid transfer operations). Except as permitted in 1.1.5 and 1.1.6, the free surface correction should be the maximum value attainable between the filling limits envisaged for each tank, consistent with any operating instructions.

.2

1.1.11 Whichever method is selected for correcting the righting lever curve, only that method should be presented in the ship's stability booklet. However, where an alternative method is described for use in manually calculated loading conditions, an explanation of the differences which may be found in the results, as well as an example correction for each alternative should be included. 1.1.12 Small tanks which satisfy the following condition corresponding to an angle of inclination of 30, need not be included in the correction:

1.1.4 In calculating the free surface effects in tanks containing consumable liquids, it should be assumed that for each type of liquid at least one transverse pair a single centreline tank has a free surface and the tank or combination of tanks taken into account should be those where the effect of free surfaces is the greatest. 1.1.5 Where water ballast tanks, including antirolling tanks and anti-heeling tanks, are to be filled or discharged during the course of a voyage, the free surface effects should be calculated to take account of the most onerous transitory stage relating to such operations. 1.1.6 For ships engaged in liquid transfer operations, the free surface corrections at any stage 2 of the liquid transfer operations may be determined in accordance with the filling level in each tank at that stage of the transfer operation. 1.1.7 The corrections to the initial metacentric height and to the righting lever curve should be addressed separately as follows. 1.1.8 In determining the correction to initial metacentric height, the transverse moment of inertia of the tanks should be calculated at 0 angle of heel according to the categories indicated in 1.1.3. 1.1.9 The righting lever curve may be corrected by any of the following methods subject to the agreement of the Administration: .1 .2 correction based on the actual moment of fluid transfer for each angle of heel calculated; or correction based on the moment of inertia, calculated at 0 angle of heel, modified at each angle of heel calculated.

M fs < 0.01m min where: Mfs = free surface moment [mt] min = minimum ship displacement calculated at dmin [t] dmin = minimum mean service draught of the ship without cargo, with 10 % stores and minimum water ballast, if required [m]
1.1.13 The usual remainder of liquids in empty tanks need not be taken into account in calculating the corrections, provided that the total of such residual liquids does not constitute a significant free surface effect. 1.2 Permanent ballast

If used, permanent ballast should be located in accordance with a plan approved by the Administration and in a manner that prevents shifting of position. Permanent ballast should not be removed from the ship or relocated within the ship without the approval of the Administration. Permanent ballast particulars should be noted in the ship's stability booklet.
1.3 Assessment of compliance with stability criteria

For assessment of compliance with stability 1.3.1 criteria in general, stability curves using the assumptions given in this section should be drawn for the loading conditions intended by the owner in respect of the ship's operations.
1.3.2 If the owner of the ship does not supply sufficient detailed information regarding such loading conditions, calculation should be made for the standard loading conditions. 1.4 Standard conditions of loading to be examined Loading conditions

1.1.10 Corrections may be calculated according to the categories indicated in 1.1.2.

2 A sufficient number of loading conditions representing the initial, intermediate and final stages of the filling or discharge operation using the free surface correction at the filling level in each tank at the considered stage may be evaluated to fulfil this recommendation.

1.4.1

The standard loading conditions are defined as follows.

Chapter 1 Page 234

Section 23

Intact and Damage Stability

I - Part 6 GL 2010

1.4.1.1 For an offshore service vessel the standard loading conditions should be as follows: .1

tive sheer aft, actual trim and area of operation can be taken into account; or
.5

Vessel in fully loaded departure condition with cargo distributed below deck and with cargo specified by position and weight on deck, with full stores and fuel, corresponding to the worst service condition in which all the relevant stability criteria are met; Vessel in fully loaded arrival condition with cargo as specified in 1.4.1.1.1, but with 10 % stores and fuel; vessel in ballast departure condition, without cargo but full stores and fuel; vessel in ballast arrival condition, without cargo and with 10 % stores and fuel remaining; and vessel in the worst anticipated operation condition. If the ship is equipped with towing gear, realistic loading conditions under consideration of the tow line forces have to be considered. if the ship is equipped with towing gear, compliance with the stability criteria of section 27 is to be shown;
Assumptions for calculating loading conditions

if a vessel operates in zones where ice accretion is likely to occur, allowance for icing should be made in accordance with the provisions of C.1.7 - Icing considerations. where applicable, if the ship is equipped with towing gear, realistic loading conditions shall be included. The tow line forces have to be considered.
Calculation of stability curves General

6.

