The passenger evacuation capacity (PEC) of a cruise ship is a pivotal guarantee for quickly and safely evacuating all personnel on a damaged ship during an emergency. A general framework of the agent-based evacuation model is proposed in this study to simulate the entire process of cruise ship evacuation. The total evacuation time, duration of Level of Service (LOS) lower than E, effective flow rate of the escape route, density of the muster station, and usage rate of the lifeboat/life raft are used as the five evaluation indicators to quantify the PEC of cruise ships, thus providing a reference for the optimization analysis of evacuation procedures. With this framework, the PECs under different evacuation strategies of a cruise ship were evaluated in the context of ship heeling to capsizing for the Yangtze Gold 1. Evaluation results show that the increase of heeling angle when the evacuation order is issued does not affect the perception time of the first 90% of evacuees, but significantly increases the total evacuation time after more than 20°. Moreover, the degree of regional congestion is affected by several factors, including the assignment of muster stations, evacuation in batches, the place of obtaining life jackets, the heeling angle, the difference of escape route flows, and other factors. The results of this study provide PECs under different strategies as references for specific accident scenarios and evacuation targets.

游轮的乘客疏散能力（PEC）是在紧急情况下快速、安全地疏散受损船上所有人员的关键保障。本研究提出了基于代理的疏散模型的通用框架来模拟游轮疏散的整个过程。以总疏散时间、低于E的服务水平（LOS）持续时间、逃生路线有效流量、集合站密度、救生艇/救生筏使用率作为五个评价指标，量化PEC，从而为疏散程序的优化分析提供参考。在此框架下，长江黄金1号在船舶横倾倾覆的背景下，对游轮不同疏散策略下的PEC进行了评估。评价结果表明，下达疏散命令时横倾角的增加不影响前90%疏散人员的感知时间，但在超过20°后显着增加总疏散时间。此外，区域拥堵程度受多个因素的影响，包括集合站的分配、分批疏散、领取救生衣的地点、横倾角、逃生路线流量的差异等因素。本研究的结果提供了不同策略下的 PEC 作为特定事故场景和疏散目标的参考。区域拥堵程度受多个因素的影响，包括集合站的分配、分批疏散、领取救生衣的地点、横倾角、逃生路线流量的差异等因素。本研究的结果提供了不同策略下的 PEC 作为特定事故场景和疏散目标的参考。区域拥堵程度受多个因素的影响，包括集合站的分配、分批疏散、领取救生衣的地点、横倾角、逃生路线流量的差异等因素。本研究的结果提供了不同策略下的 PEC 作为特定事故场景和疏散目标的参考。