EN    EN EN EN    EN  COMMISSION OF THE E UROPEAN COMMUNITIES 
Brussels, 
COM 2008 XXX final 
Draft 
COMMISSION DIRECTIVE 2008/…/EC 
of […] 
amending Directive 2003/25/EC on specific st ability requirements for ro-ro passenger 
ships 
EN EN 2   EN Draft 
COMMISSION DIRECTIVE 2008/…/EC 
of […] 
amending Directive 2003/25/EC on specific st ability requirements for ro-ro passenger 
ships 
(Text with EEA relevance) 
THE COMMISSION OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty esta blishing the European Community, 
Having regard to Directive 2003/25/EC of the Eu ropean Parliament and of the Council of 14 
April 2003 on specific stability requir ements for ro-ro passenger ships1, and in particular 
Article 10 thereof, 
Whereas: (1) Annex 2 of Resolution MSC.216(82) of th e International Maritime Organisation 
(IMO) introduces new ship damage stabi lity regulations into the Convention on the 
Safety of Life at Sea, (hereinafter 'SOL AS'), with effect from 1 January 2009. These 
new regulations, (hereinafter 'SOLAS 2009'),  will replace SOLAS Ch apter II-1, part A 
and B. 
(2) Article 4 of Regulation (EC) No 2099/2002 of  the European Parliament and of the 
Council of 5 November 2002 establishing  a Committee on Safe Seas and the 
Prevention of Pollution from Ships (CO SS) and amending the Regulations on 
maritime safety and the prevention of pollution from ships
2 stipulates that for the 
purposes of Community maritime legislation, the applicable international instruments 
shall be those which have entered into fo rce, including the most recent amendments 
thereto, with the exception of the amendm ents excluded from the scope of the 
Community maritime legislation resulting fr om the conformity checking procedure. 
Article 1 of Commission Regulation (E C) No 415/2004 of 5 March 2004 amending 
Regulation (EC) No 2099/2002 of the Euro pean Parliament and of the Council 
establishing a Committee on Safe Seas and the Prevention of Pollution from Ships (COSS) and amending the regulations on maritime safety and the prevention of 
pollution from ships adds Directive 2003/25/EC  on specific stability requirements for 
ro-ro passenger ships to the list of t hose Community legal instruments to which 
Regulation (EC) No  2099/2002 applies. 
(3) Therefore, the reference in Article 6(1) of Directive 2003 /25/EC to Regulation 8 of 
Chapter II-1, part B of SOLA S (hereinafter referred to as 'SOLAS 90') should be 
construed as a reference to the relevant provisions of SOLAS 2009 as from their entry 
into force. 
                                                
 
1 OJ L 123, 17.5.2003, p. 22. Directive 2003/25/EC  
2 OJ L 324, 29.11.2002, p. 1. Regulation (EC) 2099/2002 EN 3   EN (4) It is recognized that the SOLAS 2009 re gulations are considered to be more 
comprehensive and generally provide a higher  level of safety than the rules they 
replace. This notwithstanding, the conclusions of specialised studies  carried out in the 
United Kingdom and in Finland, along with an examination of the way in which the 
matter was considered during the drafting of SOLAS 2009, raise reasonable doubt as 
to whether the SOLAS 2009 rule s take sufficiently into a ccount the effects of the 
ingress of water on the vehicle deck of ro-ro  passenger ships. Hence, as regards this 
specific problem, the level of safety provided by these new IMO regulations may not be as high as that currently in force in the Community through th e application of the 
current SOLAS 90 regulations and that of the specific requirements set out in the Annex to Directive 2003/25/EC. 
(5) In May 2008, at the request of the Member States and the Commission, the IMO's 84th 
Maritime Safety Committee (MSC) agreed to include a new item in the work programme of the Sub-Committee on Stability  and Load Lines and on Fishing Vessels 
Safety (SLF) on the possibilities of revisi ng SOLAS regulation II-1/8 and II-1/7-2 to 
satisfactorily address the issue of wate r on deck for ro-ro passenger ships.  
(6) Pending the conclusion of the work at the IMO, all necessary measures should be 
taken to ensure that, in terms of require ments concerning water on deck, the level of 
safety provided by Community legislation fo r new build ro-ro passenger ships is not 
diminished upon the entry into force of the SOLAS 2009 regulations. 
(7) The direct combination of the requireme nts of the SOLAS 2009 regulations and the 
requirements contained in Anne x I to Directive 2003/25/EC is  not possible due to their 
different mathematical bases so this has to  be achieved indirec tly. It is therefore 
necessary to adapt the requirements of A nnex I to Directive 2003/25/EC by retaining 
their essential elements and laying do wn a method for their implementation. 
(8) The measures provided for in this Directiv e are in accordance with the opinion of the 
Committee on Safe Seas and the Preventi on of Pollution from Ships (COSS) and 
should be adopted and transposed as quick ly as possible to ensure coherence of 
Community rules with th e SOLAS 2009 regulations. 
HAS ADOPTED THIS DIRECTIVE: 
Article 1 
Annexes I and II of Directive 2003/25/EC are replaced by the Annexes to this Directive. 
References within provisions of national law giving effect to the Annexes to Directive 
2003/25/EC shall be construed as references to the Annexes to this Directive. 
Article  2 
 
Transposition 
1. Member States shall adopt and publish, by 1 January 2009 at the latest, the laws, 
regulations and administrative provisions necessary to comply with this Directive. 
They shall forthwith communicate to the Commission the text of those provisions and a correlation table between thos e provisions and this Directive. 
They shall apply those provisions from 1 January 2009. EN 4   EN When Member States adopt those provisions,  they shall contain a reference to this 
Directive or be accompanied by such a reference on the occasion of their official publication. Member States shall determin e how such reference is to be made. 
2. Member States shall communicate to the Commission the text of the main provisions 
of national law which they adopt in the field covered by this Directive. 
Article 3 
This Directive shall enter into force on the day following that of its publication in the Official 
Journal of the European Union . 
Article 4 
This Directive is addressed to the Member States. 
Done at Brussels, […] 
 For the Commission 
 […] 
 Member of the Commission EN 5   EN Table of contents 
"SPECIFIC STABILITY REQUIREMENTS FOR RO-RO PASSENGER SHIPS"  
ANNEX I, Part A – Specific stab ility requirements for ro-ro passenger ships constructed 
before 1 January 2009 
ANNEX I, Part B – Specific stability requiremen ts for ro-ro passenger sh ips constructed on or 
after 1 January 2009 
ANNEX II, Part A – Indicative Guidelines to  National Administrations concerning those 
ships to which Annex I, Part A applies 
ANNEX II, Part B – Indicative Guidelines to  National Administrations concerning those 
ships to which Annex I, Part B applies 
ANNEX II, Part C – Implementation EN 6   EN ANNEX I 
As referred to in Article 6 
PART A - SPECIFIC STABILITY REQUIRE MENTS FOR RO-RO PASSENGER SHIPS 
CONSTRUCTED BEFORE 1 JANUARY 2009 
1. Annex I, Part A is applicable to all ro-ro  passenger ships the keel of which was laid 
or which was at a similar stage of construction before 1 January 2009 
References within Annex I, Part A to the regulations under the SOLAS Convention 
concern only those regulations in  force prior to 1 January 2009. 