.2

.3 .4 .5

1.5 1.5.1

1.5.1.1 Hydrostatic and stability curves should be prepared for the trim range of operating loading conditions taking into account the change in trim due to heel (free trim hydrostatic calculation). 1.5.1.2 The calculation should take into account the volume to the upper surface of the deck sheathing. Furthermore, appendages and sea chest need to be considered when calculating hydrostatics and cross curves of stability. In the presence of port-starboard asymmetry, the most unfavourable righting lever curve should be used. 1.5.2 Superstructure, deckhouses, etc., which may be taken into account

.6

1.4.2

1.4.2.1 For offshore service vessels the assumptions for calculating loading conditions should be as follows: .1

if a vessel is fitted with cargo tanks, the fully loaded conditions of 1.4.1.1.1 and 1.4.1.1.2 should be modified, assuming first the cargo tanks full and then the cargo tanks empty; if in any loading condition water ballast is necessary, additional diagrams should be calculated, taking into account the water ballast, the quantity and disposition of which should be stated in the stability information; in all cases when deck cargo is carried a realistic stowage weight should be assumed and stated in the stability information, including the height of the cargo and its centre of gravity; where pipes are carried on deck, a quantity of trapped water equal to a certain percentage of the net volume of the pipe deck cargo should be assumed in and around the pipes. The net volume should be taken as the internal volume of the pipes, plus the volume between the pipes. The percentage should be 30 if the freeboard amidships is equal to or less than 0.015 L and 10 if the freeboard amidships is equal to or greater than 0.03 L. For intermediate values of the freeboard amidships the percentage may be obtained by linear interpolation. In assessing the quantity of trapped water, positive or nega-

1.5.2.1 Enclosed superstructures complying with regulation 3(10)(b) of the 1966 Load Line Convention and 1988 Protocol as amended may be taken into account. 1.5.2.2 Additional tiers of similar enclosed superstructures may also be taken into account. As guidance windows (plane and frame) that are considered without deadlights in additional tiers above the second tier if considered buoyant should be designed with strength to sustain a safety margin 3 with regard to the required strength of the surrounding structure 4. 1.5.2.3 Deckhouses on the freeboard deck may be taken into account, provided that they comply with the conditions for enclosed superstructures laid down in regulation 3(10)(b) of the 1966 Load Line Convention and 1988 Protocol relating thereto, as amended. 1.5.2.4 Where deckhouses comply with the above conditions, except that no additional exit is provided to a deck above, such deckhouse should not be taken into account; however, any deck openings inside such deckhouses should be considered as closed even where no means of closure are provided. 1.5.2.5 Deckhouses, the doors of which do not comply with the requirements of regulation 12 of the 1966

.2

.3

.4

3 4 As a guidance for Administrations a safety margin of 30 % should be applied. IMO guidance for testing windows is to be developed.

I - Part 6 GL 2010

Section 23

Intact and Damage Stability

Chapter 1 Page 235

Load Line Convention and 1988 Protocol as amended should not be taken into account; however, any deck openings inside the deckhouse are regarded as closed where their means of closure comply with the requirements of regulations 15, 17 or 18 of the 1966 Load Line Convention and 1988 Protocol as amended.
1.5.2.6 Deckhouses on decks above the freeboard deck should not taken into account, but openings within them may be regarded as closed. 1.5.2.7 In cases where the ship would sink due to flooding through any openings, the stability curve should be cut short at the corresponding angle of flooding and the ship should be considered to have entirely lost its stability. 1.5.2.8 Small openings such as those for passing wires or chains, tackle and anchors, and also holes of scuppers, discharge and sanitary pipes should not be considered as open if they submerge at an angle of inclination more than 30. If they submerge at an angle of 30 or less, these openings should be assumed open if they are a source of significant flooding. 1.5.2.9 Trunks may be taken into account. Hatchways may also be taken into account having regard to the effectiveness of their closures. 1.6 Stability booklet

for the ranges of displacement and trim anticipated in normal operating conditions;
.5

capacity plan or tables showing capacities and centres of gravity for each cargo stowage space; tank sounding tables showing capacities, centre of gravity, and free surface data for each tank; information on loading restrictions, such as maximum KG or minimum GM curve or table that can be used to determine compliance with the applicable stability criteria (intact and damage); standard operating conditions and examples for developing other acceptable loading conditions using the information contained in the stability booklet; a brief description of the stability calculations done including assumptions; general precautions for preventing unintentional flooding; information concerning the use of any special cross-flooding fittings with descriptions of damage conditions which may require crossflooding; any other necessary guidance for the safe operation of the ship under normal and emergency conditions; a table of contents and index for each booklet; inclining test report for the ship, or:
.14.1

