Damaged Stability

S. C. Misra
 Damage could lead to -
• Sinkage and trim in the final equilibrium condition
with loss of freeboard and reserve buoyancy. Could
be severe enough causing capsize due to loss of
complete reserve buoyancy or progressive flooding
through openings on upper deck.
• Loss of transverse stability causing loss of static and
dynamic stability leading to capsize.
• Loss of longitudinal stability and excessive trim
leading to plunge.
• Damage to cargo.
Herald of Free Enterprise

Free Surface Effect!

 To contain Damage -
• Ship is divided into water-tight compartments by
transverse bulkheads
• There could be horizontal divisions and
longitudinal bulkheads
• A damaged compartment could be fully filled
with sea water or partially filled.
• If partially filled there could be large free surface
effect and to reduced it, long. Bulkheds may be
necessary
• Damage could lead to unsymmetrical flooding
leading to heel and trim
Section of Damaged Compartment

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 Methods of Damaged Stability
Calculation

• Lost Buoyancy method – compartment open

to sea
• Added Weight Method – Water added inside
the compartment
• Permeability μ – Ratio of water actually
entered to water entry if there were no
objects or cargo in the compartment
Lost Buoyancy Method
SUBDIVISION AND DAMAGE STABILITY
SINKAGE

INTACT

SUBDIVISION AND DAMAGE STABILITY

SINKAGE

INTACT
 Lost Buoyancy Method
If compt. Vol. Is v and P is the vol of liquid in the tank with density
ρ, lost buoyancy vˈ, is given as
v   v  int act volume above WL    P

Intact vol below WL is V – vˈ. Intact WPArea is
A  A  s a

v
Sinkage 
A
But the WP Area at new wateline may change to A₁ˈ. Then
2 v
Sinkage 
A  A1
 Lost Buoyancy Method
• LCB that of original intact buoyancy upto WL
• lcb that of lost buoyancy (hatched portion)
• lcbˈ that of added portion of intact buoyancy
• LCBˈ that of redistributed buoyancy
LCBˈ = (V . LCB – vˈ. Lcb + vˈ. Lcbˈ) / V
Trim = Δ . (LCBˈ - LCG) / MCT1cm
• Similarly VCBˈand TCBˈ cn be calculated.
 Lost Buoyancy Method
• Iᴛˈ about CFˈ = Iᴛ + A.TCFˈ² - (iᴛ + a.tcfˈ²)
• GMᴛˈ = KBˈ + Iᴛˈ / V – KG
• GM∟ = KBˈ + I∟ˈ / V – KG ≈ I∟ˈ / V
• MCT 1cm = ρ.I∟ˈ / 100L
Once the intact portion is obtained (W₂L₂) the B
position can be calculated and values at
various heel angles φ.
Added Weight Method

SUBDIVISION AND DAMAGE STABILITY

SINKAGE

INTACT
 Added Weight Method
Waterline W₂L₂ is not known apriory. So initially
calculation is done using values upto WL.
W   W  v
LCG  W  LCG  v  lcb  W 
TCG   v  tcb  W
VCG  W  KG  v  kb  W 
    v
LCB     LCB  v   lcb1   
TCB    v    tcb1   
VCB      KB  v   vcb1   

A trial and error procedure is followed till final

watwer line W₂L₂ is obtained
 Added Weight Method
• lcg1, vcg1, tcg1: co-ordinates of the CG of added
weight (upto W2L2)
• In damaged compartment
lcb1 = lcg1, vcb1 = vcg1, tcb1 = tcg1
• W’,LCB’,VCB’,TCB’,LCG’,VCG’,TCG’ correspond to W2L2 .
• In final equilibrium position
Wˈ = Δˈ = Vˈ . ρ
and LCGˈ = LCBˈ
and TCGˈ = TCBˈ
GMᴛ = KBˈ + BMᴛˈ - KGˈ - free surface effect
• Surface permiability is to be taken into account.
• GZ can be calculated for the new water line.
 Righting Arm in Damaged Condition
VARIATION OF RIGHTING
ARM WITH FREEBOARD
AMIDSHIP

