Damage Stability
Presented by:
D S Ch Praveen (2009 – 2013 batch) 1
Doctoral Student – KU Leuven – Belgium (2019 -2023)
Outline
Intro to
Probabilistic
Lost Damage
Bouyancy stability
Floodable and Added
length curve Weight
Rules and method
Regulations
Prerequisites
to understand
damage
stability
2
Prerequisites
GZ Curve
Margin line
Permeability
Floodable length
Sub-division
3
Damage stability??
How did he arrive at this number and how was he sure that an unsinkable ship
is going to sink?
4
Damage stability??
• Can we predict extent of damage? (Answer is certainly NO)
• The amount, type and location of cargo and liquids in the ship varies both during
and between voyages
• What shall captain or ship officers do in case of damage?
A subdivision is required (Longitudinally, transversely and vertically) to make ship
stable even after damage.
Cost
More Subdivision
• Increase in lightship weight
• Increase in cost
• Decrease in its ability to perform its function Safety
5
Design Spiral
6
How can we Asses damage
stability?
Damage
Stability
Probabilistic
Floodable Deterministic
Damage
length damage
stability
Lost Bouyancy
Method
Added Weight
Method
More stringent
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Rules & Regulations
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Safety Regulations
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Loss of Ship
Foundering Capsizing
Displacement > Buoyancy Capsizing Moment
Plunging 10
Fundamental Effects of
Damage
Draft
• Increases
• Caused due to lost buoyancy and change in displacement.
Trim
• Highly possible but there is exception. Depends on location
damage and extent of damage.
• Progressive flooding
• Plunging
Heel
• Unsymmetric flooding – can be corrected by cross flooding
• Adverse effects on transverse stability (Capsize)-GM
• Downflooding 11
Fundamental Effects of
Damage
Freeboard
• Loss in reserve buoyancy
• Loss in GZ curve
Stability
• Transverse and longitudinal stability
Loss of Ship
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Floodable length curve
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Floodable Length
Length of the ship
0 20 50 80 100
Margin Line
40m
Floodable length (l) W.L
10.076m
l/2 l
40m l/2
6m
Initial Displacement: 600t
Reserve Buoyancy: 400t
B.L 13
100m *unit width; trim and heel are neglected
Margin Line
A vessel with a continuous bulkhead deck and sufficient sheer
A vessel with a discontinuous bulkhead deck.
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Margin Line
A vessel with a discontinuous bulkhead deck where the side shell is
carried watertight to a higher deck
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Floodable length curve
16
https://www.myseatime.com/blog/detail/damage-stability
Floodable length Calculations
TRIM = D(LCG-LCB)/MTC
17
Edward, V. L. (1988). Principles of Naval Architecture, Vol. 1. New jersey, SNAME.
One compartment standard
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Two compartment standard
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Permeability
0 means no flooded water inside tank. 1
means tank is fully flooded by water.
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Summary:
-Floodable length curve
Advantages Disadvantages
• Very useful tool in initial design stages • Dynamic effects are not considered
• Rational way of Sub-division is possible • One compartment standard is too
in initial stages optimistic.
• If ship complies floodable length curve – • Two and three comp may lead to over
90% chances of success in complying safety and inefficient design.
damage stability regulations.
• More iterations in sub-division and hull
design can be avoided.
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GZ Curve
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Curves of Statical Stability.
GZ
Point of contraflexure
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Dynamic stability
• Static stability curve represents righting arm GZ or righting moment W*GZ
• Dynamic stability represents work required to heel a ship
• Area under the GZ Curve (righting moment multiplied by angle of heel)
• Represents total work required to capsize the ship
• It does not involve dynamics because wave-induced rolling velocities and
accelerations are not considered.
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Heeling momemt
Read PNA Vol1
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Heel Vs List Vs Loll
Heel List Loll
External Force
shift in TCG shift in VCG
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Angle of loll
Angle of heel < angle of loll Angle of heel = angle of loll Angle of heel > angle of loll
• G=M • GM is no longer
• Initial GM negative • Neutral Stability
• Unstable to small valid
• GZ =0 • Large angle stability
angles • B and G are in line
• Negative GZ • Positive righting
• Capsizing couple lever
• Stable ship
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Heel Vs List Vs Loll
STARBOARD side PORT side
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Two peaks in GZ
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Effects of B, VCG, and
freeboard on GZ
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Down flooding point
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Factors influencing Loss in GZ
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Effect of Waves on GZ curve
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Summary on GZ curve
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Outline
Intro to
Probabilistic
Lost Damage
Bouyancy stability
Floodable and Added
length curve Weight
Rules and method
Regulations
Prerequisites
to understand
damage
stability
35
Detetministic Damage stability
Lost Buoyancy Added Weight
Buoyancy is lost Weight is added
No change in displacement and Flooded water belongs to ship.