In addition to the requirements of regul ation II-1/B/8 of the SOLAS Convention 
('SOLAS 90') relating to wa tertight subdivision and stab ility in damaged condition, 
all ro-ro passenger ships referred to in Article 3(1) shall comply with the requirements of this Annex. 
1.1 The provisions of regula tion II-1/B/8.2.3 of the SOLA S Convention ('SOLAS 90') 
shall be complied with when taking into account the effect of a hypothetical amount 
of sea water which is assumed to have accumulated on the first deck above the design waterline of the ro-ro cargo space or the special cargo space as defined in regulation II-2/3 of the SOLAS Convention assumed to be damaged (referred to as 
"the damaged ro-ro deck" hereinafter). Th e other requirements of regulation II-1/B/8 
of the SOLAS Convention ('SOLAS 90') need not be complied with in the 
application of the stability standard contained in this Annex. The amount of assumed 
accumulated sea water shall be calculated on the basis of a water surface having a 
fixed height above: 
(a) the lowest point of the deck edge of the damaged compartment of the ro-
ro deck, or 
(b) when the deck edge of the damaged compartment is submerged then the 
calculation is based on a fi xed height above the stil l water surface at all 
heel and trim angles; 
as follows: 
0.5 m if the residual freeboa rd (fr) is 0.3 m or less; 
0.0 m if the residual freeboard  (fr) is 2.0 m or more; and 
intermediate values to be determined by linear interpolation, if the residual 
freeboard (fr) is 0.3 m or more but less than 2.0 m; 
where the residual freeboard (fr) is the minimum distance between the damaged ro-ro 
deck and the final waterline at the locatio n of the damage in the damage case being 
considered without taking into account the effect of the volume of assumed 
accumulated water on the damaged ro-ro deck; 
1.2. when a high-efficiency drainage system is  installed, the Administration of the flag 
State may allow a reduction in the height of the water surface. 
1.3 For ships in geographically defined restricted areas of operation, the Administration 
of the flag State may reduce the height of  the water surface prescribed in accordance 
with paragraph 1.1 by substituting such hei ght of the water su rface by the following: 
1.3.1 0.0 m if the significant wave he ight (hs) defining the area concerned is 1.5 m or less; EN 7   EN 1.3.2 the value determined in accordance with  1.1 if the significant wave height (hs) 
defining the area concerned is 4.0 m or above; 
1.3.3 intermediate values to be determined by linear interpolation if the significant wave 
height (hs) defining the ar ea concerned is 1.5 m or more but less than 4.0 m;  
provided that the following conditions are fulfilled: 
1.3.4 the flag State Administrati on is satisfied that the defi ned area is represented by the 
significant wave height (hs) which is not exceeded with a probability of more than 
10%; and 
1.3.5 the area of operation and, if applicable, the part of the year for which a certain value 
of the significant wave he ight (hs) has been establ ished are entered into the 
certificates. 
1.4 as an alternative to the requirements of  subparagraphs 1.1 or 1.3, the flag State 
Administration may exempt application of  the requirements of subparagraphs 1.1 
or1.3 and accept proof, established by model te sts carried out for an individual ship 
in accordance with the model test method, which appears in Appendix 1, justifying 
that the ship will not capsize with the a ssumed extent of damage as provided in 
SOLAS regulation II-1/8.4 in the worst lo cation being considered under 1.1, in an 
irregular seaway, and 
1.5 reference to acceptance of the results of the model test as an equivalence to 
compliance with paragraphs 1.1 or 1.3and the value of the signifi cant wave height 
(hs) used in the model tests shall be  entered into the ship's certificates. 
1.6 the information supplied to the master  in accordance with SOLAS regulations II-
1/8.7.1 and II-1/8.7.2, as developed for complia nce with regulations II-1/8.2.3 to II-
1/8.2.3.4, shall apply unchanged for ro-ro passenger ships appr oved according to 
these requirements. 
2. For assessing the effect of the volume of  the assumed accumulated sea water on the 
damaged ro-ro deck in paragraph 1, th e following provisions shall prevail: 
2.1 a transverse or longitudinal bu lkhead shall be considered in tact if all parts of it lie 
inboard of vertical surfaces on both sides of the ship, whic h are situated at a distance 
from the shell plating equal to one-fifth of  the breadth of the ship, as defined in 
regulation II-1/2, and measured at right angl es to the centreline at the level of the 
deepest subdivision load line. 
2.2 in cases where the ship's hull is structur ally partly widened for compliance with the 
provisions of this Annex, the resulting increase of the value of one-fifth of the breadth of it is to be used throughout, but shall not govern th e location of existing 
bulkhead penetrations, piping systems, etc., which were acceptable prior to the widening. 
2.3 the tightness of transverse or longitudina l bulkheads which are taken into account as 
effective to confine the assumed accumulated sea water in the compartment concerned in the damaged ro-ro deck sha ll be commensurate with the drainage 
system, and shall withstand hydrostatic pressu re in accordance with the results of the 
damage calculation. Such bulkheads shall be at  least 4 m in height unless the height 
of water is less than 0,5m. In such cases the height of the bulkh ead may be calculated 
in accordance with the following: 
Bh = 8hw EN 8   EN where: 
Bh is the bulkhead height; and hw is the height of water. 
In any event, the minimum height of th e bulkhead should be not less than 2.2 m. 
However, in case of a ship with hanging car decks, the minimum height of the 
bulkhead shall be not less than  the height to the underside of the hanging deck when 
in its lowered position; 
2.4 for special arrangements such as, e.g., full width hanging decks and wide side 
casings, other bulkhead heights may be accepted based on detailed model tests. 
2.5 the effect of the volume of the assumed accu mulated sea water need not be taken into 
account for any compartment of the damaged ro-ro deck, provided that such a compartment has on each side of the deck freeing ports evenly distributed along the 
sides of the compartment comp lying with the following: 
2.5.1 A ≥ 0.3 l  
where A is the total area of freeing ports on each side of the deck in m2; and l is the 
length of the compartment in m; 
2.5.2 the ship shall maintain a residual freeboard of at least 1.0 m in the worst damage 
condition without taking into account the e ffect of the assumed volume of water on 
the damaged ro-ro deck; and  
2.5.3 such freeing ports shall be  located within the height of 0.6 m above the damaged ro-
ro deck, and the lower edge of the ports sh all be within 2 cm above the damaged ro-
ro deck; and 
2.5.4 such freeing ports shall be fitted with closing devices or flaps to prevent water 
entering the ro-ro deck whilst allowing water which may accumulate on the ro-ro deck to drain. 
2.6 when a bulkhead above the ro-ro deck is assumed damaged, both compartments 
bordering the bulkhead shall be  assumed flooded to the same  height of water surface 
as calculated in paragraphs 1.1 or 1.3 above. 
3. When determining significant wave height , the wave heights given on the maps or 
list of sea areas established by Member States in line with Article 5 of this Directive shall be used. 
3.1 For ships which are to be operated only for a shorter season, the host State 
Administration shall determine in agreemen t with the other country whose port is 
included in the ships route, the si gnificant wave height to be used. 
4. Model tests shall be conducted in accordance with the Appendix. EN 9   EN Appendix 
Model test method 
1. Objectives This revised model test method is a revision of the method cont ained in the Appendix to the 
Annex to resolution 14 of the 1995 SOLAS Conf erence. Since the entry into force of the 
Stockholm Agreement a number of model tests has been carried out in accordance with the 
test method previously in force. During these te sts a number of refinements in the procedures 
have been identified. This new model test me thod aims to include these refinements and, 
together with the appended Guidance Notes,  provide a more robus t procedure for the 
assessment of survivability of a damaged ro-ro  passenger ship in a seaway. In the tests 
provided for in paragraph 1.4 of the stability requirements included in Annex I, the ship 
should be capable of withstanding a seaway as defined in paragraph 4.1 hereunder in the 
worst-damage-case scenario. 
2. Definitions  LBP is the length between perpendiculars  Hs is the significant wave height  B is the moulded breadth of the ship  TP is the peak period TZ is the zero crossing period 3. Ship model 3.1. The model should copy the actual ship fo r both outer configuration and internal 
arrangement, in particular all damaged spaces having an effect on the process of flooding and shipping of water. Intact dr aught, trim, heel and limiting operational 
KG corresponding to the worst damage case s hould be used. Furthermore, the test 
case(s) to be considered should represen t the worst damage case(s) defined in 
accordance with SOLAS regulation II-1/8.2.3.2 (S OLAS 90) with regard to the total 
area under the positive GZ cu rve and the centreline of the damage opening should be 
located within the following range:  
3.1.1 ± 35 % LBP from midship;  3.1.2 an additional test will be required for the worst damage within ±10% LBP from 
midship if the damage case referred to in  .1 is outside of ±10% LBP from midship. 
3.2. The model should comply with the following: 3.2.1 length between perpendiculars  (LBP) is to be at least 3 m or a length corresponding 
to a model scale of 1:40, whichever is greater , and the vertical extent up to at least 3 
superstructure standard heights a bove the bulkhead (freeboard) deck; 
3.2.2 hull thickness of flooded spaces should not exceed 4 mm; 3.2.3 in both intact and damaged conditions , the model should satisfy the correct 
displacement and draught marks (TA, TM, TF , port and starboard) with a maximum 
tolerance in any one draught  mark of +2 mm. Draught marks forward and aft should 
be located as near FP and AP as practicable; 
3.2.4 all damaged compartments and ro-ro sp aces should be modelle d with the correct 
surface and volume permeabilities (actual values and distributions) ensuring that floodwater mass and mass distributi on are correctly represented; EN 10   EN 3.2.5. the characteristics of motion of the actua l ship should be modelled properly, paying 
particular attention to the intact GM tolerance and radii of gyration in roll and pitch motion. Both radii should be measured in ai r and be in the range of 0.35B to 0.4B for 
roll motion, and 0.2LOA to 0.25LOA for pitch motion; 
3.2.6. main design features such as watertight bulkheads, air escapes, etc., above and below 
the bulkhead deck that can result in asymmetric flooding should be modelled 
properly as far as practicable to represent the real situation; Ventilating and cross-
flooding arrangements should be constructe d to a minimum cro ss section of 500 
mm²; 
3.2.7. the shape of the damage opening should be as follows: 
1 trapezoidal profile with side at 15° sl ope to the vertical and the width at the 
design waterline defined according to SOLAS regulation II-1/8.4.1; 
2 isosceles triangular profile in the horizo ntal plane with the height equal to B/5 
according to SOLAS regulation II-1/8.4.2. If side casings are fitted within B/5, 
the damaged length in way of the side casings should not be  less than 25 mm; 
3 notwithstanding the provisions of  subparagraphs 3.2.7.1 and 3.2.7.2 above, all 
compartments taken as damaged in calculating the worst damage case(s) referred to in paragraph 3.1 should be flooded in the model tests; 
3.3 The model in the flooded equilibrium c ondition should be heeled by an additional 
angle corresponding to that induced by the heeling moment Mh = max(Mpass; Mlaunch)-Mwind, but in no case should the final heel be less than 1° towards 
damage. Mpass, Mlaunch and Mwind are as specified in SOLAS regulation II-
1/8.2.3.4. For existing ships this angle may be taken as 1º. 
4. Procedure for experiments 4.1 The model should be tested in a long- crested irregular seaway defined by the 
JONSWAP spectrum with significant wave height Hs, a peak enhancement factor γ 
=3.3 and a peak period TP = 4
 
sH (TZ = TP /1.285). Hs is the significant wave 
height for the area of operation, which is not exceeded by a probability of more than 
10% on a yearly basis, but limited to a maximum of 4 m. 
 Furthermore, 4.1.1 the basin width should be sufficient to a void contact or other interaction with the 
sides of the basin and is recommende d not to be less than LBP + 2 m; 
4.1.2 the basin depth should be sufficient for pr oper wave modelling but should not be less 
than 1 m;  
4.1.3 for a representative wave realisation to be used, measurements should be performed 
prior to the test at 3 different locations within the drift range; 
4.1.4 the wave probe closer to the wave maker should be located at the position where the 
model is placed when the test starts;  
4.1.5 variation in Hs and TP should be wi thin ±5% for the th ree locations; and  
4.1.6 during the tests, for approva l purposes, a tolera nce of +2.5% in Hs , ±2.5% in TP and 
±5% in TZ should be allowed with reference to  the probe closer to the wave maker.  
4.2. The model should be free to drift and placed  in beam seas (90° heading) with the 
damage hole facing the oncoming waves, with no mooring system permanently EN 11   EN attached to the model used. To maintain a beam sea heading of approximately 90° 
during the model test th e following requirements should be satisfied: 
4.2.1 heading control lines, intended for minor ad justment, should be located at the centre 
line of the stem and stern, in a symmetri cal fashion and at a level between the 
position of KG and the damaged waterline; and 
4.2.2 the carriage speed should be equal to the actual drift speed of the model with speed 
adjustment made when necessary. 
4.3. At least 10 experiments s hould be carried out. The test  period for each experiment 
should be of a duration such that a stationa ry state is reached, but not less than 30 
min in full-scale. A different wave real isation train should be used for each 
experiment. 
5. Survival criteria The ship should be considered as surviving if a stationary state is reached for the successive 
test runs as required in paragraph 4.3. The mode l should be considered as capsized if angles 
of roll of more than 30° to the vertical axis  or steady (average) heel greater than 20° for a 
period longer than 3 minutes full-scale occur,  even if a stationary state is reached. 
6. Test documentation  6.1 The model test programme should be a pproved by the Administration in advance. 
6.2 Tests should be documented by means of a report and a video or other visual records 
containing all relevant information on the m odel and the test results, which are to be 
approved by the Administration. These should include, as a minimum, the theoretical 
and measured wave spectra and statistics (Hs,  TP, TZ) of the wave elevation at the 3 
different locations in the basi n for a representative realis ation, and for the tests with 
the model, the time series of main statistics  of the measured wave elevation close to 
the wave maker and records of model roll, heave and pitch motions, and of the drift 
speed.EN 12   EN PART B - SPECIFIC STABILITY REQUIRE MENTS FOR RO-RO PASSENGER SHIPS 
CONSTRUCTED ON OR AFTER 1 JANUARY 2009 
As referred to in Article 6 
1. This Annex is applicable to ro-ro passenger ships, the keel of which was laid or 
which was at a similar stage of construction on or after 1 January 2009. 
2. In addition to the construction requirement s of Chapter II-1 of SOLAS, as amended 
by IMO Resolution MSC.216(82), hereinaf ter 'SOLAS 2009', the stability in 
damaged condition of all ro-ro passenger ship s referred to in paragraph 1 above shall 
comply with the requirements of paragr aph 3 to this Annex, when taking into 
account the effect of a hypot hetical amount of sea water which is assumed to have 
accumulated on the first deck above the desi gn waterline of the ro-ro cargo space or 
the special category space as defined in SOLAS regulation II-2/3 assumed to be 
damaged (referred to as "the da maged ro-ro deck" hereinafter). 
2.1 The amount of assumed accumulated sea wate r to be calculated on the deck specified 
in paragraph 2 is dependant on the residua l freeboard in damaged condition and the 
significant wave height of ar ea of navigation, as specified in paragraphs 4 to 5.1 to 
this Annex. 
3. The provisions of the former SOLAS 90 Chapter II-1, Regulations 8.2.3 and 8.4 as 
set out below shall be followed after any two adjacent main compartments are flooded. If the vessel is carry ing less than 400 persons, th e same provisions shall be 
followed after any single main  compartment is flooded:  
'8.2.3 The stability required in the final c ondition after damage, and after equalisation 
where provided, shall be determined as follows: 
.2.3.1 The positive residual righting lever curv e shall have a minimum range of 15° 
beyond the angle of equilibrium. This ra nge may be reduced to a minimum of 
10°, in the case where the area under the ri ghting lever curve is that specified in 
subparagraph .2.3.2 increased by the ratio 15/range, where the range is 
expressed in degrees. 
.2.3.2 The area under the righ ting lever curve shall be at least 0,015 m-radians, 
measured from the angle of equilibrium to the lesser of: 
.1 the angle at which progressive flooding occurs; .2 22° (measured from upright) in the case of one-compartment flooding, or 
27° (measured from the upright) in the case of the simultaneous flooding of two or more adjacent compartments. 
.2.3.3 A residual righting lever is to be obtai ned within the range of positive stability, 
taking into account the greatest of  the following heeling moments: 
.1 the crowding of all passengers towards one side; .2 the launching of all fully loaded davit-launched survival craft on one 
side; 
.3 due to wind pressure; 
 as calculated by the formula: 
 
 EN 13   EN  However, in no case is the righti ng lever to be less than 0.1 metres. 
.2.3.4 For the purpose of calculating the heeling moments in paragraph .2.3.3 the 
following assumptions shall be made: 
.1 Moments due to crowding of passengers: 
.1.1 four persons per square metre; .1.2 a mass of 75 kg for each passenger; .1.3 passengers shall be distributed on available deck ar eas towards one 
side of the ship on the decks wher e assembly stations are located 
and in such a way that they produce the most adverse heeling moment. 
.2 Moments due to launching of all fu lly loaded davit- launched survival 
craft on one side: 
.2.1 all lifeboats and rescue boats fitt ed on the side to which the ship 
has heeled after having sustained damage shall be assumed to be 
swung out fully loaded a nd ready for lowering; 
.2.2 for lifeboats which are arranged to be launched fully loaded from 
the stowed position, the maxi mum heeling moment during 
launching shall be taken; 
.2.3 a fully loaded davit-launched life- raft attached to each davit on the 
side to which the ship has heeled  after having sustained damage 
shall be assumed to be swung out ready for lowering; 
.2.4 persons not in the lif e-saving appliances wh ich are swung out shall 
not provide either additional heeling or righting moment; 
.2.5 life-saving appliances on the side of  the ship opposite to the side to 
which the ship has heeled shall be assumed to be in a stowed position. 
.3 Moments due to wind pressure: 
.3.1 a wind pressure of 120 N/m2 to be applied; .3.2 the area applicable sh all be the projected la teral area of the ship 
above the waterline correspondi ng to the intact condition; 
.3.3 the moment arm shall be the vert ical distance fro m a point at one 
half of the mean draught correspon ding to the intact condition to 
the centre of gravity of the lateral area. 
8.4 Assumed extent of damage shall be as follows: 
.1 longitudinal extent: 3 metres plus 3 % of the length of the ship, or 11 metres, 
whichever is less. Where the required f actor of subdivision is 0.33 or less the 
assumed longitudinal extent of damage shal l be increased as necessary so as to 
include any two consecutive main tr ansverse watertight bulkheads; 
.2 transverse extent (measured inboard from the ship's side, at right angles to the 
centreline at the level of the deepest subdivision load  line): a distance of one 
fifth of the breadth of the ship, being the extreme width from outside of frame 
to outside of frame at or below th e deepest subdivision load line.; and EN 14   EN .3 vertical extent: from the base line upwards without limit; 
.4 if any damage of lesser extent than  that indicated in .4.1, .4.2, .4.3 would result 
in a more severe condition regarding h eel or loss of metace ntric height, such 
damage shall be assumed in the calculations.' 
4. The amount of assumed accumulated sea wate r shall be calculated on the basis of a 
water surface having a fixed height above: 
(a) the lowest point of the deck edge of the damaged compartment of the ro-
ro deck, or 
(b) when the deck edge of the damaged compartment is submerged then the 
calculation is based on a fi xed height above the stil l water surface at all 
heel and trim angles; 
as follows: 
0.5 m if the residual freeboa rd (fr) is 0.3 m or less; 
0.0 m if the residual freeboard  (fr) is 2.0 m or more; and 
intermediate values to be determined by linear interpolation, if the residual 
freeboard (fr) is 0.3 m or more but less than 2.0 m; 
where the residual freeboard (fr) is the minimum distance between the damaged ro-ro 
deck and the final waterline at the locatio n of the damage in the damage case being 
considered without taking into account the effect of the volume of assumed 
accumulated water on the damaged ro-ro deck; 
4.1 For ships in geographically defined restricted areas of operation, the Administration 
of the flag State may reduce the height of  the water surface prescribed in accordance 
with paragraph 4 by substituting such height of the water surface by the following: 
4.1.1 0.0 m if the significant wave he ight (hs) defining the area concerned is 1.5 m or less; 
4.1.2 the value determined in accordance with pa ragraph 4 if the significant wave height 
(hs) defining the area con cerned is 4.0 m or above; 
4.1.3 intermediate values to be determined by linear interpolation if the significant wave 
height (hs) defining the ar ea concerned is 1.5 m or more but less than 4.0 m;  
 provided that the following conditions are fulfilled: 
4.1.4 the flag State Administrati on is satisfied that the defi ned area is represented by the 
significant wave height (hs) which is not exceeded with a probability of more than 
10%; and 
4.1.5 the area of operation and, if applicable, the part of the year for which a certain value 
of the significant wave he ight (hs) has been establ ished are entered into the 
certificates. 
5. When determining significant wave height , the wave heights given on the maps or 
list of sea areas established by Member States in line with Article 5 of this Directive shall be used. 
5.1 For ships which are to be operated only for a shorter season, the host State 
Administration shall determine in agreemen t with the other country whose port is 
included in the ships route, the si gnificant wave height to be used. EN 15   EN 6. Further to the requirements of paragraph 3 to th is Annex, the obtaine d results have to 
be verified with new calculations accordi ng to the requirements of Ch.II-1, Pt.B, 
Reg. 7 and 8 of SOLAS 2009. They have to comply Ch.II-1, Pt.B, Reg. 6.1 of 
paragraph 2 to this Annex.  EN 16   EN ANNEX II 
As referred to in Article 6(3) 
PART A - INDICATIVE GUDELINES TO NATIONAL ADMINISTRATIONS 
CONCERNING THOSE SHIPS TO WHIC H ANNEX I, PART A APPLIES 
SECTION I 
Application 
In line with the provisions of Article 6(3), these guidelines shall be used by the national 
administrations of Member States in the applic ation of the specific stability requirements set 
out in Annex I, Part A, in so far this is prac ticable and compatible with the design of the ship 
in question. The paragraph numbers appearing be low correspond to those in Annex I, Part A. 
Para 1 As a first step all ro-ro passenger ships referred to in Article 3 (1) must comply with the 
“SOLAS ‘90” standard of residual stability as it  applies to all passenger ships constructed on 
or after 29 April 1990. It is the app lication of this requirement  that defines the residual 
freeboard (fr), necessary for the calculations required in paragraph 1.1. 
Para 1.1 1. This paragraph addresses the appli cation of a hypothetical amount of water 
accumulated on the bulkhead (ro-ro) deck. The water is assumed to have entered the deck via a damage opening. This paragraph requires that the ve ssel in addition to 
complying with the full requirements of th e SOLAS ’90 further complies with that 
part of the SOLAS ’90 criteria contained in paragraphs 2.3 to 2.3.4. of regulation 8 of 
Chapter II-1 Part B of SO LAS with the defined amount of water on deck. For this 
calculation no other requirements of Chapte r II-1 regulation 8 need be taken into 
account. For example the vessel does not, for this calculatio n, need to comply with 
the requirements for the angles of equilib rium or non-submergence of the margin 
line. 
2. The accumulated water is added as a liquid load with one common surface inside all 
compartments which are assumed flooded on th e car deck. The height (hw) of water 
on deck is dependent on the residual freeboa rd (fr) after damage, and is measured in 
way of the damage (see fig 1). The residua l freeboard , is the minimum distance 
between the damaged ro-ro deck and the fina l waterline (after equalisation measures 
if any have been taken) in way of the assumed damage after examining all possible 
damage scenarios in determining the complia nce with SOLAS ’90 as  required in para 
1 of Annex I. No account should be taken of  the effect of the hypothetical volume of 
water assumed to have accumulated on the damaged ro-ro deck when calculating fr. 
3. If fr is 2.0m or more, no water is assume d to accumulate on the ro-ro deck. If fr is 
0.3m or less, then height hw is assumed to be 0.5 metres. Intermediate heights of 
water are obtained by linear interpolation (see fig 2). 
Para 1.2 Means for drainage of water can only be consid ered as effective if these means are of a 
capacity to prevent large amounts of water fr om accumulating on the deck ie many thousand 
of tonnes per hour which is far be yond the capacities fitted at the time of the adoption of these 
regulations. Such high efficien cy drainage systems may be developed and approved in the 
future (based on guidelines to be developed by the International Maritime Organisation) EN 17   EN Para 1.3 
1. The amount of assumed accumulated wate r-on –deck may, in addition to any 
reduction in accordance with paragraph 1.1, be reduced for operations in geographically defined restricted areas, These areas are desi gnated in accordance 
with the significant wave height (hs) defining the area in line with the provisions of Article 5. 
2. If the significant wave height (hs), in the area concerned , is 1.5m or less then no 
additional water is assumed to accumula te on the damaged ro-ro deck. If the 
significant wave height in the area concerned is 4.0m or mo re then the height of the 
assumed accumulated water shall be the value calculated in accordance with paragraph 1.1. Intermediate values to be determined by linear interpolation (see fig 3). 
3. The height hw is kept constant, therefore the amount of added water is variable as it 
is dependent upon the heeling angle and whet her at any particular  heeling angle the 
deck edge is immersed or not. (see fi g 4). It should be not ed that the assumed 
permeability of the car deck spaces is to be taken as 90% (MSC/Circ.649 refers), 
whereas other assumed flooded spaces permeabilities are to be those prescribed in SOLAS. 
4. If the calculations to demonstrate compliance with the Directive relate to a 
significant wave height less th an 4.0m that restricting si gnificant wave height must 
be recorded on the vessel’s pass enger ship safety certificate. 
