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Damage Stability
Calculating Damage Stability:
Damage Stability calculations are required in order to achieve a minimum degree of safety
after flooding.
In order to assess the behavior of the vessel after damage two approaches have been
developed:-
1) Deterministic 2) Probabilistic
These are to be applied depending on the type of ship.
Deterministic Approach:
Probabilistic Approach:
The probabilistic method applies to cargo ships of length more than 80 m and for which no
deterministic method applies.
1) The probabilistic method was devised in the year 1973.
2) This showed a pattern in accidents which could be used in improving the design of the
ships. For eg: Most damage were sustained in the forward part of the ship hence it seemed
logical, to improve the standards of subdivisions forward rather than towards the stern.
3) The probabilistic method is based on statistical evidence concerning what actually
happens when ships collide, in terms of sea state and weather conditions, extent and
location of damage, speed and course of the ship and whether the ship survived or sank.
4) Therefore probabilistic concept is believed to be more realistic than the earlier
deterministic method, in which ships subdivision is based on theoretical principles.
5) It is based on three probabilities related to sub-division and damage
stabilityrequirements:
1) Probability that the ship may be damaged (Probability of occurance)2) Probability as to
the location of damage and extent of floodingDepends on arrangement of W/T sub-divisions
which have a direct influence on the location and extent of hull damage.
3) Probability to assess the ability of the ship to survive in flooded Situation (Probability of
Survival)Depends on the buoyancy and stability in flooded condition which will further
depend on the following:-
a) Location and extent of damage
b) Permeability of flooded space
c) Draft and stability before flooding
d) Applied forces and moments
The probabilistic method takes the probability of survival after collision as a measure of ship
safety in damaged condition, referred to as ATTAINED SUB-DIVISION INDEX A and a
REQUIRED SUB-DIVISION INDEX R which is defined by IMO in terms of persons and size of
vessel Criteria
6) The damage stability calculations are performed for a limited no. of drafts and relevant
GM values in order to draw a minimum GM curve, where the attained subdivision index A
achieves the minimum required level of safety R.
7) For cargo ships, each case of damage is not required to comply with the applicable
criteria, but the attained index A, which is the sum of contribution of all damage cases, is to
be equal or greater than R.
1. 1. General Description:
8) Mention of SOLAS requirements
9) Calculation of Required sub-division index R for the vessel
10) Principal dimensions
1. 2. Sub-Division and Damage cases:
11) Damage cases are divided into 1, 2 or more compartment damage cases. Each case is
numbered and referred to that no. in rest of the booklet.
12) Each compartment zone is numbered & its dimensions to be used for calculation of Pi &
Si in damaged condition.
1. 3. Description of openings:
A plan or a table of non-watertight openings & their particulars are given. All openings are
numbered.
1. 4. Longitudinal and Horizontal Sub-divisions:
1. 5. Capacity Tables:
CG and Volumes of all individual compartments within the zones are listed.
1. 6. Summary of Loading conditions for deepest sub-division and assumed partial sub-divisions load lines
and Light ship conditions:
1. 7. Summary of Damage Cases:
Detailed damage cases and assumed damage along with openings are mentioned
1. 8. Calculation of factor Pi:
P for each damage case is given in Tabular form
1. 9. Calculation of factor Si:
S for each damage condition is given in Tabular form
10. Typical damage cases for damaged stability for particular loading condition and damage
cases:Computer print outs of the loadicator calculations for a few cases are included to give
the angle of list, trim changes and height of different points from the waterline, GZ curve for
the damaged condition is also included.
11. Summary of Attained sub-division index A:All individual compartments Pi x Si is
calculated to arrive at Pi x Si
12. Minimum GM curve complying with damaged stability:GM curve is given against
displacement. Importance is that it gives the minimum GM required for all conditions of
loading.
UNSTABLE ZONE
Max
Allowable
1m by Stern
1m by Bow
STABLE ZONE
Drafts
If the DISPLACEMENT of the compartment damaged is more than the INITIAL RESERVE BUOYANCY, the ship will
definitely go down.
The ANGLE OF DECK EDGE IMMERSION can be obtained from the GENERAL ARRANGEMENT OF MIDSHIP
PLAN by using the new draft and a protractor.
We now further need to calculate the following to check the survivability of the vessel
1) Draft
2) GM
3) Trim, and
4) Angle of heel.
To start with, you must have the stability data of your original intact condition available. All the calculations here are based
on the CONSTANT DISPLACEMENT method of calculation.
v Calculating GM
G is the same position as before. However, M moves. The initial KG is Known.
Final GM = KM-KG
KM = KB + BM
Therefore
v GM = KB + BM KG
New KB = (DKB + V (D +S/2) / D
D = Volume of Displacement (Unchanged)
KB = Initial KB
V= Volume of compartment
D= Initial Draft
S= Sinkage (Previously Calculated
v To find the trim, we need to find the MCTC and the new LCF.
MCTC = D GML/ 100L @ D BML/100L
Where L = LBP.
BML is found in a similar way as the transverse BM.
New BML = BML- bl3/12 D - lbY2/D
Where Y = Distance of water plane area of compartment from centerline (This can also be measured of from the general
arrangement plan)
BML or KML is found in the Stability Booklet KML = KM + BML
To find the position of the new LCF
Position of new LCF = (A x LCF a x Y ) / (A-a)
Remember that LCF will shift towards the damaged compartment.
Y=Center of Gravity of compartment from amidships
A=Water plane area
a= Water plane area of damaged compartment
LCF = Original LCF from amidships
v To find Trim :
Change in Trim = VY / MCTC
V= Volume of compartment
Y = Distance of center of Gravity of compartment from new LCF
MCTC = Previously calculated.
New Trim = Old Trim Change in Trim
Change in Trim will be in the direction of the damaged compartment. This can be applied to the new hydrostatic draft
calculated earlier.