COG Change in displacement and COG
Realistic Virtual case
Method of constant displacement Added mass or Added weight?
No free-surface effect (flooded Free-surface effect should be
compartment) considered(flooded compartment)
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Exercise: Intact condition
L=20m; B=5m; TI = 1.5m; KG=1.5m
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Exercise: Damage case
-Lost Buoyancy
L=20m; B=5m; TI = 1.5m; KG=1.5m
New area of waterplane:
80
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Comparison
-Intact vs Lost buoyancy
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Exercise: Damage case
-Added Weight
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Comparison
-Intact vs Lost buoyancy vs Added weight
Though the individual values are different
ratio is same 41
Biran, Adrian, and Ruben Lopez Pulido. Ship hydrostatics and stability. Butterworth-Heinemann, 2013.
Impact of damage on GZ Curve
42
Impact of damage on GZ Curve
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Damage extents:
44
Damage cases:
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Rules & Regulations
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Documentation
-Damage stability booklet
Design documents
• Damage stability calculations
• GA, Lines plan, and Tank capacity plan etc..
• Configuration and contents of the damaged
compartments
• Intermediate flooding stages before cross-
flooding
• KG/GM limit curves
Supporting documents
• Stability booklet
• Damage control plan - ILLC
• Damage control booklet
47
Hull and compartment
Modelling tolerances
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Probabilistic damage stability
-Probability of surviving one compartment damage
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Probabilistic damage stability
-Probability of surviving two compartment damage
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Probabilistic damage stability
-Probability of surviving three compartment damage
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Probabilistic damage stability
-Probability of surviving N compartment damage
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Probabilistic damage stability
53
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%20L6%20-%20NAPA%20Lecture%20-%20Probabilistic%20Damage%20Stability.pdf?forcedownload=1
Probabilistic damage stability
54
http://www.imo.org/en/KnowledgeCentre/IndexofIMOResolutions/Maritime-Safety-Committee-%28MSC%29/Documents/MSC.429%2898%29.pdf
Loading conditions??
Deepest subdivision draught (ds): Which corresponds to the Summer
Load Line draught of the ship.
Light service draught (dl): Service draught corresponding to the lightest
anticipated loading and associated tankage, including, however, such
ballast as may be necessary for stability and/or immersion.
Partial subdivision draught (dp): light service draught plus 60% of the
difference between the light service draught and the deepest subdivision
draught.
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Assignment
Take a pontoon of size: L=100m; B=25.076m; TI = 3.5m; D=6m;
Draw Floodable length curve neglecting trim and heel.
Place the bulkheads to comply two compartment standard. Show the compliance with
the help of floodable length curve.
Compare GZ curve by varying following parameters. Take at least 3 different values.
KG (start with low value and reach until loll condition is attained)
Freeboard
Breadth
Chose any one GZ curve obtained from above exercise and indicate the important
parameters (eg. GMint, maxGZ, inflection point, max GZ, and point of vanishing
stability etc)
Explain Limiting KG Curve and its importance.
List all the damage stability regulations for various types of ship and highlight the
special rules for the particular type of ship.
Repeat all the exercise with ship shaped hull in any stability software (eg. MaxSurf).
Prepare a damage stability for at least one loading condition with all possible damage
cases.
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Good Reads
Stokoe, Edward Alan. Reed's naval architecture for marine
Level 0 engineers. No. Sirsi) i9780713667349. 1991.
Derrett, Capt DR, and Bryan Barrass. Ship stability for masters
Level 1 and mates. Elsevier, 1999.
Biran, Adrian, and Ruben Lopez Pulido. Ship hydrostatics and
Level 2 stability. Butterworth-Heinemann, 2013.
Edward, V. Lewis. "Principles of Naval Architecture,
Level 3 Vol.1,." New jersey, SNAME (1988).
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THANK YOU
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