I am not a scholar of stability after damage or a researcher in this area, but I've done these calculations in some projects , especially in passengers boats and I think the following (talking on passenger vessels )
[*]Stability after damage does not include additional or more strict criteria. The criteria are the same. In both cases you have to check the effects of the passage at a band.
I'm afraid they do, especially for IMO and SOLAS. IMO A.749 specifically states that it is to be applied for assessing the stability of intact vessels, and to me that does not also imply that one applies these standards to vessels in a damaged condition.
It's not clear what the phrase 'passage at a band' means.
[*]The residual stability is not measured at an angle of heel. In the deterministic method all that is required is that the margin line is not submerged.
I never said 'Residual Stability' was measured at an angle. 'Residual stability' encompasses characteristics like minimum metacentric height, maximum righting arm, and range of stability after damage.
[*]No need to consult or SOLAS and IMO: the vessel must comply with the regulations which is applicable to it, either international or local authority .
For vessels operating on an international voyage, applicability of SOLAS and IMO may not be optional, depending on the characteristics of the vessel and the regulations of the flag state. This is why the OP needs to disclose something about the vessel for which he is doing the deterministic damage stability analysis.
[*]You can´t say the implementation of IMO A.749 it is not recommended because in many cases it is mandatory to apply .
I never said that IMO A.749 did not apply, only that it applied to vessels in the INTACT, not DAMAGED, condition.
[*]Certainly stability after damage have requirements that are not asked in the intact stability . Whew!
Which contradicts your first item above.
Passenger vessels are not the only vessels for which damage stability requirements may apply. Margin Lines were developed at a time before computers were available, and damage stability studies could not be carried out in depth like today. Margin Lines are used, in conjunction with a floodable length calculation, to assess the proper spacing of transverse bulkheads in order to provide a crude degree of survivability after damage.
Certain flag states, like the US, still require the use of margin lines to determine acceptable subdivision of a passenger vessel, but this does not also preclude the simultaneous application of other standards to assess the residual stability of a passenger vessel after damage.
For small US passenger vessels, the equilibrium angle of heel is not permitted to exceed 7 degrees, and no part of the margin line can submerge. The metacentric height must exceed 0.05 m. This heel may be increased to 15 degrees if certain residual stability requirements are met, such as area under the residual righting arm curve and range of positive residual righting arms.
In the US and other countries which are signatories to the MARPOL conventions, vessels which carry oil or other noxious substances must meet certain stability standards in the damaged condition. For these vessels, in the final stage of flooding,
1. the angle of heel must not exceed 25 degrees for off-center flooding (which may be increased to 30 degrees provided no part of the deck edge is submerged)
2. the range of positive righting levers after damage must extend at least 20 degrees beyond the equilibrium angle of heel, and
3. the maximum righting lever in this range must be at least 0.1 meter.
Likewise, tankers and product carriers which transport hazardous chemicals have a certain set of rules which they must meet in the damage condition, along with certain minimum damage extents to be considered.
These various rules have been written so that it is clear what stability standards must be applied to certain damaged vessels.