Para 1.4 / 1.5 As an alternative to complying with the new stability  requirements in paragraphs 1.1 or 1.3 an 
Administration may accept proof of  compliance via model tests. The model test requirements 
are detailed in the Appendix to Annex I. Guid ance notes on the model te sts are contained in 
part II of this Annex. 
Para 1.6 
Conventionally derived SOLAS ’90 limiting ope rational curve(s) (KG or GM) may not 
remain applicable in cases where “water on d eck” is assumed under the terms of the Directive 
and it may be necessary to determine revised limiting curve(s) which take into account the effects of this added water. To this effect su fficient calculations corr esponding to an adequate 
number of operational draughts a nd trims must be carried out. 
Note: Revised limiting operational KG/GM Curves  may be derived by iteration, whereby the 
minimum excess GM resulting from damage stab ility calculations with water on deck is 
added to the input KG (or deducted from the GM ) used to determine the damaged freeboards 
(fr), upon which the quantities of  water on deck are based, this  process being repeated until 
the excess GM becomes negligible. 
It is anticipated that operators would begin such an iteration with the maximum KG/minimum 
GM which could reasonably be sustained in  service and would s eek to manipulate the 
resulting deck bulkhead arrangement to mini mise the excess GM derived from damage 
stability calculations with water on deck. 
Para 2.1 As for conventional SOLAS damage requirem ents bulkheads inboard of the B/5 line are 
considered intact in the even t of side collision damage. 
Para 2.2 EN 18   EN If side structural sponsons are fitted to enable compliance w ith this directive, and as a 
consequence there is an increase in the breadth  (B) of the ship and hence the vessel’s B/5 
distance from the ship’s side, such modificatio n shall not cause the relocation of any existing 
structural parts or any existing penetrations of  the main transverse watertight bulkheads below 
the bulkhead deck. (see fig 5) 
Para 2.3 1. Transverse or longitudinal bulkheads/barrie rs which are fitted and taken into account 
to confine the movement of assumed accumulated water on the damaged ro-ro deck need not be strictly “water tight”. Small amounts of leakage may be permitted subject 
to the drainage provisions being capable of preventing an  accumulation of water on 
the “other side” of the bulkhead/barrier. In such cases where scuppers become 
inoperative as a result of a loss of positiv e difference of water levels other means of 
passive drainage must be provided. 
2. The height (Bh) of transverse and long itudinal bulkheads/barrier s shall be not less 
than (8 x hw)metres, where hw is the heig ht of the accumulated water as calculated 
by application of the residual freeboard a nd significant wave height (paras 1.1. and 
1.3. refers). However in no case is the height  of the bulkhead/barrier to be less than 
the greatest of: 
a) 2.2 metres; or b) the height between the bulkhead deck  and the lower point of the underside 
structure of the intermediate or hanging car decks, when these are in their lowered position. It should be noted that any gaps between the top edge of the 
bulkhead and the underside of the plating must be “plate d-in” in the transverse 
or longitudinal direction as  appropriate. (see fig 6). 
Bulkheads/barriers with a height less than that specified above, may be accepted if 
model tests are carried out in  accordance with Part II of this Annex to confirm that 
the alternative design ensures appropriate st andard of survivability. Care needs to be 
taken when fixing the height of the bulkhead/b arrier such that the height shall also be 
sufficient to prevent progressive flooding w ithin the required st ability range. This 
range is not to be prejudiced by model tests. 
Note: The range may be reduced to 10 degrees provided the corresponding area 
under the curve is increa sed (MSC 64/22 refers) 
Para 2.5.1 The area “A” relates to permanent openings. It should be noted that the “freeing ports” option 
is not suitable for ships which re quire the buoyancy of the whole or  part of the superstructure 
in order to meet the criteria. The requirement is that the freeing ports shall be fitted with 
closing flaps to prevent water en tering, but allowing water to drain. 
These flaps must not rely on active means. They  must be self-operating and it must be shown 
that they do not restrict outfl ow to a significant degree. Any significant efficiency reduction 
must be compensated by the fitting of additional openings so that the required area is maintained. 
Para 2.5.2 For the freeing ports to be cons idered effective the minimum distance from the lower edge of 
the freeing port to the damaged waterline shall be at least 1.0m. The calculation of the EN 19   EN minimum distance shall not take into account the effect of any additional water on deck. (see 
fig 7) 
Para 2.5.3 Freeing ports must be sited as low as possible in  the side bulwark or shell plating. The lower 
edge of the freeing poet opening must be no highe r than 2cm above the bulkhead deck and the 
upper edge of the opening no higher than 0.6m. (see fig 8) 
Note: Spaces to which paragraph 2.5 applies, ie  those spaces fitted with freeing ports or 
similar openings, shall not be included as intact  spaces in the derivation of the intact and 
damage stability curves. 
Para 2.6 1. The statutory extent of damage is to  be applied along the length of the ship. 
Depending on the subdivision standard the damage may not affect any bulkhead or may only affect a bulkhead below the bulkhe ad deck or only bulkhead above the 
bulkhead deck or various combinations. 
2. All transverse and longitudinal bulkh eads/barriers which constrain the assumed 
accumulated amount of water must be in place and secured at all times when the ship is at sea. 
3. In those cases where the transverse bul khead/barrier is damaged the accumulated 
water-on-deck shall have a common surf ace level on both sides of the damaged 
bulkhead/barrier at the height hw (see fig 9). EN 20   EN SECTION II 
MODEL TESTING 
The purpose of these guidelines is to ensure uniformity in the methods employed in the 
construction and verification of the model as we ll as in the undertaking and analyses of the 
model tests. 
The contents of paragraphs 1 and 2 of th e Appendix to Annex I are considered self-
explanatory. 
Paragraph 3 — Ship model 3.1. The material of which the model is made is  not important in itself, provided that the 
model both in the intact and damaged condition is sufficiently rigid to ensure that its 
hydrostatic properties are the sa me as those of the actual  ship and also that the 
flexural response of the hu ll in waves is negligible. 
 It is also important to ensure that the damaged compartments are modelled as 
accurately as practicably possible to ensure  that the correct volume of flood water is 
represented. 
 Since ingress of water (even small amounts)  into the intact parts of the model will 
affect its behaviour, measures must be ta ken to ensure that this ingress does not 
occur. 
 In model tests involving worst SOLAS da mages near the ship ends, it has been 
observed that progressive flooding was not po ssible because of the tendency of the 
water on deck to accumulate near the da mage opening and hence flow out. As such 
models were able to surviv e very high sea states, while they capsized in lesser sea 
states with less onerous SOLAS damages, away from the ends, the limit ±35% was 
introduced to prevent this.  
 Extensive research carried out for the pur pose of developing appropriate criteria for 
new vessels has clearly shown that in addition to the GM and freeboard being 
important parameters in the survivability of passenger ships, the area under the 
residual stability curve is also another ma jor factor. Consequen tly in choosing the 
worst SOLAS damage for compliance with the requirement of paragraph 3.1 the worst damage is to be taken as that which gives the least area under the residual 
stability curve. 
