Damage Assumptions

DAMAGE ASSUMPTIONS FOR TYPE ‘A’ & TYPE ‘B’
SHIPS AS PER ILLC

Regulation 27 of ILLC ………Contd.
Initial condition of loading
(11) The initial condition of loading before flooding shall be determined as
follows:
 (a) The ship is loaded to its summer load waterline on an imaginary

even keel.
 (b) When calculating the vertical centre of gravity, the following

principles apply:
o (i) homogeneous cargo is carried;
o (ii) all cargo compartments, except those referred to under

subparagraph (iii), but including compartments intended to be
partially filled, shall be considered fully loaded except that in
the case of fluid cargoes each compartment shall be treated as
98% full;
o (iii) if the ship is intended to operate at its summer load

waterline with empty compartments, such compartments shall
be considered empty, provided the height of the centre of
gravity so calculated is not less than as calculated under
subparagraph (ii);
o (iv) 50 per cent of the ship's total capacity of tanks and spaces
fitted to contain each type of consumables and stores is allowed
for. It shall be assumed that for each type of liquid at least one
transverse pair or a single centreline tank has maximum free
surface, and the tank or combination of tanks to be taken into
account shall be those where the effect of free surfaces is the
greatest; in each tank the centre of gravity of the contents shall
be taken at the centre of volume of the tank. The remaining
tanks shall be assumed either completely empty or completely
filled, and the distribution of consumable liquids between these
tanks shall be effected so as to obtain the greatest possible
height above the keel for the centre of gravity;
o (v) Ballast water tanks shall normally be considered to be

empty and no free surface correction shall be made for them.
o (vi) Alternative treatment for free surface may be considered

when developing the final condition for application of damage
specified in regulation 27(12):
 (aa) Method 1 (appropriate to virtual corrections). The

virtual centre of gravity for the initial condition is
determined as follows:
 I the loading condition shall be developed in

accordance with paragraphs (i) to (iv);
 ii the correction for the free surfaces is added to

the vertical centre of gravity;
 iii one virtual initial condition with all

compartments empty is generated on summer load
line draught with level trim, using the vertical
centre of gravity from the above loading condition;
and
 iv the damage cases will be checked for compliance

with the damage stability criteria using the above
initial condition.
 (bb) Method 2 (appropriate to the use of actual free

surface moments according to the assumed tank fillings
for damage case). The virtual centre of gravity for the
initial condition is determined as follows:
 i the loading condition shall be developed in

accordance with paragraphs (i) to (iv);
 ii one virtual initial condition for each damage case

with liquid-filled compartments may be generated
on summer load line draught with level trim, using
the initial virtual condition with filled
compartments generated on summer load line
draught with level trim. Using the vertical centre of
gravity and free surface correction from the above
loading condition separate calculations for each
damage case are performed, only the liquid-filled
compartments to be damaged are left empty before
damage; and
 iii the damage cases will be checked for compliance

with the damage stability criteria using above
initial conditions (one initial condition for each
damage case)."
o (vii) weights shall be calculated on the basis of the following

values for specific gravities:
salt water 1.025

fresh water 1.000
oil fuel 0.950
diesel oil 0.900
lubricating oil 0.900
DAMAGE ASSUMPTIONS
(12) The following principles regarding the character of the assumed

damage apply:
 (a) The vertical extent of damage in all cases is assumed to be from

the base line upwards without limit.
 (b) The transverse extent of damage is equal to B/5 or 11.5 m,

whichever is the lesser, measured inboard from the side of the ship
perpendicularly to the centreline at the level of the summer load
waterline.
 (c) If damage of a lesser extent than specified in subparagraphs (a)

and (b) results in a more severe condition, such lesser extent shall be
assumed.
 (d) Except where otherwise required by paragraph (10)(a), the

flooding shall be confined to a single compartment between adjacent
transverse bulkheads, provided that the inner longitudinal boundary
of the compartment is not in a position within the transverse extent
of assumed damage. Transverse boundary bulkheads of wing tanks,
which do not extend over the full breadth of the ship shall be
assumed not to be damaged, provided that they extend beyond the
transverse extent of assumed damage prescribed in subparagraph
(b).
 If in a transverse bulkhead there are steps or recesses of not more

than 3 m in length, located within the transverse extent of assumed
damage as defined in subparagraph (b), such transverse bulkhead
may be considered intact and the adjacent compartment may be
floodable singly. If, however, within the transverse extent of assumed
damage there is a step or recess of more than 3 m in length in a
transverse bulkhead, the two compartments adjacent to this
bulkhead shall be considered as flooded. The step formed by the
afterpeak bulkhead and the afterpeak tank top shall not be regarded
as a step for the purpose of this regulation.
 (e) Where a main transverse 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 m, the double bottom or
side tanks adjacent to the stepped portion of the main transverse
bulkhead shall be considered as flooded simultaneously. If this side
tank has openings into one or several holds, such as grain feeding
holes, such hold or holds shall be considered as flooded
simultaneously. Similarly, in a ship designed for the carriage of fluid
cargoes, if a side tank has openings into adjacent compartments, such
adjacent compartments shall be considered as empty and as being
flooded simultaneously. This provision is applicable even where such
openings are fitted with closing appliances, except in the case of
sluice valves fitted in bulkheads between tanks and where the valves
are controlled from the deck. Manhole covers with closely spaced
bolts are considered equivalent to the unpierced bulkhead, except in
the case of openings in topside tanks making the topside tanks
common to the holds.
 (f) Where the flooding of any two adjacent fore and aft
compartments is envisaged, main transverse watertight bulkheads
shall be spaced at least 1/3 L2/3 or 14.5 m, whichever is the lesser, in
order to be considered effective. Where transverse bulkheads are
spaced at a lesser distance, one or more of these bulkheads shall be
assumed as non-existent in order to achieve the minimum spacing
between bulkheads.
HOWEVER , FOR TANKERS , CHEMICAL TANKERS , GAS CARRIERS

ETC. , REFER TO OTHER IMO INSTUMENTS i.e. MARPOL ANNEX I ,
IBC CODE , IGC CODE ETC.

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DAMAGE ASSUMPTIONS FOR TYPE ‘A’ & TYPE ‘B’

SHIPS AS PER ILLC

 (a) The ship is loaded to its summer load waterline on an imaginary

 (b) When calculating the vertical centre of gravity, the following

o (i) homogeneous cargo is carried;

o (ii) all cargo compartments, except those referred to under

o (iii) if the ship is intended to operate at its summer load

o (v) Ballast water tanks shall normally be considered to be

o (vi) Alternative treatment for free surface may be considered

 (aa) Method 1 (appropriate to virtual corrections). The

 I the loading condition shall be developed in

 ii the correction for the free surfaces is added to

 iii one virtual initial condition with all

 iv the damage cases will be checked for compliance

 (bb) Method 2 (appropriate to the use of actual free

 i the loading condition shall be developed in

 ii one virtual initial condition for each damage case

 iii the damage cases will be checked for compliance

o (vii) weights shall be calculated on the basis of the following

salt water 1.025

(12) The following principles regarding the character of the assumed

 (a) The vertical extent of damage in all cases is assumed to be from

 (b) The transverse extent of damage is equal to B/5 or 11.5 m,

 (c) If damage of a lesser extent than specified in subparagraphs (a)

 (d) Except where otherwise required by paragraph (10)(a), the

 If in a transverse bulkhead there are steps or recesses of not more

HOWEVER , FOR TANKERS , CHEMICAL TANKERS , GAS CARRIERS

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