.6 .7

.8

.9 .10 .11

1.6.1 Stability data and associated plans should be drawn up in the working language of the ship and any other language the Administration may require. Reference is also made to the International Safety Management (ISM) Code, adopted by the Organization by resolution A.741(18). All translations of the stability booklet should be approved. 1.6.2 Each ship should be provided with a stability booklet, approved by the Administration, which contains sufficient information to enable the master to operate the ship in compliance with the applicable requirements. The Administration may have additional requirements. The stability booklet may include information on longitudinal strength. 1.6.3 The format of the stability and the information included will vary dependent on the ship type and operation. In developing the stability booklet, consideration should be given to including the following information: .1 .2 .3

.12

.13 .14

where the stability data is based on a sister ship, the inclining test report of that sister ship along with the lightship measurement report for the ship in question; or where lightship particular are determined by other methods than from inclining of the ship or its sister, a summer of the method used to determine those particulars;

.14.2

.15

a general description of the ship; instructions on use of the booklet; general arrangement plans showing watertight compartments, closure, vents, downflooding angles, permanent ballast, allowable deck loadings and freeboard diagrams; hydrostatic curves or table and cross curves of stability calculated on a free-trimming basis,
.16

recommendation for determination of ships stability by means of an in-service inclining test. where applicable instructions related to the ship when towing /pushing shall be included.

.4

1.6.4 As an alternative to the stability booklet mentioned in 1.6.1, a simplified booklet in an approved form containing sufficient information to enable the master to operate the ship in compliance with the applicable provisions of the Code as may be provided at the discretion of the Administration concerned.

Chapter 1 Page 236

Section 23

Intact and Damage Stability

I - Part 6 GL 2010

1.7 1.7.1

Icing Considerations General

.2

1.7.1.1 For any ship operating in areas where ice accretion is likely to occur, adversely affecting a ship's stability, icing allowances should be included in the analysis of conditions of loading. 1.7.1.2 National standards for icing where environmental conditions are considered to warrant a higher standard than those recommended in the following sections, are to be applied. . 1.7.1.3 Allowance for ice accretion

the area north of latitude 43 N bounded in the west by the North American coast and the east by the rhumb line running from latitude 43 N, longitude 48 W to latitude 63 N, longitude 28 W and thence along longitude 28 W; all sea areas north of the North American Continent, west of the areas defined in 1.7.1.4.1 and 1.7.1.4.2; the Bering and Okhotsk Seas and the Tartary Strait during the icing season; and south of latitude 60 S.

.3

.4 .5

For vessels operating in areas where ice accretion is likely to occur, the following icing allowance should be made in the stability calculations:
.1 .2

For vessels operating in areas where ice accretion may be expected:

.6

30 kg per square metre on exposed weather decks and gangways; 7,5 kg per square metre for projected lateral area of each side of the vessel above the water plane; the projected lateral area of discontinuous surfaces of rail, sundry booms, spars (except masts) and rigging of vessels having no sails and the projected lateral area of other small objects should be computed by increasing the total projected area of continuous surfaces by 5 % and the static moments of this area by 10 %.
.7

within the areas defined in .1, .3, .4 and .5 known to having icing conditions significantly different from those described in 1.7.1.3, ice accretion requirements of one half to twice the required allowance may be applied; and within the area defined in .2, where ice accretion in excess of twice the allowance required by 1.7.1.3 may be expected, more severe requirements than those given in 1.7.1.3 may be applied.

.3

General guidance relating to ice accreditation should be given to the Captain in the form of instructions to the Captain in the stability booklet section C.

Vessels intended for operation in areas where ice is known to occur should be:
.4 .5

D.

Damage Stability

designed to minimize the accretion of ice; designed to minimize the effects of the accretion of ice like for example, no shutters should be fitted in the freeing ports; and equipped with such means for removing ice as the Administration may require; for example, electrical and pneumatic devices, and/or special tools such as axes or wooden clubs for removing ice from bulwarks, rails and erections Guidance relating to ice accretion

The damage stability of the offshore service vessels is to comply with the MSC235(82). The damage stability of an offshore service vessel of more than 100 m in length should be to the satisfaction of the Administration.
1. General

.6

Taking into account, as initial conditions before flooding, the standard loading conditions as referred to in C.1.4 and the damage assumptions in 1.1, the vessel should comply with the damage stability criteria as specified in 1.2.
1.1 Damage assumptions

1.7.1.4

In the application of the above standards the following icing areas should apply:
.1

the area north of latitude 65 30 N, between longitude 28 W and the west coast of Iceland; north of the north coast of Iceland; north of the rhumb line running from latitude 66 N, longitude 15 W to latitude 73 30 N, longitude 15 E, north of latitude 73 30 N between longitude 15 E and 35 E, and east of longitude 35 E, as well as north of latitude 56 N in the Baltic Sea;