FOR 3.0 m
FREEBOARD

FOR 1.6 m
FREEBOARD

FOR 75 mm
FREEBOARD CURVE
ANGLE OF LOLL
DEGREES HEEL

1 1 RAD

NAGATIVE
 Subdidision and SOLAS 1974
Bulkhead deck: uppermost deck to which the watertight bulkheads are
carried. Margin line: imaginary line 76 mm below the bulkhead deck at
side. Floodable length: maximum length of compartment having its mid-
length at that point which can be flooded without submerging the margin
line. Permissible length: Maximum length of compartment permitted
having its mid-length at that point. Factor of subdivision (FS) = Permissible
Length / Floodable Length. Fs depends upon the ship length and criterion
of service numeral (CS), which depends upon ship length, no. of PAX, the
volume below margin line and volumes of accommodation and machinery
spaces below margin line. If Fs > 0.5, flooding of any one main
compartment will not submerge the margin line –”one-ompartment”
standard subdivision. Any two adjacent main compartments can be
flooded without submerging the margin line – “”two-compartment”
standard of subdivision, 0.33 <= Fs <= 0.5. If Fs < 0.33, any three adjacent
main compartments in the ship can be flooded without submerging the
margin line, being a “three-compartment” standard ship.
 Floodable and Permissible Length

FLOODABLE LENGTH -
PERM. 81.6
FLOODABLE LENGTH -
PERMEABILITY. 65.7 FLOODABLE LENGTH -
PERM. 65.4

PERMISSIBLE PL - F.0568
LENGTH - F.0568
PL - F.0568

STORES
STORES

ECK
"B" (BULKHEAD) D

ENGINE ROOM
 Subdivision of All Ship Types
(Probabilistic Approach)
• The probabilistic criterion - a ship damaged in an
accident will have a probability that the damage
will have a certain extent, a probability that the
damage will occur at a certain position along the
length of the ship, and a probability that the ship
will survive such damage.
• These three probabilities have been determined
by an analysis of accidents involving nearly 300
ships.
 Probability of Damage
1.2
0.83
DENSITY FUNCTION

DENSITY FUNCTION
0.4

0 0.5 0 0.25 0.4

1.0
DAMAGE LOCATION / SHIP LENGTH DAMAGE LENGTH / SHIP LENGTH
DENSITY FUNCTION

0 DAMAGE PENETRATION / SHIP BEAM 0.80 1.0

 Attained Subdivision Index
A = 0.4 As + 0.4Ap + 0.2 Al
where each partial index As, Ap, Al is calculated as follows:
A = ∑ pi . si
where:
• pi accounts for the probability that ith compartment or group of
compartments may be flooded, disregarding any horizontal
subdivision.
• si accounts for the probability of surviving the flooding of the ith
compartment or group of compartments.
• As, Ap, Al correspond to indices obtained for damage cases
corresponding to three loading conditions corresponding to mean
draughts ds, dp, dl where ds is the deepest subdivision draught, dl is
the light service draught corresponding to the lightest possible
loading and dp is the partial subdivision draught which is
dp = dl + 0.6 (ds - dl)
 Calculation of p
• It is desirable to calculate p not only for single compartments
but also for adjacent compartments taken two, three, … . at a
time, so that the highest value of the attained subdivision
index A is obtained. However, in that case the probability of
the group should not duplicate the probabilities of the
components of the group. e.g.:
• p₁₂ = p₁₊₂ - p₁ - p₂
• and p₁₂₃ = p₁₊₂₊₃ - p₁₂ - p₂₃ - p₁ - p₂ and so on
• where p₁ and p₂ are the probabilities of flooding
compartments 1 and 2 separately, p₁₊₂ the probability of
flooding a compartment equal to compartments 1 and 2 put
together and p₁₂ the probability of flooding compartments 1
and 2 simultaneously.
 Calculation of the factor s
• A compartment or a group of compartments is
assumed to be flooded from two initial conditions, viz.
the deepest subdivision load line and the partial load
line (intermediate flooding stage). The GZ curve after
flooding is determined for both these cases. The value
of s is determined from the GZ curve and heeling
moments due to passengers, wind or launching of
survival craft as
s = min {sintermediate, sfinal, smom}
where sintermediate is the probability of survival of
intermediate flooding stages, sfinal is that in final
equilibrium condition and smom is the probability of
survival against external heeling moments.
 Permiability of spaces
• Spaces allocated to Permeability %
Stores 60
Accommodation 95
Machinery 85
Voids 95
Dry cargo 70
Liquids 0 or 95 Whichever is more severe.
 Required subdivision index

The required subdivision index R is calculated

based on subdivision length and number of
passengers which indicates that the vessel will
remain afloat.

A is to be greater than R
A>= R