3.2. Model particulars 3.2.1. In recognising that scale effects play an important role in the behaviour of the model 
during tests, it is important to ensure that  these effects are minimised as much as 
practically possible. The model should be as large as possibl e since details of 
damaged compartments are easier constructed in larger models and the scale effects 
are reduced. It is therefore required that the model length is not less than that 
corresponding to 1:40 scale or 3 m, whichever is greater. 
 It has been found during tests that the vert ical extent of the model can affect the 
results when tested dynamically. It is theref ore required that the ship is modelled to 
at least three super structure standard hei ghts above the bulkhead (freeboard) deck so 
that the large waves of the wave train do not break over the model. 
3.2.2 The model in way of the assumed damages mu st be as thin as pr actically possible to 
ensure that the amount of flood water an d its centre of grav ity is adequately 
represented. The hull thickne ss should not exceed 4 mm It is recognised that it may EN 21   EN not be possible for the model hull and th e elements of primary and secondary 
subdivision in way of the damage to be cons tructed with sufficien t detail and due to 
these constructional limitations it may not be possible to calculate accurately the 
assumed permeability of the space. 
3.2.3 It is important that not on ly the draughts in the intact condition are verified, but also 
that the draughts of the damaged model are accurately measured for correlation with 
those derived from the damaged stability  calculation. For practical reasons a 
tolerance of +2 mm in any draught is accepted.  
3.2.4. After measuring the damaged draughts it may be found necessary to make 
adjustments to the permeability of the damaged compartment by either introducing intact volumes or by adding weights. However it is also important to ensure that the 
centre of gravity of the flood water is accurately represented. In this case any 
adjustments made must err on the side of safety. 
 If the model is required to be fitted with barriers on deck and the barriers are less 
than the bulkhead height indicated below, the model is to be fitted with CCTV so 
that any ‘splashing over’ and any accumulation of water on the undamaged area of the deck can be monitored. In this case a vi deo recording of the event is to form part 
of the test records. 
 The height of transverse or longitudina l bulkheads which are taken into account as 
effective to confine the assumed accumulated sea water in the compartment concerned in the damaged ro-ro deck shoul d be at least 4 m in  height unless the 
height of water is less than 0.5 m. In such  cases the height of the bulkhead may be 
calculated in accordance w ith the following:  
Bh = 8hw  where Bh is the bulkhead height; and hw is the height of water. 
 In any event, the minimum height of th e bulkhead should be not less than 2.2 m. 
However, in the case of a ship with hangi ng car decks, the minimum height of the 
bulkhead should be not less th an the height to the unders ide of the ha nging car deck 
when in its lowered position. 
3.2.5. In order to ensure that the model motion ch aracteristics represent those of the actual 
ship it is important that the model is both inclined and rolled in  the intact condition 
so that the intact GM and the mass dist ribution are verified. The mass distribution 
should be measured in air. The transverse radius of gyration of the actual ship should 
be in the range 0.35B to 0.4B and the longitudinal radius of gyration should be in the range 0.2L to 0.25L. 
 Note: While inclining and rolling the model in the damaged condition may be 
accepted as a check for the purpose of verifying the residual stability curve, such tests should not be accepted in  lieu of the intact tests. 
3.2.6. It is assumed that the ventilators of the damage compartment of the actual ship are 
adequate for unhindered flooding and movement of the flood water. However in trying to scale down the ventilating arrange ments of the actual ship undesirable scale 
effects may be introduced in the model. In order to ensure that no such effects occur 
it is recommended to construct the ventilating arrangements to a larger scale than that 
of the model, ensuring that this does not affect the flow  of water on the car deck. EN 22   EN 3.2.7. It is deemed appropriate to consider a da mage shape representative of a cross section 
of the striking ship in the bow region. The 15° angle is based on a study of the cross section at a distance of  B/5 from the bow for a represen tative selection of vessels of 
different types and sizes. 
 The isosceles triangular prof ile of the prismatic damage shape is that corresponding 
to the load waterline. 
 Additionally in cases where si de casings of width less than  B/5 are fitted and in order 
to avoid any possible scale effects, the dama ge length in way of the side casings must 
not be less than 25 mm.  
3.3 In the original model test method of resolution 14 of the 1995 SOLAS Conference 
the effect of heeling induced by the maximum moment de riving from any of 
passenger crowding, launching of survival  craft, wind and turning was not 
considered even though this effect was part of SOLAS. Results fr om an investigation 
have shown, however, that it would be prudent  to take these effects into account and 
to retain the minimum of 1° heel towards th e damage for practical purposes. It is to 
be noted that heeling due to turning was considered not to be relevant. 
3.4 In cases where there is a margin in GM in  the actual loading c onditions compared to 
the GM limiting curve (derived from SOLAS 90), the Administration may accept 
that this margin is taken advantage of in the model test. In such cases the GM limiting curve should be adjusted. This adjustment can be done as follows: 
 
 d = dS-0.6 ( dS - dLS ) 
 where: dS is the subdivision draugh t; and dLS is the lightship draught. 
 The adjusted curve is a straight line between the GM used in the model test at the 
subdivision draught and the intersection of the original SOLAS 90 curve and draught 
d. 
Paragraph 4 — Procedure for experiments 4.1. Wave spectra  The JONSWAP spectrum should be used as  this describes fetch- and duration- 
limited seas which correspond to  the majority of conditi ons world wide. In this 
respect it is important that not only the p eak period of the wave train is verified but 
also that the zero cro ssing period is correct. EN 23   EN  It is required that for every test run th e wave spectrum is recorded and documented. 
Measurements for this recording should be taken at the probe closest to the wave 
making machine.  
 It is also required that the model is inst rumented so that its motions (roll, heave and 
pitch) as well as its attitude (heel, si nkage and trim) are m onitored and recorded 
through-out the test. 
 It has been found that it is not practical to set absolute limits for significant wave 
heights, peak periods and zero crossing pe riods of the model wave spectra. An 
acceptable margin has therefore been introduced. 
4.2 To avoid interference of the mooring system with the ship dynamics, the towing 
carriage (to which the mooring system is attached) should follow the model at its actual drifting speed. In a sea state with i rregular waves the drift speed will not be 
constant; a constant carriage speed would result in low frequency, large amplitude 
drift oscillations, which may affect the model behaviour. 
4.3 A sufficient number of tests in  different wave trains is ne cessary to ensu re statistical 
reliability, i.e. the objective is to determin e with a high degree of confidence that an 
unsafe ship will capsize in th e selected conditions. A minimum number of 10 runs is 
considered to provide a reas onable level of reliability. 
Paragraph 5 — Survival criteria 
The contents of this paragraph are considered self-explanatory. 
Paragraph 6 — Test approval 
The following documents are to be part of the report to the administration: 
(a) damage stability calculations for wo rst SOLAS and mid-ship damage (if 
different); 
(b) general arrangement drawing of the model together with  details of construction 
and instrumentation; 
(c) inclining experiment and measur ements of radii of gyration; 
(d) nominal and measured wave spectra (at the 3 different locations for a 
representative realisation and for the tests with the model from the probe 
closest to the wave maker); 
(e) representative record  of model motions, attitude and drift 
(f) relevant video recordings 
Note: 
All tests must be witnessed by the administration.EN 24   EN PART B - INDICATIVE GUDELINES TO NATIONAL ADMINISTRATIONS 
CONCERNING THOSE SHIPS TO WHIC H ANNEX I, PART B APPLIES 
Application 
In line with the provisions of Article 6(3) of this Directive, these guidelines shall be 
used by the national administrations of Me mber States in the application of the 
specific stability requirements set out in Annex I, Part B, in so far as this is practicable and compatib le with the design of the ship in question.  
The SOLAS 2009 standard of damage/residual stability as set out in regulations 7 
and 8 of SOLAS Chapter II-1 shall a pply to all those ro-ro passenger ships 
constructed on or after 1 January 2009. In addition certain provisions of the former 
SOLAS 90 set of rules as laid down in Annex I part B (Chapter II-1/8.2.3 and II-
1/8.4) will remain applicable. 
Administrations are recomm ended to use the flowchar t set out below and its 
supporting footnotes which provides a clear  methodology to apply the provisions of 
Annex I, part B. EN 25   EN  
 
Figure 1.  
Explanatory detail to Figure 1 above:  1. First the vessel is planned a nd calculated according to S2009 EN 26   EN 2. If the vessel does not fulfil A>R, where A is the Attained Index of S ubdivision and R is the 
Required Index of Subdivision, the layout has to be changed and the calculation 
restarted. 
3. When the plan fulfils A>R, the Wa ter on Deck calculation may be started. 
4. The water on deck will be calculated  using Annex I of Directive 2003/25/EC.  
5. Within Annex I, Part B, only the prov isions of SOLAS 90 Ch.II-1,Pt.B, Reg.8.2.3 and 
Reg.8.4. need to be fulfilled. 
6. If the persons onboard are > 400, all two adjacent compartments have to be checked (to 
find the worst case flooding.) 
7. If the set criteria are not fulfilled, a change  of layout or the follo wing options will become 
necessary: 
(a) Increase the height of bulkhead deck, or 
(b) Insert partial B/5 bulkheads in way of the car deck, or 
(c) Insert transversal bulkheads on the car deck, or 
(d) Insert sponsons 
8. A new calculation of Water on Deck will follow. 9. When the criteria for Water on Deck have be en fulfilled, the values obtained (Range, GZ 
and Area) will be verified by a second SOLAS 2009 calculation. 
10. If the index A>R is not fulfilled, a similar set of options to the above will follow for 
revision, prior to recalculating. 
11. When A>R , the calculation is compete. 
Note: When options are entered at the Wate r on Deck calculation stage, they must 
not be removed at the second SOLAS 2009 calculation. EN 27   EN PART C  
Implementation 
1. Directive 2003/25/EC is subject to Ar ticle 4 of Regulation (EC) 2099/2002 which 
provides for an automatic update of the appli cable international instruments in force, 
including any recent amendments. The referen ce to SOLAS 90 in Article 6(1) of that 
Directive must therefore be construed as a re ference to the relevant new ship stability 
regulations introduced by IMO resoluti on MSC.216(82), more commonly referred to 
as SOLAS 2009, for those ships constructed af ter their entry into force on 1 January 
2009. 
2. Annexes I and II apply to two categor ies of ro-ro passenger ship, namely: 
(a) Ro-ro passenger ships, whatever their flag, engaged on international voyages 
and operating a regular servic e to or from a Member State port (in accordance 
with Article 3(1)); and 
(b) Ro-ro passenger ships of Class A, B a nd C whatever their flag, engaged on 
domestic voyages (in accordance with Article 6(a) of Directive 98/18/EC). 
3. The distinction between Parts A and B of  Annex I is based on only one criterion – 
the date of constructio n of the vessel - in terms of th e specific damage stability rules 
to be applied to the above mentioned ro -ro passenger ships. Those ro-ro passenger 
ships the keel of which was laid or which was at a similar stage of construction on or 
after 1 January 2009 will apply the new requirements set out in Annex I B. 
4. To clarify the application of  Parts A and B of Annex I to  the relevant ro-ro passenger 
ships, a summary is set out below: 
Type of ro-ro 
passenger ship Date of Construction Applicable 
Regulations Date of application 
Before 1 October 
2004 SOLAS 90 + Annex I 
Part A (a) 1 October 2010 
(excluded if operating in sea areas with <1.5 metre significant wave height) 
(b) 1 October 2015 
(if on 17 May 2003 compliant with SOLAS 90 standard) 
Between 1 October 2004 and 31 December 2008 SOLAS 90 + Annex I 
Part A Upon construction 1. Ro-ro passenger 
ships engaged in international voyages, of whatever flag, and operating a regular service to or from a Member State port 
On or after 1 January 
2009 SOLAS 2009 + 
Annex I , Part B) Upon construction 
2. Class A ro-ro 
passenger ships engaged in Before 1 October 
2004 SOLAS 90 + Annex I 
Part A 1 October 2010 
(unless phased out after 30 years by EN 28   EN 2015 at latest) 
Between 1 October 
2004 and 31 December 2008 SOLAS 90 + Annex I 
Part A Upon construction exclusively domestic 
voyages, of whatever flag 
On or after 1 January 
2009 SOLAS 2009 + 
Annex I , Part B) Upon construction 
Before 1 October 
2004 SOLAS 90 + Annex I 
Part A 1 October 2010 
(unless phased out after 30 years by 2015 at latest) 
Between 1 October 2004 and 31 December 2008 SOLAS 90 + Annex I 
Part A Upon construction 3. Class B ro-ro 
passenger ships engaged in exclusively domestic voyages, of whatever flag 
On or after 1 January 
2009 SOLAS 2009 + 
Annex I , Part B) Upon construction 
Before 1 October 
2004 Not applicable Not applicable 
Between 1 October 
2004 and 31 December 2008 SOLAS 90 + Annex I 
Part A) Upon construction 4. Class C ro-ro 
passenger ships engaged in exclusively domestic voyages, of whatever flag 
On or after 1 January 
2009 SOLAS 2009 + 
Annex I , Part B) Upon construction