1.1.1 Damage should be assumed to occur anywhere in the vessel's length between transverse watertight bulkheads. 1.1.2 The assumed extent of damage should be as follows: .1

longitudinal extent: vessels with the length (L) greater than 43 m, 3 m plus 3% of the vessel's length. For those with length (L) not greater than 43 m, 10% of the vessel's length,

I - Part 6 GL 2010

Section 23

Intact and Damage Stability

Chapter 1 Page 237

.2

transverse extent: transverse extent of damage should be assumed as 760 mm, measured inboard from the side of the vessel perpendicularly to the centreline at the level of the summer load waterline, vertical extent: from the underside of the cargo deck, or the continuation thereof, for the full depth of the vessel.

.3

1.1.3 The transverse extent of damage should be assumed as 760 mm, measured inboard from the side of the vessel perpendicularly to the centreline at the level of the summer load waterline. 1.1.4 A transverse watertight bulkhead extending from the vessel's side to a distance inboard of 760 mm or more at the level of the summer load line joining longitudinal watertight bulkheads may be considered as a transverse watertight bulkhead for the purpose of the damage calculations. 1.1.5 If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements should be made to ensure that progressive flooding cannot thereby extend to compartments other than those assumed to be floodable for each case of damage. 1.1.6 If damage of a lesser extent than that specified in 1.1.2 and/or 1.1.3 results in a more severe condition, such lesser extent should be assumed. 1.1.7 Where a transverse watertight bulkhead is located within the transverse extent of assumed damage and is stepped in way of a double bottom or side tank by more than 3,05 m, the double bottom or side tanks adjacent to the stepped portion of the transverse watertight bulkhead should be considered as flooded simultaneously. 1.1.8 Scantlings of tunnels, ducts, pipes, doors, staircases, bulkheads and decks forming watertight boundaries shall be adequate to withstand pressure heights corresponding to the deepest equilibrium waterline in damaged condition. 1.2 Damage stability criteria

1.2.3 The stability in the final stage of flooding should be investigated and may be regarded as sufficient if the righting lever curve has at least a range of 20" beyond the position of equilibrium in association with a maximum residual righting lever of at least 100 mm within this range. Unprotected openings should not become immersed at an angle of heel within the prescribed minimum range of residual stability unless the space in question has been included as a floodable space in calculations for damage stability. Within this range, immersion of any of the openings referred to in 1.2.1 and any other openings capable of being closed weathertight may be authorized. 1.2.4 The stability is to be sufficient during intermediate stages of flooding. 1.3 Assumptions for calculating damage stability

Compliance with 1.2 should be confirmed by 1.3.1 calculations which take into consideration the design characteristics of the vessel, the arrangements, configuration and permeability of the damaged compartments and the distribution, specific gravities and the free surface effect of liquids.
1.3.2 The permeability of compartments assumed to be damaged should be as follows:

Spaces Appropriated to stores Occupied by accommodation Occupied by machinery Void spaces Intended for dry cargo

Permeability 60 95 85 95 95

The permeability of tanks should be consistent with the amount of liquid carried, as shown in the loading conditions specified in 1. The permeability of empty tanks should be assumed to be not less than 95.
1.3.3 The free surface effect should be calculated at an angle of heel of 5 for each individual compartment or the effect of free liquid in a tank should be calculated over the range of positive residual righting arm, by assessing the shift of liquids by moment of transference calculations. 1.3.4 Free surface for each type of consumable liquid should be assumed for at least one transverse pair of tanks or a single centreline tank. The tank or tanks to be taken into account should be those where the effect of free surface is the greatest. 1.3.5 Information on loading restrictions, such as maximum KG or minimum GM curve or table that can be used to determine compliance with the applicable stability criteria shall be included in the stability booklet (see C.1.6.3.7)

The final waterline, taking into account sink1.2.1 age, heel and trim, should be below the lower edge of any opening through which progressive flooding may take place. Such openings should include air pipes and those which are capable of being closed by means of weathertight doors or hatch covers and may exclude those openings closed by means of watertight manhole covers and flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and sidescuttles of the non-opening type.
1.2.2 In the final stage of flooding, the angle of heel due to unsymmetrical flooding should not exceed 15". This angle may be increased up to 17" if no deck immersion occurs.

Chapter 1 Page 238

Section 23

Intact and Damage Stability

I - Part 6 GL 2010

1.4

Documents for approval

The following documents are to be submitted drawings showing the external openings and the closing devices thereof drawings showing the watertight subdivision as well as internal openings and closing devices thereof

damage stability calculation according to MSC 235(82). damage control plan and damage control booklet containing all data essential for maintaining the survival capacity stability information according to this Section