Against the background of using the Index of Subdivision as a reference to address the safety level of ships when damaged, following primarily collision incidents, the EC-funded FLARE project is making inroads towards a direct assessment of flooding risk, which is ship, operating environment, and accident-type specific by addressing all the underlying elements, using a two-level approach; level 1 being semi-empirical with risk models informed through a newly composed accident database and level 2 with flooding risk, in the form of Potential Loss of Life, calculated from first principles, using time-domain flooding simulation tools and evacuation analyses in pertinent emergencies. In addition to addressing all accident types and modes of loss, the FLARE framework and methodology target active and passive measures of risk prevention and control, hence with application potential to both newbuildings and existing ships as well as facilitate real-time flooding risk evaluation for risk monitoring and effective control in emergencies. A key objective of the FLARE project is to provide the technical basis and a proposal for the revision of relevant IMO regulations towards a risk-based approach to contain and control flooding emergencies. The paper provides a complete example of one cruise ship and one RoPax where levels 1 and 2 of flooding risk evaluation are presented and discussed, and a summary of results for a further 8 sample ships from Project FLARE, leading to conclusions on the progress made and recommendations for the way forward.

Survivability of damaged ships, especially ro-ro/passenger (ropax) vessels, is of paramount interest. Nowadays, time-domain simulation of flooding and motions of damaged ships are more frequently performed to obtain a more realistic overview of the actual survivability in case of a flooding accident. An international benchmark study on simulation of flooding and motions of damaged ropax vessels was conducted within the EU Horizon 2020 project FLARE, using new dedicated model tests as a reference. The test cases include transient flooding in both calm water and in irregular beam seas, as well as gradual flooding and capsizing in beam seas. The studied damage case is a two-compartment collision damage, and the studied intact metacentric height values were lower than the statutory requirements to achieve also capsize cases. Numerical results were carefully compared against measurement data from the model tests. In transient flooding cases the capsize conditions were generally detected well by most codes. However, much variation was observed in the internal flooding and capsize mechanisms. For gradual flooding in beam seas, the results for capsize rate and time-to-capsize were characterized by significant variability among the codes. Results indicate that more research is needed to further improve the time-domain flooding simulation methods to correctly capture both transient flooding phenomena and motions of damaged ship in high waves.