4 Detailed specification (scenarios) for the 4 cases to be considered
Clasification Society 2024 - Version 9.40
Statutory Documents - IMO Publications and Documents - Circulars - Maritime Safety Committee - MSC.1/Circular.1238 – Guidelines for Evacuation Analysis for New and Existing Passenger Ships – (30 October 2007) - Annex 2 - Guidelines for an Advanced Evacuation Analysis of New and Existing Passenger Ships1 - Appendix - Method to Determine the Travel Time (T) by Simulation Tools for the Advanced Evacuation Analysis - 4 Detailed specification (scenarios) for the 4 cases to be considered

4 Detailed specification (scenarios) for the 4 cases to be considered

 For the purpose of conducting the evacuation analysis, the following initial distributions of passengers and crew should be considered as derived from chapter 13 of the FSS Code, with the additional indications only relevant for the evacuation analysis. If the total number of persons on board calculated as indicated in the following cases exceeds the maximum number of persons the ship will be certified to carry, the initial distribution of persons should be scaled down so that the total number of persons is equal to what the ship will be certified to carry.

Parent topic: Appendix - Method to Determine the Travel Time (T) by Simulation Tools for the Advanced Evacuation Analysis

4.1 Case 1 (primary evacuation case, night)

 Passengers in cabins with maximum berthing capacity fully occupied; 2/3 of crew members in their cabins; of the remaining 1/3 of crew members:

  • .1 50% should be initially located in service spaces and behave as passengers having walking speed and reaction time as specified in paragraph 3;

  • .2 25% should be located at their emergency stations and should not be explicitly modelled; and

  • .3 25% should be initially located at the assembly stations and should proceed towards to the most distant passenger cabin assigned to that assembly station in counterflow with evacuees; once this passenger cabin is reached, these crew are no longer considered in the simulation. The ratio between the passenger and counterflow crew should be the same in each main vertical zone.

4.2 Case 2 (primary evacuation case, day)

 Public spaces, as defined by SOLAS regulation II-2/3.39, will be occupied to 75% of maximum capacity of the spaces by passengers. Crew will be distributed as follows:

  • .1 1/3 of the crew will behave as passengers with crew’s walking speeds and reaction times as specified in paragraph 3 and being initially distributed in the crew cabins;

  • .2 1/3 of the crew will behave as passengers with crew’s walking speeds and reaction times as specified in paragraph 3 and being initially distributed in the public spaces;

  • .3 the remaining 1/3 should be distributed as follows:

    • .1 50% should be located in service spaces and behave and a specified as in paragraph 4.2.1;

    • .2 25% should be located at their emergency stations and should not be explicitly modelled; and

    • .3 25% should be initially located at the assembly stations and should proceed towards to the most distant passenger cabin assigned to that assembly station in counterflow with evacuees; once this passenger cabin is reached, these crew are no longer considered in the simulation. The ratio between the passenger and counterflow crew should be the same in each main vertical zone.

4.3 Cases 3 and 4 (secondary evacuation case, night and day)

 In these cases only the main vertical zone, which generates the longest assembly time, is further investigated. These cases utilize the same population demographics as in case 1 (for case 3) and as in case 2 (for case 4). The following are two alternatives that should be considered for both case 3 and case 4. Alternative 1 should be considered if possible:

  • .1 alternative 1: one complete run of the stairways having largest capacity previously used within the identified main vertical zone is considered unavailable for the simulation;

  • .2 alternative 2: 50% of the persons in one of the main vertical zones neighbouring the identified main vertical zone are forced to move into the zone and to proceed to the relevant assembly station. The neighbouring zone with largest population should be selected.

Copyright 2022 Clasifications Register Group Limited, International Maritime Organization, International Labour Organization or Maritime and Coastguard Agency. All rights reserved. Clasifications Register Group Limited, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as 'Clasifications Register'. Clasifications Register assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Clasifications Register entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract.