Damage Control Training

Damage Control Training
Stability and Buoyancy Lessons
LESSON TOPIC: 4.1 TITLE: PRINCIPLES OF STABILITY
Contact periods allotted this LESSON TOPIC:
Classroom: 2.5 Test: 0.0
Trainer: 0.5 Total: 3.0
MEDIA: Classroom lecture with visual media,

FFG-7 Stability Trainer
TERMINAL OBJECTIVES:
6.0 EVALUATE shipboard stability by analyzing weight

and moment considerations. (JTI 3.2.1, 6.0, 6.1,
6.2)
ENABLING OBJECTIVES:
6.1 DESCRIBE the reference points, forces, and

linear measurements used in stability calculations.
6.2 DESCRIBE the movement of stability reference

points as a function of changes in displacement and
inclination.
6.3 DIFFERENTIATE between indicators of initial

stability and measures of overall stability as a
function of ships displacement.
6.4 IDENTIFY and DESCRIBE the uses of various types

of external hull markings.
6.5 Given a draft diagram/functions of form and a

set of draft readings, CALCULATE displacement (WF),
tons per inch immersion (TPI), and moment to trim
one inch (MT1").
6.6 Given cross curves of stability and the ship's

displacement, CONSTRUCT an uncorrected, statical
stability curve.
FUNDAMENTALS OF STABILITY
Stability is the tendency of a vessel to rotate one way or the
other when forcibly inclined. Stability can be broken down
into several categories, each of which are alternatively
emphasized in designing and operating Navy and Coast Guard
ships.
STABILITY
INITIAL STABILITY - The stability of a ship in the

range from 0 to 7/10 of inclination.
OVERALL STABILITY - A general measure of a ship's

ability to resist capsizing in a given condition of
loading.
DYNAMIC STABILITY - The work done in heeling a ship

to a given angle of heel.
THE LAWS OF BUOYANCY
1. Floating objects possess the property

of buoyancy.
2. A floating body displaces a volume of

water equal in weight to the weight of the
body.
3. A body immersed (or floating) in water

will be buoyed up by a force equal to the
weight of the water displaced.
EXAMPLE OF GRAVITY -VS- BUOYANCY

1 ton of steel 1 ton of steel
If the cube of steel is placed in water it sinks. There is not

enough displaced volume for the forces of buoyancy to act
upon. If the ship�s hull is placed in the water it will float.
The larger volume of the ship's hull allows the forces of
buoyancy to support the hull's weight.
The ship's hull will sink to a draft where the forces of

buoyancy and the forces of gravity are equal.
DISPLACEMENT
The weight of the volume of water that is displaced by the

underwater portion of the hull is equal to the weight of the
ship. This is known as a ship's displacement. The unit of
measurement for displacement is the Long Ton (1 LT = 2240
LBS).
GRAVITY
The force of gravity acts vertically downward through the

ship's center of gravity. The magnitude of the force depends
on the ship's total weight.
UNITS OF MEASURE
Force: A push or pull that tends to
produce motion or a change in motion.
Units: tons, pounds, Newtons, etc.
Parallel forces may be mathematically

summed to produce one "Net Force"
considered to act through one point.
Weight: The force of gravity acting on a

body. This force acts towards the center
of the earth. Units: tons, pounds,
kilograms, etc.
Moment: The tendency of a force to produce

a rotation about a pivot point. This works
like a torque wrench acting on a bolt.
Units: foot tons, Newton meters, etc.
Volume: The number of cubic units in an
object. Units: Cubic feet (FT3), cubic
inches, etc. The volume of any compartment
onboard a ship can be found using the
equation:
Specific The specific volume of a fluid is it�s volume per

unit
Volume: weight. Units: cubic feet per ton

(FT3/LT). The specific volume of liquids
(NSTM 096 Table 096-1) used most
frequently in this unit are:
Salt Water = 35 FT3/LT
Fresh Water = 36 FT3/LT
Diesel Fuel = 43 FT3/LT
CALCULATING THE WEIGHT OF FLOODING WATER

A compartment has the following dimensions:
Length = 20 FT Flooded with salt
Breadth = 20 FT water to a depth
Height = 8 FT of 6 FT
1. First, calculate the volume of water that has been

added to the compartment.
Volume = Length x Breadth x Depth of Flooding Water
= 20 FT x 20 FT x 6 FT
= 2400 FT3
2. Second, divide the volume of water by it�s specific volume.
STABILITY REFERENCE POINTS
M - Metacenter
G - Center of Gravity
B - Center of Buoyancy
K - Keel
K - Keel: The base line reference point from which

all other reference point measurements are compared.
B - Center of Buoyancy: The
geometric center of the ship's
underwater hull body. It is
the point at which all the
forces of buoyancy may be
considered to act in a
vertically upward direction.
The Center of Buoyancy will move as the shape of the

underwater portion of the hull body changes. When the ship
rolls to starboard, "B" moves to starboard, and when the ship
rolls to port, "B" moves to port.
When the ship's hull is made heavier, the drafts increase as

the ship sits deeper in the water. "B" will move up.
When the ship's hull is lightened, the drafts decrease as the

ship sits shallower in the water. "B" will move down.
** The Center of Buoyancy moves
in the same direction as the
ship�s waterline. **
G - Center of Gravity: The

point at which all forces of
gravity acting on the ship
can be considered to act. "G"
is the center of mass of the
vessel. The position of "G"
is dependent upon the
distribution of weights
within the ship. As the
distribution of weights is
altered, the position of "G"
will react as follows:
1. "G" moves towards a weight addition
2. "G" moves away from a weight removal
3. "G" moves in the same direction as a weight shift

M - Metacenter: As the ship
is inclined through small
angles of heel, the lines of
buoyant force intersect at a
point called the metacenter.
As the ship is inclined, the

center of buoyancy moves in
an arc as it continues to
seek the geometric center of
the underwater hull body.
This arc describes the
metacentric radius.
As the ship continues to heel

in excess of 7-10 degrees,
the metacenter will move as
shown.
The position of the metacenter is a function of the position

of the center of buoyancy, thus a function of the displacement
of the ship. The position of "M" moves as follows:
As the Center of Buoyancy moves up, the

Metacenter moves down.
As the Center of Buoyancy moves down, the

Metacenter moves up.
LINEAR MEASUREMENTS IN STABILITY
KG - Height of the ship�s Center of Gravity the

above Keel: This measurement is found in section
II(a) of the DC Book for several conditions of
loading. To find "KG" for loading conditions other
than those in the DC Book, calculations must be
performed.
KM - Height of Metacenter above the Keel: This

measurement is found by using the Draft Diagram and
Functions of Form Curves located in section II(a) of
the DC Book.
GM - Metacentric Height: This measurement is

calculated by subtracting KG from KM (GM = KM - KG).
GM is a measure of the ship's initial stability.
BM - Metacentric Radius: The distance between the

Center of Buoyancy and the Metacenter. It is
actually the radius of the circle for the movements
of "B" at small angles of heel.
THE STABILITY TRIANGLE

When a ship is inclined, the center of buoyancy shifts off
centerline while the center of gravity remains in the same
location. Since the forces of buoyancy and gravity are equal
and act along parallel lines, but in opposite directions, a
rotation is developed. This is called a couple, two moments
acting simultaneously to produce rotation. This rotation
returns the ship to where the forces of buoyancy and gravity
balance out.
The distance between the forces of buoyancy and gravity is

known as the ship�s righting arm. As shown above, the righting
arm is a perpendicular line drawn from the center of gravity
to the point of intersection on the force of buoyancy line.
For small angles of heel (0o through 7o to 10o, metacenter

doesn�t move), the value for the ship�s righting arm (GZ) may
be found by using trigonometry:
Using the Sine function to solve for the righting arm:
With initial stability (0o to 7o-10o) the metacenter does not

move, and the Sine function is almost linear (a straight
line.) Therefore, the size of the ship�s Righting Arm, GZ, is
directly proportional to the size of the ship�s Metacentric
Height, GM. Thus, GM is a good measure of the ship�s initial
stability.
RIGHTING MOMENT (RM)

The Righting Moment is the best measure of a ship's overall
stability. It describes the ship's true tendency to resist
inclination and return to equilibrium. The Righting Moment is
equal to the ship�s Righting Arm multiplied by the ship�s
displacement.
Example:
A destroyer displaces 6000 LT and has a righting arm of 2.4 FT

when inclined to 40 degrees. What is the ship�s Righting
Moment?
RM = 2.4 FT x 6000 LT
RM = 14,400 FT-Tons (pronounced "foot tons")
STABILITY CONDITIONS
The positions of Gravity and the Metacenter will indicate the
initial stability of a ship. Following damage, the ship will
assume one of the following three stability conditions:
POSITIVE STABILITY
The metacenter is located above

the ship�s center of gravity. As
the ship is inclined, Righting
Arms are created which tend to
return the ship to it�s original,
vertical position.
NEUTRAL STABILITY
The metacenter and the ship�s

center of gravity are in the same
location. As the ship is inclined,
no Righting Arms are created.
(until the metacenter starts to
move after the ship is inclined
past 7o-10o)
NEGATIVE STABILITY
The ship�s center of gravity is

located above the metacenter. As
the ship is inclined, negative
Righting Arms (called upsetting
arms) are created which tend to
capsize the ship.
STATICAL STABILITY CURVE (RIGHTING ARM

CURVE)
When a ship is inclined through all angles of heel, and the
righting arm for each angle is measured, the statical
stability curve is produced. This curve is a "snapshot" of the
ship's stability at that particular loading condition.
Much information can be obtained from this curve, including:
Range of Stability: This ship will generate Righting Arms when

inclined from 0o to approximately 74o. (This curve usually
assumes that the entire superstructure is watertight.)
Maximum Righting Arm: The largest separation between the

forces of buoyancy and gravity. This is where the ship exerts
the most energy to right itself.
Angle of Maximum Righting Arm: The angle of inclination where

the maximum Righting Arm occurs.
Danger Angle: One half the angle of the maximum Righting Arm.
SHIP'S HULL MARKINGS
Calculative Draft Marks

Used for determining displacement and other properties of the
ship for stability and damage control. These draft marks
indicate the depth of the keel (baseline) below the waterline.
Two possible marking systems:
a. Roman numerals 3" in height (prior to 1972)
b. Arabic numerals 6" in height
Navigational Draft Marks
Ship�s operating drafts. These draft marks include the depth

of any projections below the keel of the ship.
a. Arabic numerals 6" in height
Limiting Draft Marks
"...installed on those ships whose limiting displacements are

known. As limiting displacements are determined, such markings
will be installed. If such drafts are exceeded, it means
jeopardizing the ship's ability to survive damage or heavy
weather." (NSTM 079 - 14.26)
Limiting drafts are assigned to maintain reserve buoyancy

(freeboard) prior to damage, and to prevent excessive hull
stresses as a result of overloading.
Plimsoll Marks (Load lines)
Markings of minimum allowable freeboard for registered cargo-

carrying ships. Located amidships on both the port and
starboard sides the ship.
Since the required minimum freeboard varies with water density

and severity of weather, different markings are used for:
- TF - Tropical Fresh Water

- F - Fresh Water
- T - Tropical Water (sea water)
- S - Standard Summer
- W - Winter
- WNA - Winter North Atlantic

DRAFT DIAGRAM AND FUNCTIONS OF FORM
The Draft Diagram is a nomogram located in section II(a) of
the Damage Control Book. Each ship platform will have its own
Draft Diagram and it may vary between individual ships. It is
used for determining the ship�s displacement, as well as other
properties of the ship, including:
- Moment to Trim One Inch (MT1")
- Tons per Inch Immersion (TPI)
- Height of Metacenter (KM)
- Longitudinal Center of Flotation (LCF)
- Longitudinal Center of Buoyancy (LCB)
Instructions for use:
1. Draw a straight line (LINE #1) between

the ship's forward and aft draft readings
(use calculative drafts)
2. Where LINE #1 intersects the

Displacement Curve is the ship's
displacement at those given drafts.
3. Draw a horizontal line (LINE #2)

through the ship's displacement. (Hint:
When the forward and aft drafts are equal,
the line is horizontal)
4. MT1", TPI, KM, and LCB are determined using LINE #2.
5. Draw a vertical line (LINE #3) through

the ship's displacement (There is no way
to ensure this line is vertical - just
eyeball it.)
6. Where LINE #3 intersects the LCF Curve

is the ship's LCF for the given drafts.
Example:
FFG-21 has the following drafts: Forward: 14'0" Aft: 15'6"
Find: 1. Ship's Displacement: 3600 LT
2. KM: 22.37 FT
3. MT1": 758 FT-Ton per Inch
4. TPI: 32.2 LT per Inch
5. LCB: 2.1 FT Aft of Midships
6. LCF: 24 FT Aft of Midships

CROSS CURVES OF STABILITY
The Cross Curves Of Stability are used to determine the length
of the righting arm at any angle of inclination for a given
displacement. Using the ship's displacement (from the Draft
Diagram and Functions of Form) a statical stability curve for
the ship can be constructed.
Instructions for use:
1. Enter the ship�s displacement along the

horizontal axis.
2. Draw a vertical line at the ship's

displacement. (Hint: "tick marks" are
located along the top of the curve to
assist in drawing this vertical line)
3. The displacement line will cross each

"angle of inclination" curve at various
points.
4. The righting arm for each angle of

inclination is read along the vertical
axis (left side).
5. Each righting arm is plotted at the

corresponding angle of inclination on the
"Statical Stability Curve Plotting Sheet"
or on regular graph paper.
MEDIA: Classroom lecture with visual media

6.2)
6.7 DESCRIBE the movement of stability reference

points as a function of weight shifts, additions and
removals.
6.8 DESCRIBE the impact on stability caused by the

addition, removal, or shift of weight.
6.9 Given a summary of shipboard weight groups and

their locations relative to the keel and midships
perpendicular, CALCULATE the vertical and transverse
position of the ship's center of gravity.
6.10 Given a specified loading condition and a
ship's DC book, CALCULATE the sine and cosine
corrections caused by a weight addition, removal or
shift.
6.11 Given a ship's DC book, PREPARE, LABEL, and

apply sine and cosine corrections to an uncorrected
statical stability curve.
VERTICAL WEIGHT SHIFTS

Shifting weight vertically, no matter where onboard it is,
will always cause the ship�s center of gravity to move in the
same direction as the weight shift.
To calculate the height of the ship�s center of gravity after

a vertical weight shift, the following equation is used:
KGO = The original height of the ship�s center of gravity (FT)
WO = The ship's displacement prior to

shifting weight (LT)
w = The amount of weight shifted (LT)
kg = The vertical distance the weight was shifted (FT)
WF = The ship�s displacement after shifting the weight (LT)
� = When the weight is shifted up use (+)
When the weight is shifted down use (-)

Example Problem
10 LT of ammunition are shifted up 30 FT. WO is 3500 LT and KGo

is 18.5 FT. What is the new height of the ship�s center of
gravity (KG1)?
VERTICAL WEIGHT ADDITIONS/REMOVALS

When weight is added or removed to/from a ship, the vertical
shift in the center of gravity is found using the same
equation.
KGO = The original height of the ship�s center of gravity (FT)
WO = Ship's displacement prior to

adding/removing weight (LT)
w = The amount of weight added or removed (LT)
kg = The height of the center of gravity of the

added/removed weight above the keel (FT)
WF = The ship�s displacement after adding/removing the weight
� = When the weight is added use (+)
When the weight is removed use (-)
Example Problem
A 30 LT crate is added 35 FT above the keel. W0 is 3500 LT and

KG0 is 18 FT. What is the new height of the ship�s center of
gravity (KG1)?
SINE CORRECTION
From Lesson 4.01, when the ship's center of gravity is shifted
vertically, the length of the righting arm is affected. The
Sine Correction is applied to the Righting Arm Curve to
reflect the increase/decrease in GZ.
When gravity rises from position G to position G1, the righting
arm is reduced from length GZ to length G1Z1. The distance the
righting arm was reduced is shown by length GT.
The value of length GT varies by the sine function of the

angle of inclination. To correct the righting arm curve, the
Sine Correction curve is plotted using the equation:
The Sine Correction curve is applied directly to the righting

arm curve, and indicates exactly how much righting arm has
been lost due to the higher position of G throughout the range
of stability.
For this example, GG1 is 0.25FT. When plotting the Sine
Correction curve, instead of plotting points for all degrees
of heel, remember these three rules:
1. Sine 0 = 0, therefore the Sine Correction at 0 is:
2. Sine 30= 0.5, therefore the Sine Correction at 30is:
3. Sine 90 = 1.0, therefore the Sine Correction at 90 is:
Connect the three points with a straight edge. The region

between the Sine Correction curve and the original curve
(known as the uncorrected curve) represents the remaining
righting arms.
There are two methods to draw the corrected righting arm
curve:
1) Using dividers, place the upper end on the

uncorrected curve and the lower end on the Sine
Correction curve. Next, move the lower end of
the dividers down to the base line of the graph
and plot a point at the upper end of the
dividers. Repeat this process every ten degrees
and connect the dots.
2) Using dividers, place the upper end on the

Sine Correction curve and the lower end on the
baseline of the graph. Next, move the upper end
of the dividers up to the uncorrected curve.
Plot a point at the lower end of the dividers.
Repeat this process every ten degrees and
connect the dots.
HORIZONTAL WEIGHT SHIFTS

Shifting weight horizontally, no matter where onboard it is,
will always cause the ship�s center of gravity to move in the
same direction as the weight shift. NOTE: A weight shift
causing the ship�s center of gravity to move off centerline
will always reduce the stability of the ship.
To calculate the horizontal movement of the ship�s center of

gravity, the following equation is used:
w = The amount of weight shifted (LT)
d = The horizontal distance the weight is shifted (FT)
WF = The ship�s displacement after the weight is shifted (LT)
Example Problem
A 50 LT weight is shifted 40 FT to starboard. WO is 3200 LT.
What is the change in the center of gravity (GG2)?
HORIZONTAL WEIGHT ADDITIONS/REMOVALS

When an off-center weight is added or removed to/from a ship,
the ship�s center of gravity will move off centerline, the
ship will develop a list.
To calculate the horizontal movement of the ship�s center of

gravity after adding/removing an off-center weight, the same
equation is used:
w = The amount of weight added/removed (LT)
d = The distance from the center of gravity of

the weight to the ship�s centerline (FT)
WF = The ship�s displacement after the weight is shifted (LT)

Example Problem
50 LT of stores is loaded onto the flight deck, 30 FT from

centerline. WO is 4800 LT. What is the change in the center of
gravity (GG2)?
COSINE CORRECTION
When the ship's center of gravity is shifted off centerline,
the length of the righting arm is affected. The Cosine
Correction is applied to the Righting Arm Curve to reflect the
increase/decrease in GZ.
When gravity moves from position G to position G2, the righting
arm is reduced from length GZ to length G2Z2. The distance the
righting arm was reduced is shown by length GP.
The value of length GP varies by the cosine function of the

angle of inclination. To correct the righting arm curve, the
Cosine Correction curve is plotted using the equation:
The Cosine Correction curve is applied directly to the

righting arm curve, and indicates exactly how much righting
arm has been lost due G located off centerline, throughout the
range of stability.
For this example, GG2 is 0.50FT. When plotting the Cosine

Correction curve, instead of plotting points for all degrees
of heel, remember these three rules:
1. Cosine 0 = 1.0, therefore the Cosine Correction at 0 is:
2. Cosine 60= 0.5, therefore the Cosine Correction at 60is:

3. Cosine 90 = 0, therefore the Cosine Correction at 90 is:
Connect the three points with a straight edge. The region

between the Cosine Correction curve and the original curve
(known as the uncorrected curve) represents the remaining
righting arms.
The righting arm curve can be corrected with the Cosine

Correction curve using either of the methods listed for
correcting the sine curve.
Whenever weight is added or removed to/from a ship, the ship�s
center of gravity rarely moves in only one direction.
Fortunately, the effects are cumulative. First, calculate the
vertical shift in the center of gravity and correct the
statical stability curve using the sine correction. Next,
calculate the horizontal shift in the center of gravity and
correct the once corrected statical stability curve with the
cosine correction. The result is the final statical stability
curve.
STABILITY DATA CALCULATION SHEET
It is often desirable to consider the effects of several
weights at once when calculating the vertical and horizontal
changes of the ship�s center of gravity. The Stability Data
Calculation Sheet is a tabular form used to calculate the net
vertical and horizontal moments created by several weight
movements.
DIRECTIONS FOR USE

ORIGINAL CONDITIONS:
1. Displacement (WO) is found using the draft

diagram and functions of form. (LT)
2. KGO is found in section II(a) of the DC Book,

in the summary of the loading condition you are
closest to. (FT)
3. Free Surface Effect in the ship�s tanks is

found in section II(a) of the DC Book, in the
summary of the loading condition you are
closest to. (FT)
4. Assumed Center of Gravity (KGA) is found at

the top of the cross curves of stability. (FT)
COLUMNS 1 THROUGH 10:
1. Self explanatory.
2. Is the weight added/removed from the port,

starboard, or centerline. If the weight is
shifted, indicate the direction shifted. (P, S,
CL)
3. Compartment volume (Length x Breadth x Depth) (FT)
4. Weight added, removed, or shifted. If due to

flooding, divide the compartment volume by 35
FT3/LT for saltwater, or 36 FT3/LT for fresh
water. (LT)
5. For weight additions/removals, distance from

the keel to the center of gravity of the
weight. For weight shifts, the vertical
distance shifted. (FT)
6. For weight additions/removals, distance from

the ship�s centerline to the center of gravity
of the weight. For weight shifts, the
horizontal distance shifted. (FT)
7. Multiply columns 4 and 5. For weight

additions or upward weight shifts, place the
answer in column 7a. For weight removals or
downward weight shifts, place the answer in
column 7b. (FT-Tons)
8. If the compartment is not flooded 100%,
calculate the Free Surface Effect. (FT)
9. If the compartment is not flooded 100%, is

open to the sea, and is off centerline or
asymmetrical about centerline, calculate the
Free Communication Effect. (FT)
10. Multiply columns 4 and 6. If the weight

addition, removal, or shift would cause the
vessel to list to starboard, place the answer
in column 10a. If the weight addition, removal,
or shift would cause the vessel to list to
port, place the answer in column 10b. (FT-Tons)
FINAL CONDITIONS:
1. Final Displacement (WF) is found by

adding/subtracting the net column 4 weights.
(LT)
2. Net Vertical Moment (NVM) is the difference

between the totals of column 7a and 7b. If the
total of column 7a is greater, NVM is positive
(+). If the total of column 7b is greater, NVM
is negative (-). (FT-Tons)
3. Solve the KG1 equation using the Net Vertical

Moment. (FT)
4. Calculate Total Virtual Rise in gravity by

adding columns 8 and 9 and any Free Surface in
the ship�s tanks. (FT)
5. KGF is found by adding KG1 and any virtual

rise of gravity. This is used to help plot the
righting arm curve. (FT)
6. The Sine Correction (GG1) is the total

vertical change in the ship�s center of
gravity. (FT)
7. The Net Inclining Moment (NIM) is the

difference between the totals of columns 10a
and 10b. If the total of column 10a is greater,
the ship will list to starboard, if column 10b
is greater, the ship will list to port. (FT-
Tons)
8. The Cosine Correction (GG2) is the total

horizontal change in the ship�s center of
gravity. (FT)
GIVEN: Draft FWD: 14 FT 4 IN
AFT: 15 FT 7 IN
KGO: 19.0 FT
F/STANKS: 0.36 FT
FIND: WF
Sine Correction (GG1)
Cosine Correction (GG2)
Final Maximum Righting Arm
Angle of List

LESSON TOPIC: 4.3 TITLE: LOOSE WATER
MEDIA: Classroom lecture with visual

media, FFG-7 Stability Trainer
6.0 EVALUATE shipboard stability by analyzing

weight and moment considerations. (JTI 3.2.1,
6.0, 6.1, 6.2)
6.12 EXPLAIN why Free Surface Effect impairs

stability.
6.13 COMPUTE and DESCRIBE the impairment to

stability caused by partial flooding in an
intact compartment.
6.14 DESCRIBE the methods to reduce Free Surface

Effect.
6.15 EXPLAIN why Free Communication Effect impairs

stability.
6.16 COMPUTE and DESCRIBE the impairment to

stability caused by partial flooding in an off-
center compartment which is open to the sea.
6.17 DESCRIBE how pocketing, surface
permeability, and size of hole, impact Free
Surface Effect and Free Communication Effect.
6.18 Given an uncorrected statical stability

curve, CORRECT the curve for Free Surface
Effect and Free Communication Effect.
LOOSE WATER
Loose Water is the shifting of liquid from side to side as a
ship rolls. Water that partially fills a compartment, as a
result of underwater damage, drainage, or fire fighting, is
Loose Water.
FREE SURFACE EFFECT

Liquid that only partially fills a compartment is said to have
a free surface that tends to remain horizontal (parallel to
the waterline). When the ship is inclined, the liquid flows to
the lower side (in the direction of inclination), increasing
the inclining moment.
Background:
If the tank contains a solid weight, and the ship is inclined,

the center of buoyancy shifts in the direction of the
inclination and righting arms (GZ) are formed.
Replacing the solid with a liquid of the same weight, when the
ship is inclined, the surface of the liquid remains
horizontal. This results in a transfer of "a wedge of water,"
which is equivalent to a horizontal shift of weight, causing
gravity to shift from G0 to G2.
The wedge of water transferred increases as the angle of
inclination increases, therefore, the center of gravity shifts
a different amount for each inclination.
Due to the horizontal shift of the center of gravity, the

righting arm is now G2Z2. To determine the effect on stability,
a vertical line is projected upward through G2 (see below).
Where this line crosses the ship�s centerline is labeled G3.
The righting arm G3Z3 is the same length as the righting arm
G2Z2. Therefore, moving the ship�s center of gravity to
position G2 or G3 yields the same effect on stability. Movement
from G0 to G3 is referred to as a Virtual Rise of the center
gravity.
To calculate the virtual rise in the center of gravity due to
the Free Surface Effect, use the following equation:
B = The breadth (width) of the compartment
L = The length of the compartment
WF = The ship�s final displacement (after flooding water

added)
FACTORS EFFECTING FREE SURFACE EFFECT
POCKETING
Free Surface Effect can be reduced, to some extent, by

creating pocketing. Pocketing occurs when the surface of the
liquid contacts the top or bottom of the tank, reducing the
breadth (B) of the free surface area.
Pocketing with top of tank. Pocketing with bottom of tank.
Since the effects of pocketing can not be calculated, it is an

indeterminate safety factor. The Free Surface correction will
therefore indicate less overall stability than actually
exists.
SURFACE PERMEABILITY
Impermeable objects (engines, pumps, piping systems, etc)

inside a flooded space project through and above the liquid
surface. These objects inhibit the moving water and the
"shifting of the wedge" may or may not be complete, thus
reducing Free Surface Effect. The impermeable objects also
occupy volume, reducing the amount of flooding water (movable
weight) that can fill the space.
SWASH BULKHEADS (BAFFLE PLATES)
In addition to some structural support, these bulkheads are

designed to reduce Free Surface Effect. They are longitudinal
bulkheads that hinder, but do not prevent, the flow of liquid
from side to side as the ship rolls or heels. They are found
in tanks, voids, double bottoms, bilges, etc.
SLUICE VALVES
Sluice valves allow opposing tanks to be cross-connected. When

large, partially filled tanks are connected, Free Surface
Effect increases, and the vessel becomes less stable. Ships
like oilers and tenders use these valves to create long, slow
roll periods during ammunition handling and refueling.
Sluice Valve Closed: Sluice Valve Open:
FREE SURFACE EFFECT
1. FSE increases with increased length and width of

compartment
2. FSE increases when displacement decreases (de-ballasting)
3. FSE is independent of the depth of the liquid
Example Problem
The firemain ruptures, flooding space 1-130-0-L with three

feet of saltwater. Displacement prior to flooding was 4530 LT.
The dimensions of the space are: L=30FT B=42FT H=8FT
1. Calculate the weight added by the flooding water:
2. Calculate the new displacement:
3. Calculate the virtual rise in G due to Free Surface Effect:
FREE COMMUNICATION EFFECT

Free Communication Effect occurs when the ship�s hull is
ruptured, allowing sea water to flow in and out as the ship
rolls. This continuous weight addition and removal causes a
horizontal shift in the center of gravity, which then equates
to another virtual rise in the center gravity.
Three conditions must exist for Free Communication Effect:
1. The compartment must be open to the sea.
2. The compartment must be partially

flooded.
3. The compartment must be off

centerline or asymmetrical about
centerline.
When the vessel below is inclined, it experiences a horizontal

weight shift due to the Free Surface Effect. The center of
gravity shifts from G0 to G2. The center of gravity is shifted
further from centerline due to the flooding weight
addition/removal as the ship rolls. This reduces the righting
arm from G2Z2 to G4Z4. By extending the line of gravitational
force up to the centerline, position G5 is found. This increase
from G3 to G5 is the virtual rise of gravity due to the Free
Communication Effect.
The virtual rise in the center of gravity due to the Free
Communication Effect (G3G5) is found using the equation:
B = Breadth (width) of the compartment (FT)
L = Length of the compartment (FT)
Y = The distance from the center of

gravity of the compartment to the
Centerline of the ship (FT)
WF = The ship's displacement following damage (LT)
The factors which minimize Free Surface Effect (pocketing,

surface permeability, swash bulkheads, etc) will also minimize
Free Communication Effect. There is one additional factor
associated with Free Communication: the size of the hole in
the ship.
How the size of the hole affects Free Communication is not

something that can be calculated. The FCE equation does not
account for the hole. Basically, if the hole is small, less
water will be added/removed to/from the ship. The larger the
hole, the closer Free Communication Effect is to it�s
calculated value.
Example Problem
The vessel below (viewed from stern) has a hole in the

starboard side of compartment 3-82-0-L. Displacement prior to
damage was 3700 LT. Flooding depth is 5 FT. Calculate the
total virtual rise in the center of gravity (FSE + FCE).
Compartment length is 30 FT.
1. Calculate the weight added due to flooding water:
2. Calculate the ship's final displacement:

3. Calculate the virtual rise in G due to Free Surface Effect:
4. Determine the distance "Y" for calculating the

Free Communication Effect:
The center of the compartment is 13.5 FT from the

inboard bulkhead, and the ship�s centerline is 9 FT
from the inboard bulkhead.
5. Calculate the virtual rise in G due to Free

Communication Effect:
6. Calculate the total virtual rise in the center of gravity:

LESSON TOPIC: 4.4 TITLE: TRIM AND DRAFT


6.2)
6.19 EXPLAIN why trim and loading affect intact

stability.
6.20 COMPUTE the impact of longitudinal weight

shifts, additions, and removals on the ship's trim
and drafts.
6.21 Given a specified loading condition and draft

readings, CALCULATE the required movement of solid
or liquid loads to bring the ship to within
acceptable limits of trim.
6.22 Given a predetermined amount of flooding

damage, COMPUTE final trim and drafts.
6.23 DEFINE drag, trim, trimming moment, trimming

arm, longitudinal center of flotation, parallel
rise, parallel sinkage, and plunging.
6.24 DESCRIBE the movement of longitudinal stability

reference points caused by weight shifts, additions,
and removals.
LONGITUDINAL STABILITY AND TRIM
Design Waterline (DWL): The waterline at which the ship

is designed to float in the
full load condition.
Corresponds to a line in the

middle of boot-topping of the
ship.
A vertical line drawn at the

point of intersection of the
Forward Perpendicular (FP): DWL and the stem of the ship.
Important in the study of

longitudinal stability as well
as in frame numbering.
A vertical line drawn at the

point of intersection of the
DWL and the stern of the ship.
Aft Perpendicular (AP):
Length Between Perpendiculars Distance from the FP to the AP.

(LBP):
Found in the DC Book Part 1(a),
and/or in the booklet of
general plans. When not found
there, use the Length Between
Draft Marks (LBD) usually found
on the Draft Diagram and
Functions of Form.
Midships Perpendicular (MP): A vertical line intersecting

the ship's centerline, half the
distance between the FP and AP.
Symbol
Longitudinal Center of Geometric center of the ship's

Flotation (LCF): waterline plane. The ship trims
about this point.
May be forward or aft of the MP

depending on the ship's hull
shape at the waterline.
Center of Flotation Distance: Distance from the LCF to the

MP. Found using the Draft
Diagram and Functions of Form,
as a function of displacement.
Used to distribute changes of
trim between the fwd and aft
drafts.
Center of Buoyancy (LCB): The point through which the

forces of buoyancy act,
longitudinally.
Drag:
A design feature where the

draft aft is greater than the
draft forward.
Primarily done to increase

propulsion plant effectiveness.
Trim: The difference between the

forward and after drafts, in
excess of design drag.
Parallel Rise/Sinkage (PR/PS):
When weight is removed/added

from/to a ship at LCF, the
forward and aft drafts will
change by the same amount.
Change in Trim (CT): The sum total of the absolute

values of the change in forward
and after drafts. EXAMPLE:
DFWD DAFT Trim
Original: 20FT 18FT 2FT b/b
Final: 16FT 21FT 5FT b/s
Change: -4FT +3FT 7FT b/s
The distance from the center of

gravity of the weight to the
Trimming Arm (TA): LCF. If the weight is shifted,
TA is the distance shifted.
Moment about the LCF produced by

weight additions, removals, or
Trimming Moment (TM): shifts.
, where w is the
amount of weight added, removed,
or shifted.
The moment necessary to produce

a change in trim (CT) of one
Moment to Trim One Inch inch. Found using the Draft
(MT1"): Diagram and Functions of Form.
The number of Long Tons added or

removed necessary to produce a
Tons Per Inch Immersion (TPI): change in mean draft of one
inch. (in salt water)
LONGITUDINAL WEIGHT SHIFTS

When a weight is shifted longitudinally (fore 'n' aft) the net
effect on a ship is similar to a see-saw, one end goes up and
the other goes down. The pivot of the "see-saw" is located at
the Longitudinal Center of Flotation (LCF).
To calculate the effect of shifting a weight longitudinally on
the ship�s drafts, follow these steps:
1. Calculate the Trimming Moment (TM):
2. Calculate the Change in Trim (CT):
3. Calculate the change in forward draft (dFWD):
The + or - sign depends on the location of LCF. If

LCF is aft of MP use "+" and if LCF is forward of MP
use "-".
4. Calculate the change in aft draft (dAFT):
NOTE: If the weight was shifted forward, dFWD will be

positive and dAFT will be negative. If the weight was
shifted aft, dAFT will be positive and dFWD will be
negative.
Example Problem
The FOWK just completed a transfer of 6500 gallons of diesel

fuel (diesel = 322 Gallons/LT). The fuel is now located 135 FT
forward of it�s original position. Prior to transfer, the
ship�s drafts were 16�9" fwd and 17�3" aft. Design Drag is 0.
LBP is 450 FT, MT1"=825 FT-Tons/inch and LCF is 24 FT aft of

MP. The CHENG wants to know the new drafts and trim.
1. Calculate weight of fuel transferred:
2. Calculate the trimming moment:
3. Calculate the change in trim:
4. Calculate the change in forward draft:
5. Calculate the change in aft draft:
NOTE: Since the weight was shifted forward, the draft change
at the bow is positive, and at the stern is negative.
6. Determine the new drafts and trim:
Forward Aft Trim

Original: 16'9.00" 17'3.00" 6.0" b/s
Change: + 1.83" - 1.47" 3.3" b/b
Final: 16'10.83" 17'1.53" 2.7" b/s
LONGITUDINAL WEIGHT ADDITIONS AND

REMOVALS
When weight is added or removed to/from a ship, the effects on
longitudinal stability are evaluated as well. With the weight
change, two things will happen:
1. The ship will sink or rise a few inches
2. The ship will trim about the Center of Flotation (LCF)
The easiest way to calculate the draft changes due to a weight

addition/removal not located at LCF is to divide the weight
change into two steps. First, assume the weight is added at
LCF:
The added weight causes the entire ship to sink symmetrically

in the water. This is called Parallel Sinkage. If the weight
was removed, the ship would rise symmetrically out of the
water, called Parallel Rise. To calculate the amount each
draft changes due to parallel sinkage/parallel rise (PS/PR)
use:
Next, transfer the weight from LCF to it's actual location.
Although the weight was never really added at LCF then
shifted, the end mathematical result will be the same as when
the weight was added directly to it�s actual location.
This step of moving the weight to it�s actual location is

identical to a weight shift problem. Again, to determine the
change in the ship�s drafts due to trim:
3. Calculate the change in forward draft (dFWD):

The + or - sign depends on the location of LCF. If
LCF is aft of MP use "+" and if LCF is forward of MP
use "-".
4. Calculate the change in aft draft (dAFT):
NOTE: If the weight was shifted forward, dFWD will be positive

and dAFT will be negative. If the weight was shifted aft, dAFT
will be positive and dFWD will be negative.
The final step is to calculate the total change in draft

forward and draft aft by considering both Parallel
Rise/Sinkage and change in trim:
Example Problem
During VERTREP, all JP-5 in tanks 5-328-0-J and 5-344-0-J is

transferred. The Liquid Loading Report shows 57 LT in these
tanks prior to transfer. The center of gravity of the combined
tanks is 146 FT aft of MP. The CHENG wants to know the new
drafts and new trim of the ship. Design Drag is 1�6" by stern.
LBP = 408FT MT1" = 775 FT-Ton/inch TPI = 32.4 LT/inch
DraftFWD = 14�6" DraftAFT = 15�0" LCF = 24FT aft of MP

1. Calculate parallel rise (PR):
2. Determine the Trimming Arm (TA):
5. Calculate the change in draft forward due to trim (dFWD):
6. Calculate the change in draft aft due to trim (dAFT):

Since weight was removed aft, this is a forward trimming
moment. The forward draft will increase and the stern draft
will decrease.
7. Calculate the total change in draft forward (DRAFTFWD):
8. Calculate the total change in draft aft (DRAFTAFT):
9. Calculate the final drafts and ship�s trim:
FWD Draft AFT Draft Trim
Original: 14� 6.00" 15� 0.00" 1�0.00" by the bow
Change: +3.25" -5.72" 8.97" by the bow
New: 14� 9.25" 14� 6.28" 1�8.97" by the bow
EFFECT OF TRIM ON STABILITY

The Draft Diagram & Functions of Form and Cross Curves of
Stability are prepared for ships based on the design
condition: No Trim. For most surface ships, so long as trim
does not become excessive (more than 1% of the length) these
curves are still applicable.
RULES OF THUMB FOR TRIM
1. Maximum acceptable Trim is 1% LBP
2. Follow Liquid Loading Instructions
3. Watch for Hogging and Sagging Stresses
PLUNGING
Definition: When the Trimming Moment exceeds the Longitudinal
Righting Moment, and the ship sinks by the bow or the stern.
Loss of ships by plunging occurs more often in the merchant or

auxiliary type ship than in the combatant type, although some
destroyers have been lost in this manner. Merchant ships have
much larger compartments, and the flooding of these
compartments at the bow or stern trims the ship heavily.
TRIM CALCULATION SHEET

It is often desirable to consider the effects of several
weights at once when computing draft changes. The Trim
Calculation Sheet is a tabular form used to calculate the net
trimming moment created by several weight movements.
DIRECTIONS FOR USE
1. In columns 1 and 2, describe the weight, tank

number, flooded compartment, etc. and determine the
weight (Long Tons) of each object.
2. Sum total the weights in column 2 to calculate

the net weight addition or removal.
3. In column 3, determine the Trimming Arm (TA), the

distance from the center of gravity of the weight to
the ship�s LCF.
4. In either column 4 or 5, calculate the Trimming

Moment by multiplying each weight by it�s Trimming
Arm. A weight change causing the bow to sink lower
in the water is a forward trimming moment, a weight
change causing the stern to sink lower in the water
is an aft trimming moment.
5. Sum total the forward trimming moments and aft

trimming moments in columns 4 and 5. Take the
difference between these totals as the NET Trimming
Moment (will either be forward or aft based on the
greater column total.)
6. Calculate Parallel Rise or Parallel Sinkage

(PR/PS). Divide the net weight addition/removal by
Tons per Inch Immersion (TPI, found using Draft
Diagram and Functions of Form and ORIGINAL
DISPLACEMENT.)
7. Calculate the Change in Trim (CT). Divide the net

trimming moment by the Moment to Change Trim by 1"
(MT1", found using Draft Diagram and Functions of
Form and FINAL DISPLACEMENT.)
8. Calculate the change in draft forward due to trim

(dFWD) and change in draft aft due to trim (dAFT)
using the equations. If the net trimming moment was
forward, dFWD is positive and dAFT is negative. If
the net trimming moment is aft, dAFT is positive and
dFWD is negative.
9. Fill in the box in the lower right corner by

applying all changes to the original conditions.
Example Problem: USS STEPHEN W. GROVES (FFG

29)
Original Drafts: Fwd: 15'0" Aft: 15'3" LBP = 408 FT
1. 200 LT is added 20 FT forward of MP
2. 20 LT is removed 80 FT forward of MP
3. 50 LT is removed 30 FT aft of MP
4. 40 LT is shifted forward 20 FT
FIND: New drafts and new trim

6.0 EVALUATE shipboard stability by

evaluating weight and moment
considerations. (JTI 3.2.1, 6.0, 6.1, 6.2)
6.25 DESCRIBE initial actions required to

preserve stability during an unintentional
grounding with respect to ballasting,
weight additions, weight shifts, and
jettisoning.
6.26 CALCULATE the effect on the ship's

center of gravity from docking, beaching,
or grounding.
6.27 DESCRIBE the hull stresses created

and the appropriate actions to alleviate
them when docking, beaching, or grounding.
6.28 DESCRIBE and CALCULATE critical
draft.
6.29 DESCRIBE the contents and usage of

the Docking Plan, Hull History, and Hull
Penetrations Drawing when planning a
drydocking.
6.30 DESCRIBE the Docking Master's

responsibilities to the ship, and the
crew's responsibilities to the Docking
Master regarding the addition, removal, or
movement of weights while in drydock.
6.31 DESCRIBE the problems associated with

the unavailability of the ship's firemain
system while in the drydock.
6.32 STATE various compartments which must

be sounded or observed during docking and
undocking.
DRYDOCKING
Situations in which drydocking may be required for your
vessel:
OVERHAUL - Scheduled overhauls as established by

CNO. The Fleet Modernization Program (FMP) has
extended the overhaul cycle which varies from ship
to ship, sometimes as long as 7 years.
EMERGENCIES - Serious hull damage following a

collision, grounding, or battle damage. Often
necessary to prevent the ship from sinking.
REPAIRS TO UNDERWATER FITTINGS - Any underwater work

beyond the capacity of divers.
REMOVE FOULING OF THE HULL - Marine growth resulting

in loss of speed, greater fuel consumption, and
reduced plant efficiency. Due to funding, this is
now the least common reason for drydocking. Navy
Divers have the capability to clean the hull while
the ship is still afloat.
6 MONTHS PRIOR TO DOCKING
1. Remind your CPOs that docking will be a good

opportunity to overhaul or replace the skin valves
in your division�s compartments.
2. Order any replacements for skin valves, be sure

to get requisition numbers from Supply.
3. Route a memo to the MPA, AUX-O, ASWO, and WEPS so

that they can do the same, but make it clear that
they will be responsible for obtaining and replacing
their own skin valves.
4. Ensure all jobs required to be done to your

systems and gear are in the ship�s CSMP file so that
they will be picked up in the contract.
DOCKING PLANNING CONFERENCE

The DCA is responsible to ensure the following services are
written into the contract:
60 Hz, 450 VAC
250 VDC
CHT Connections
LP Air
Firemain
Sea water service for diesel or A/C plant
DOCKING ARRANGEMENTS
All details are worked out in advance by the Docking Master,
SUPSHIPS representative, and the Commanding Officer. Although
the following details may not necessarily be your
responsibility, they are considerations for docking:
1. Time and date of docking
2. Tugs and pilot to be used
3. Whether bow or stern enter the dock first
4. Proper conditions of list and trim
5. Handling of lines
6. Record of tank soundings before the ship is drydocked
7. Gangways to be used
8. Utilities to be furnished to the ship,

such as electric power, steam, and water
9. Sanitary services to be provided
10. Garbage and refuse disposal facilities needed
11. Drydock safety precautions
12. Pumping plans or other instructions or

operating directives for
ballasting/deballasting floating drydock
with or without ship in basin.
DOCKING INFORMATION
The Commanding Officer shall furnish the Docking Master or
SUPSHIPS representative with the following information:
1. Place and date of last docking

2. Last docking position
3. Date and file number of last docking report
4. Number of days underway since last docking
5. General itinerary of ship movements (if not classified)
6. Paint history for last complete painting
7. History of touch-up painting
8. Ship weight distribution (including tank sounding
report)
9. Offload supplies and hazardous stores
10. Lock screws in drydock position
11. Have 0� list and no excessive trim as

per NSTM 997
PRIOR TO DOCKING
1. Ensure Dry Docking Bill is completed.
(Details in OPNAVIST 3120.32A SORM pg. 6-65)
a. Provide last plan to Docking

Officer
b. Ship has no List
c. Ship has less than 1% Trim
d. Retract all moveable hull appendages
e. Minimize Free Surface Effect - all tanks full or empty
f. Deliver list of all hull fittings below

the waterline to the Docking Officer.
2. Hull Board will meets prior to both docking and undocking
a. Hull Board members - CHENG /

1st LT / DCA / OPS / ASWO
b. Review Docking plan, Hull History, and

Hull Penetrations Drawings
DOCKING
1. Responsibility for the ship shifts from the
Commanding Officer to the Docking Officer when the
first part of the ship crosses the plane of the
drydock sill.
2. Once the ship is positioned in drydock,

dewatering of the dock begins. As the ship just
touches down on the blocks, pumping is stopped.
Divers will verify that the ship is properly resting
on the blocks, and that the blocks are in the
correct location. Upon verification, dewatering will
continue.
3. When the dock is pumped dry, members of the hull

board conduct an inspection with the Docking
Officer.
a. Ensure ship is positioned properly in the dock
b. Ensure all shores in place
c. Note condition of propellers, rudders,

overboards, intakes, and other projections
d. Note condition of
zincs/cathodic protection anodes
e. Note details of any known or

observed damage
4. NSTM 997 Section 2.11 requires the Docking Master

to ensure adequate shoring and side blocking is
installed to resist earthquake or hurricane forces.
WHILE IN DRYDOCK
1. DCA will maintain Dry Weight Log, a log of all
weight shifts, additions, and removals in excess of
500 lbs.
2. Ensure all removed skin valves are replaced with

blank flanges and that no liquids are discharged to
the dock without consent of the Docking Officer.
UNDOCKING
1. Prior to undocking, the Hull Board will:
a. Inspect compartments and tanks below
the waterline to verify tightness.
b. Ensure all valves below the

waterline are secured.
c. Thoroughly inspect hull and

projections.
d. Inspect drydock for chemicals or debris

which might pollute the environment, clog
intakes, or cause other damage as the ship
is refloated.
2. The following spaces are continuously checked for

flooding as the ship is refloated:
a. Spaces in contact with the keel and side blocks
b. Tanks and voids
c. Any space with external hull fittings
STABILITY CONSIDERATIONS
When a ship is drydocked or aground, there is a profound
effect on stability. As the water level decreases, the keel
will rest on the blocks or sea floor. A percentage of the
ship�s displacement is now supported by these objects.
Stability is affected as if removing weight from that point of
contact. When weight is removed from the keel, there is a
virtual rise in the ship�s center of gravity.
1. As the waterline moves

down, the center of buoyancy
moves down.
2. As buoyancy moves down,

the ship�s metacenter moves
up.
3. As the ship�s keel rests

on the blocks (a weight
removal low), gravity moves
up.
Since the center of gravity always rises faster than the
metacenter, the two stability points will eventually be in the
same position. This results in neutral stability, where no
righting arms are being produced. The draft where GM = 0 is
called the ship's critical draft.
Calculating the ship�s critical draft is very important. When

in drydock, dewatering of the dock stops just before critical
draft is reached so it can be verified that the ship is
properly supported by the side blocks. When aground, knowing
the range of tide will determine if the ship might reach it�s
critical draft.
CALCULATING CRITICAL DRAFT
When aground or in drydock, contact pressure is applied at the
keel. This has the same effect as removing weight at the point
of contact. Looking at the KG1 equation:
Since weight is being removed at the
keel, kg = 0 and (w x kg) = 0. The
equation changes slightly:
Where, KGV = the new height of "G" after going

aground
W0 = ship's original displacement (before grounding)
KG0 = ship's KG before grounding
WA = apparent displacement
after grounding (from draft
readings)
Using the Stranding Calculation Sheet and the draft diagram

and functions of form, the ship's critical draft can be
calculated.
1. Choose the draft one foot below your aground draft.

2. Use draft diagram and functions of form to find:
a. Displacement
b. KM
3. Solve for KGV using the equation.
4. GM = KM - KGV
5. If GM > 0, choose a draft 3 inches below the

last draft and complete steps 2 through 4 until
GM < 0.
6. Plot GM values (top) for drafts (left) on

graph. Curve will cross zero at critical draft.
EXAMPLE: The ship is aground at high tide and the range of

tide is 2 feet. Will the ship reach it's critical draft, and
if so, at what draft? Initial conditions: KG0 = 18.51 ft Draft
= 15�3"
The Stranding Calculation Sheet will look something like this:

FT IN WA KM KGV GVM
14 3 3400 22.35 20.42 1.93
14 0 3300 22.40 21.03 1.37
13 9 3200 22.45 21.69 0.76
13 6 3100 22.50 22.39 0.11
13 3 3000 22.60 23.14 -0.54
Using the graph to plot GVM values, critical draft is 13�5".
GROUNDING / STRANDING
In most stranding cases, the following considerations will
ordinarily constitute good procedure:
1. Attempts SHOULD NOT be made to refloat the ship

under her own power if wind and sea conditions
indicate the possibility of the ship working harder
aground, pounding, or broaching to sea.
2. Anchors to seaward should be quickly laid if

possible to prevent the ship from working further
ashore.
3. The ship should be weighted down, not lightened,

in an effort to help keep the ship from working
harder on the beach, and secondly, to prevent damage
caused by working and pounding of the ship on the
bottom.
INITIAL ACTIONS
When a ship goes aground, the initial reaction on the bridge
is to back down using the engines. Before attempts are made,
consideration should be given to:
- Depth of Water
- Sea Floor Composition
- Possible Damage to Propellers and Hull
Surface Ship Survivability, NWP 3-20.31, paragraph 5.5.1

states, "If propellers are reversed and there is no tendency
of the ship to back away, no further attempts to move the ship
by means of the screws should be made."
The primary reasons we do not continue to use propulsion in a

grounding situation:
1. The ship's screws become less effective

in shallow water and the ship may squat.
Propellers may also be damaged due to
contact with the sea floor.
2. Propeller wash will drive silt and/or

bottom aggregate in and around the hull,
possibly causing a suction when the ship
is pulled from its location.
3. This silt and aggregate can be sucked

into sea chests, fouling necessary cooling
equipment required to maintain the ship's
propulsion systems.
WEIGHT DOWN THE SHIP

If attempts at backing down fail, the ship should be weighted
down to firmly fix the hull in position. This is especially
important if the tide is expected to rise and adverse sea
conditions exist; tides or heavy surf may drive the ship
further aground or cause it to broach. Weighting down is
accomplished by ballasting tanks and if necessary, flooding
low compartments.
INVESTIGATE FOR DAMAGE

After the ship has been weighed down, a careful investigation
should be made to sound all voids, check fuel tanks for
leakage and examine the interior of the hull for signs of
structural damage.
DETERMINE TONS AGROUND

Determine displacement prior to grounding using daily draft
report and Draft Diagram and Functions of Form. Read drafts
after grounding and determine new displacement. The difference
is the amount of tons aground.
CRITICAL DRAFT CALCULATIONS

Use the Stranding Calculation Sheet to calculate critical
draft. If the tide is receding, determine whether or not
stability will become critical. If so, lower the ship�s center
of gravity by adding more weight low, jettisoning weight high,
or shifting weight down.
BROACHING
Ground tackle should be rigged and kedge anchors laid seaward
as quickly as possible. This will help to keep the ship from
broaching. When a ship is broached, scouring occurs. Sand and
gravel under the hull is washed away by the action of the
surf. Currents produced by the swells breaking against the
ship sweep around the bow and stern with great velocity. These
currents remove sea floor material from under the ship and
build them up in a sand spit amidships on the inboard side. As
the material is cut away from under the ship, an extreme
hogging condition results that will eventually cause failure
of the hull.
TAKE SOUNDINGS
The ship's boat should be launched to take soundings around
the hull, determining the slope and nature of the bottom.
These soundings should be continued in the direction toward
which the ship is to be hauled off, in order to locate rock
formations, coral ledges, or other under water obstructions.
Currents which may effect the ship as she comes off should be
noted.
CHECK FOR HOGGING/SAGGING STRESSES
The drafts are also checked to ensure that the ship is neither
hogging nor sagging. If the ship is aground at one end,
sagging stresses are increased, resulting in the need to
remove weight amidships and relocate it at the bow and stern.
If aground on a ledge or pinnacle amidships, hogging stresses
are increased. Weight should be removed from the bow/stern and
relocated amidships. Irregular rock or coral formations or
sharp changes in gradient produce concentrated pressures that
can crush hull plating and result in flooding. This damage can
be intensified if the hull works or shifts position.
Hogging Situation
Main deck: In Tension
Keel: In Compression
To relieve these stresses:
- Jettison FWD and AFT
- Ballast Amidships
Sagging Situation
Main deck: In Compression
Keel: In Tension
To relieve these stresses:
- Ballast FWD and AFT
- Jettison Amidships
SALVAGE ASSISTANCE
A request for salvage assistance should be made immediately,
not delayed while refloating attempts are made. Early
mobilization and dispatch of salvage assistance might mean the
difference between success and failure of the salvage
operation. When a request for salvage assistance is made, the
following information should be provided:
- An accurate position of the grounding site,

including latitude and longitude, applicable
chart numbers, and means of fixing the
position.
- Ship�s draft at last port and estimated time of

stranding.
- Drafts forward, amidships, and aft, following

stranding with time taken and the state of
tide.
- Soundings along the ship from bow to stern,

corrected to the datum of the chart area.
- Course and speed at the time of grounding.
- Ship's heading after grounding with details of

changes.
- Liveliness of the ship.
- Weather conditions, to include: wind

direction and velocity, current weather at the
grounding site, and any weather forecasts.
- Sea and ocean current conditions, to include:

direction and height of seas and swells.
- Extent and type of damage to the ship.
- Location of grounding points and estimated ground

reaction.
- Type of sea floor at the grounding site.
- Status of ship's machinery.
- Ship's cargo list or manifest.
- Amount and location of known hazardous materials.

- Help available at the scene or in the area,
such as tugs, large boats, bulldozers, cranes,
etc.

analyzing weight and moment
considerations. (JTI 3.2.1, 6.0, 6.1, 6.2)
6.33 DESCRIBE the relationship between

metacentric height and roll period.
6.34 DEFINE floodable length, angle of

maximum roll, angle of semi-permanent
heel, and reserve dynamic stability.
6.35 DESCRIBE the three possible causes

for list after damage and the indicators
for each.
6.36 Given a DC book section II(a),

CALCULATE danger angle.
6.37 DESCRIBE the survivability design
considerations outlined in NAVSEA DDS-079-
1 and NAVSEAINST 9096.3(series) which
enable the ship to withstand external,
dynamic forces and damage.
6.38 Given a written summary of damage, a

description of the ships behavior and
list, EXPLAIN the cause of the list and
the procedures necessary to eliminate or
reduce the list.
6.39 DESCRIBE the intended method of

disabling a ship as it applies to: homing
influence torpedoes, impact (WWII)
torpedoes, anti-ship missiles, influence
and contact mines.
6.40 Given a ship's beam and average roll

period in calm water, use the Roll period
equation to CALCULATE the ship's
metacentric height.
6.41 DRAW a righting moment curve with a

heeling moment curve that identifies angle
of maximum roll, angle of semi-permanent
heel, and reserve dynamic stability
remaining.
SITUATION ESTIMATE AFTER DAMAGE

Two possible situations exist following the infliction of
damage:
Damage is so extensive that the ship never

stops listing, trimming, or settling, and
goes down within minutes
or
The ship stops heeling, changing trim, and

settling shortly after initial damage.
Experience has shown that the loss of ships lasting several

hours after damage and then sinking is directly traceable to
progressive flooding.
CAUSES OF LOSS
1. Flooding
a. Bodily Sinkage - The addition of weight

(flooding water) has caused the force of
gravity to exceed the force of buoyancy.
b. Capsizing - Loss of transverse stability:

the inclining moment exceeds the righting
moment (IM > RM) and the ship rolls over.
c. Plunging - Loss of longitudinal stability:

the trimming moment exceeds the longitudinal
righting moment (TM > RM) and the ship sinks by
the bow or stern.
2. Breaking Up - Caused by strength member failure
a. Excessive stresses from hull damage or

improper distribution of liquid (failure to
follow the ship�s Liquid Loading Instructions
(LLI).
b. Violent longitudinal whipping (ex: grounding

at high speed, underwater detonation.)
c. Fire: Extreme thermal effects on structural

members.
METACENTRIC HEIGHT AND STABILITY
In lesson 4.01 the relationship between Metacentric Height
(GM) and righting arms (GZ) was discussed. For small angles of
heel (0�-7/10�) GZ is proportional to GM. Therefore, GM can
be used as a representation of initial righting arms. These
basic rules apply:
If GM is large, the ship has large righting arms and

will have stiff, fast rolls.
If GM is small, the ship has small righting arms and

will have tender, slow rolls.
If GM is very small, the ship is apt to hang at the

end of each roll before starting upright.
If GM is slightly negative, the ship will loll (stay

heeled at the angle of inclination where righting
and upsetting forces are equal) and flop from side
to side.
If GM is negative, the ship will capsize when

inclined.
SHIP�S ROLL PERIOD

The ship's roll period is directly related to the Metacentric
Height of your vessel. Should you desire an estimate of your
Metacentric Height, the following method works well when
underway.
The ship must be making way, approximately 8-10 knots on a

relatively calm day. Have the OOD cycle the rudder, from right
full to left full or vice versa. Using a stop watch, determine
how long it takes to go from 0� inclination to full
inclination to starboard, back to 0� inclination, to full
inclination to port and back to 0� inclination. This is the
ship�s roll period. Repeat if necessary to ensure that the
time is as accurate as possible.
Where:
B = Maximum Beam of the Ship (FT)
T = Period of Roll (Seconds)
GM = Metacentric Height (FT)
LIST IN STABILITY
HEEL - A heel is a "temporary" inclination

of a ship, caused by outside forces such
as winds, waves, or during a ship's turn.
LIST - A list is a "permanent" inclination

of a ship, caused by one of the following
conditions:
1. Off-Center Weight (99% of the time)
2. Negative GM (1% of the time)
3. Combination of Off-Center Weight and -GM
LIST CAUSED BY OFF-CENTER WEIGHT

Whenever the center of gravity of a ship is moved off
centerline, the ship will create an inclining moment. If no
external forces are present, the ship will assume a list. This
was discussed in section 4.02 where the cosine correction was
applied to the static stability curve.
Righting arms are significantly reduced when the center of
gravity is off-centerline. This reduction results in the ship
having a negative righting arm (upsetting arm) at 0�
inclination. Where the corrected curve crosses the horizontal
axis, positive righting arms are achieved. This is the angle
of list, the ship will roll about this point.
Possible Causes
1. Unequal distribution of weight on
either side of center line due to loading.
2. Shift of weight transversely.
3. Addition or removal of weight

unsymmetrically about center line.
How to Recognize
1. Vessel assumes a permanent list to one side only.
2. Vessel has an average roll period about

this permanent list.
3. If known weight is in excess on one side.
4. If a positive GM is known to exist.
Corrective Measures
1. Determine Cause of list first.
2. Shift weight transversely to higher side
3. Add weight to high side or remove weight from low side.

*** NEVER attempt to correct list by the
above methods unless you are certain that
GM is positive ***
LIST CAUSED BY NEGATIVE GM
When a ship's center of gravity moves vertically upwards and
slightly above the Metacenter, the ship will develop a list
(or possibly capsize.) The vessel may also "flop" over,
developing the same list to the other side.
Possible Causes
1. Removal of low weight
2. Addition of high weight (ice, volcanic ash)
3. Moving weight upward
4. Free Surface Effect
5. Free Communication Effect
How to Recognize
1. Vessel will not remain upright and will
assume a list to either port or starboard.
2. Vessel "flops" to port or starboard.

3. Vessel will have a very long, slow roll
period about the angle of list.
4. A small GM is known to exist plus any of the above.
Corrective Measures
1. Eliminate Free Surface and Free Communication Effects.
2. Add low weight symmetrically about centerline.
3. Remove high weight symmetrically.
4. Shift weight down symmetrically.
LIST CAUSED BY OFF-CENTER WEIGHT AND

NEGATIVE GM
The vessel's stability is reduced by both an increase in the

height of the center of gravity and movement from centerline.
A negative GM condition exists, represented by the
"uncorrected" curve. An off-center weight, represented by the
cosine curve, is added and a larger list develops.
Possible Causes
1. A combination of the previous causes of list.
How to Recognize
1. Vessel will assume a permanent list
either port or starboard (vessel will not
flop).
2. Very slow roll period about

this permanent list.
3. The known off-center weight isn�t

proportional to the ship�s list.
Corrective Measures
1. Correct Negative GM first.
a. Eliminate Free Surface and Free

Communication Effects.
b. Shift weight down, add weight low,

or jettison weight high.
2. Correct for Gravity Off Centerline
a. Add weight to higher side
b. Remove weight from lower side
c. Shift weight to higher side
*** ALWAYS correct Negative GM prior to

shifting weights transversely ***
FLOODABLE LENGTH
Bulkhead Deck - The

uppermost deck to
which the transverse
watertight bulkheads
extend (usually the
Damage Control deck.)
Margin Line - An
imaginary waterline
located three inches
below the Bulkhead
Deck.
Floodable Length - The

maximum distance
within the ship that
can be flooded without
submerging the margin
line.
FLOFFLOOD FLOODABLE LENGTH (continued)

There are two different forms that Floodable Length is
discussed in the Damage Control Book.
1. The Curve of Floodable Length: To use this curve,
draw a line parallel to the forward line (60o to
vertical) and place it at the baseline of the
forward most bulkhead where flooding exists. Project
this line up to the Curve of Floodable Length. Draw
a line parallel to the aft line (60o to vertical)
which intersects the Curve of Floodable Length at
the same point. The baseline distance between the
forward and after lines is the Floodable Length.
2. A List of Floodable Length Compartment Groups:

The Damage Control Book will list all groups of
consecutive compartments which constitute Floodable
Length. Example, for the FFG-7:
Stem - Frame 100
Frames - 32-140
Frames - 64-180
Frames - 100-212
Frames - 140-250
Frames - 180-292
Frames - 212-328
Frames - 250-368
Frames - 292-Stern
General rule of thumb for Floodable Length:
If the ship's LBP is > 300 FT : 15% of LBP (3 spaces **)

< 300 FT : 2 spaces **
< 100 FT : 1 space **
** A space is the area between two transverse

watertight bulkheads from keel to waterline, skin to
skin.
Example: For a two compartment ship, flooding any two adjacent

spaces will cause the ship to reach it�s Floodable Length.
DYNAMIC STABILITY
Dynamic Stability is the ship's ability to resist external
heeling forces. Prior to launching any ship, it�s Dynamic
Stability has been tested, and the results graphed in the
Damage Control Book. As DCA, understanding these Dynamic
Stability curves is very important.
The curve, called the Righting Moment curve, begins as the

Righting Arm curve. A righting moment is simply a force (WF)
acting through some distance (GZ). Since displacement remains
constant through all angles of heel, the Righting Moment curve
retains the same shape as the Righting Arm curve. The vertical
scale is changed by a factor of displacement.
The area under this curve is the Righting Energy the ship
possesses, or the ship�s ability to right itself. Heeling
Moment curves can be projected onto this curve to determine
the maximum beam winds and seas the ship can withstand. A beam
wind curve looks very similar to the cosine correction curve
because the ship�s surface area (or sail area) decreases when
the vessel is inclined.
DYNAMIC STABILITY (continued)
SEMI-PERMANENT Angle to which the ship will heel with a constant

HEEL beam wind.
MAXIMUM ROLL The largest angle to which the ship will roll in
the case of an instantaneous beam wind.
AREA A Area where the Heeling Moment is greater than the
Righting Moment. (Energy that the wind has, but
the ship does not)
AREA B Area where the Righting Moment is greater than
the Heeling Moment. (Energy that the ship has,
but the wind does not)
RESERVE Righting Energy which enables the ship to
DYNAMIC withstand any additional heeling moments.
STABILITY
When a ship is exposed to heeling moments (100 kts beam wind)

the ship inclines. If the heeling energy is imparted
instantaneously, the ship must be able to overcome that energy
or it will capsize. The ship will roll over to the angle of
maximum roll, then right itself to where the righting moment
equals the heeling moment (angle of semi-permanent heel). If
the wind stays constant (100 kts), the ship remains at this
angle of heel. Reserve Dynamic Stability is "leftover"
righting energy which allows the ship overcome any additional
heeling forces (usually there will be some sea state with 100
kts of wind.)
DESIGN CRITERIA
All Navy and Coast Guard surface ships are designed to
withstand certain criteria. The "Law of 15's" is a rule of
thumb that sets list/heel angle limits for various operating
conditions. For the following situations, a ship should not
list or heel past 15o.
1. Design Beam Winds and Seas
2. Hanging Heavy Objects over

the Side
3. Crowding of Personnel to one

Side
4. List after Damage
5. Full Speed, Full Rudder Turn
6. Flooding 15% LBP (Floodable

Length)
LIMITATIONS TO DESIGN CRITERIA

Should any of the following four limitations be violated, the
ship will not meet it�s designed resistance to damage.
1. Do Not Submerge Limiting Draft

Marks
2. No Abnormal Topside Weights
3. Follow Liquid Loading Instructions
4. Watertight Integrity is Maintained
SURVIVABILITY OF THE SHIP

If the ship lists to the Danger Angle (� the angle of maximum
righting arm) within 10-15 minutes after damage, the ship will
probably capsize. If the ship lists past the angle of maximum
righting arm, it will capsize. Under normal conditions
(average wind and sea state,) the ship should survive damage
which results in a list to the danger angle.
DCA DECISION FACTORS

Following damage, the DCA evaluates the overall situation and
makes recommendations to the Commanding Officer based on the
survivability of the ship. This includes:
1. Determine the corrective measures which

will improve the situation.
2. If corrective measures will not improve

the situation, inform the CO so he/she can
decide whether to abandon ship.
Four Major Considerations
1. Ship's ability to extinguish fires and
control flooding.
2. Ship's ability to reach a safe haven.
3. Ship's ability to float and remain

upright.
4. Ship's ability to stay in action and

repel attack.
Corrective Measures
Once initial recommendations have been given to the Commanding
Officer, the DCA prioritizes the corrective measures.
Step One: Establish Flooding Boundaries.
Step Two: Dewater any space

colored pink on the ship�s
Flooding Effects Diagram.
Step Three: Size

up the situation.
Determine if stability
is critical before
taking further action.
There are four instances where stability is considered

critical:
1. GM is very small or slightly negative
Indications of Negative GM
- Feel of the Ship:
Logy, Sluggish?
List With No Off-Center Weight?
Flopping From Side to Side?
- Large Areas of FSE or FCE?

- Large Amounts of Added High
Weight?
If unsure, assume GM is negative!!
Corrective Measures for Negative GM
- Eliminate Free Surface and Free Communication Effects
- Jettison Top Side Weight
- Ballast Low Tanks
- Shift Solid Weights Down
- Restore Flooding Boundaries
2. Flooding exceeds Floodable Length
Indications that Floodable Length is exceeded
- Excessive Flooding (15% LBP)
- Minimal Freeboard
Corrective Measures for Floodable Length Exceeded
- Verify Flooding Boundaries
- Plug and Patch Damage
- De-water
3. List to the danger angle
Indications of Danger Angle List
- Ship�s inclinometer
Corrective Measures for Danger Angle List
- Determine the cause of the list
- If due to -GM, move G down
- Otherwise shift G back to centerline
4. High winds or rough seas combined with

flooding damage
Indications
- The ship is damaged and adverse

weather conditions are prevailing
Corrective Measures
- Repair Damage as possible
- Maneuver the ship for favorable weather conditions
Step Four: Eliminate or Reduce List
Methods to Correct List (With positive GM)
Indications
- Vessel has a list with positive GM
- Vessel has known off-center weights

which correspond to the angle of
list.
Corrective Measures
- Pump Out Off-Center Flooding
- Shift Liquids Transversely
- Counterflooding
- Shift Solid Weights Transversely
- Deballast Wing Tanks
Methods to Correct Excessive Trim (Greater than 1% LBP)
Corrective Measures
- Shift weight towards higher end

(bow or stern); Add weight to higher
end; Remove weight from lower end.
Methods to Relieve Hull Girder Stress
Indications of Excessive Hull Stresses

- Ship is in Hogging or Sagging
condition as described in Section
4.5.
- Stress Fractures, Cracks, Panting

Bulkheads, Sagging Decks and
Stiffeners.
Corrective Measures for Hull Stresses
- For Sagging condition: Remove

weight amidships and ballast fore and
aft.
- For Hogging condition remove weight

fore and aft, and ballast amidships.
- Shore up panting bulkheads and

decks. Reinforce (where possible)
cracks and areas where structural
failure has occurred.
CRITICAL STABILITY
The following table is an easy reference to the four
thumbrules of critical stability and actions to be taken:
Actions to be Taken
Critical
Thumbrule
FLB, Eliminate FSE/FCE, Shift

Negative GM Weight Down, Add Weight Low,
Remove Weight High
(Symmetrically)
Flooding
Exceeds
FLB, De-Water, Shore Holes and
Floodable
Bulkheads
Length
FLB, Determine Cause of List,

List to the Correct for -GM, Correct for
Danger Off-Center Weight
Angle
FLB, Maneuver Ship Out of

Damage with Weather, Repair Damage
Bad Weather

6.2)
6.42 DESCRIBE the information available on the

Flooding Effects and Liquid Loading DC diagrams.
6.43 DESCRIBE the contents of Section II(a) of the

DC Book.
6.44 DESCRIBE the investigative procedures to assess

flooding.
6.45 DESCRIBE the effects of progressive flooding.
6.46 STATE initial actions required after damage as

outlined in the DC Book, section II(a).
6.47 DESCRIBE the four thumb rules of critical

stability and the consequence if each individual
thumb rule is approached or exceeded.
6.48 DISCUSS possible consequences of not
maintaining required intact stability or following
liquid loading instructions.
6.49 Extract information from the ship's DC book to

solve common stability problems and DESCRIBE
probable consequences of departure from liquid
loading instructions.
FLOODING EFFECTS DIAGRAM

1. All lines represent watertight boundaries. Spaces
having a heavy outline are unsymmetrical with
respect to the centerline of ship.
2. Complete flooding of unsymmetrical compartments

will produce inclining moments as indicated in the
bottom right corner of the space. An adjustment of
this moment should be made if the space is not
completely flooded. If a tank contains liquid before
flooding occurs, an adjustment shall also be made.
3. Dot-Dash lines indicate steel airtight, fire

retarding, or flame tight bulkheads, 5 pounds per
square foot and heavier fitted with tight doors.
4. The weight in Long Tons of flooding water at 100%

flooding is noted for each particular space in the
upper left corner.
LIQUID LOADING DIAGRAM
1. The Liquid Loading Diagram is either found at the
bottom of DC Plate #1, or as DC Plate #2.
a. The following information is given:
(1) Upper left corner: The

capacity of the tank in Long
Tons. This capacity shall be 95%
full for fuel tanks and 100%
full for fresh water tanks. For
ballast tanks or voids fitted
for ballasting it will be 100%
full of sea water, unless it is
specified that the ballast shall
be fresh water, then the weight
is to be 100% full with fresh
water. For fuel tanks also used
as ballast tanks, the Liquid
Loading Diagram gives only the
weight in Long Tons of the fuel.
To determine the weight of the
tank when filled with salt
water, look at the same tank on
the Flooding Effects Diagram.
(2) Upper right corner: Change

in the angle of list caused by
filling the tank, given in
degrees.
(3) Lower left corner: Change in

the draft aft caused by filling
the tank, given in inches.
(4) Lower right corner: Change

in the draft forward caused by
filling the tank, given in
inches.
DAMAGE CONTROL BOOK

Section I(a) - Principle
Characteristics. General
information about the various
lengths and measurements of the
ship. Also includes the frame
spacing which often varies in
the larger hulls.
Section I(b) - Shoring. General
description of shoring for your
vessel and what factors are
involved.
Section I(c) - Steering Gear.

General description of the
ship's steering gear and it�s
capabilities. Lists power
supplies as well as each of the
locations the ship can be
steered from.
Section I(d) - Towing. Lists the

towing equipment maintained
onboard and their general
configurations.
Section I(e) - Ships Ammunition

and Miscellaneous Ordnance,
Handling and Stowage. Discusses
the locations and uses of all
magazines and hoists.
Section I(f) - Medical

Department. Lists the location
of the Battle Dressing Stations,
Medical Storage lockers, litters
and First Aid boxes.
Section I(g) - Personnel

Protection. Discusses the
equipment onboard for personnel
protection from a CBR attack and
it�s location. Also indicates
the Decontamination space(s)
onboard.
Section I(h) - Helicopter

Facilities. Lists the fittings
associated with the helicopter,
what fire protection is located
at the landing area and general
helicopter equipment and it�s
location.
Section II(a)- Stability Section
INTRODUCTION -
Discusses the
guidelines for using
the stability section
and the requirements
to maintain stability.
INTACT STABILITY - Before Damage
1. Righting Arm Curves -

Displays the growth of righting
arms throughout the ship�s range
of stability. Accompanying
discussion describes the uses of
the curves.
INTACT STABILITY (cont) - Before Damage
2. Dynamic Stability - Displays

the effect of beam winds and
seas plotted on a Righting
Moment curve. Also describes the
ship�s ability to resist
capsizing during various design
criteria such as full speed full
rudder turn, crowding of
personnel to one side, and
lifting heavy weights to one
side.
3. Icing - Some DC Books have a

special section which discusses
the ships ability to withstand
Dynamic forces in an iced
condition. This section
discusses the forces the ship is
capable of withstanding with
various thicknesses of ice
accumulation.
DAMAGED STABILITY - After Damage
1. Floodable Length - Generally

the first topic in the damaged
stability section of the DC
Book. It specifically outlines
what damage the ship can
withstand, without sinking, and
what damage will have the most
adverse effect on survival.
2. Watertight Integrity -
Outlines the importance of W/T
Integrity and where the
watertight boundaries on the
ship located.
3. Procedures After Damage - A

"cookbook" procedure for what to
do following damage. It
generally follows the following
format:
STEP 1. Isolate the Flooding

(Set Flooding Boundaries)
STEP 2. Determine the impact of

flooding and prioritize
dewatering efforts. Dewater
spaces colored pink on the
Flooding Effects Diagram first.
STEP 3. Evaluate Critical

Stability. Stability is critical
when the ship is in immediate
danger of sinking or capsizing.
Improvement is necessary to
avoid loss of the ship.
Stability should be considered
critical if any or all of the
following conditions exist:
STEP 3 (cont)
(1) Small or negative metacentric height (-GM)
The ship is logy, with

a slow, erratic roll
period, and a tendency
to hang at the end of
the roll.
(2) Approach or exceed

Floodable Length
The extent of flooding

approaches or exceeds
the maximum amount of
flooding tabulated in
the Damage Control
Book, Section II(a).
(3) Excessive List to

the Danger Angle
The ship lists to 15

degrees or more.
(4) Heavy winds and

seas coupled with
extensive flooding
damage.
The ship has sustained

flooding damage and
heavy winds and rough
seas are prevailing or
anticipated.
If Stability is Critical
(1) Suppress free

surface effect by
dewatering or filling
partially flooded
compartments.
(2) Strike down solid

weights, such as
ammunition, from upper
deck handling rooms to
magazines.
(3) Ballast tanks in

accordance with the
ship's Liquid Loading
Instruction.
(4) If freeboard is
adequate fill
completely those
compartments which
will improve stability
when flooded solid.
(Yellow or green
compartments on the
Flooding Effects
Diagram).
(5) Favor stability in
the handling and
maneuvering of the
ship. Limit speed and
rudder angle to reduce
dynamic forces.
(6) Jettison topside

weights if items (1)
and (2) are
insufficient or
impossible. This is a
difficult and timely
procedure. Concentrate
on heavy items and
plan ahead considering
the effect of removing
various items.
STEP 4 ELIMINATE OR
REDUCE LIST
(1) List caused by

off-center flooding
only:
Counter-balance on the
high side to reduce
the list. Ballast
enough to correct for
one-half the list,
evaluate the effect of
this action, and then
proceed to correct the
list.
(2) List caused by

negative Metacentric
Height
(-GM) only:
DO NOT add weight to

the high side to
correct for this list.
Take action to lower
the ship's center of
gravity by ballasting
low tanks
symmetrically,
jettisoning topside
weight symmetrically,
shifting weight low
symmetrically, and by
suppressing Free
Surface Effect.
(3) List caused by a

combination of off-
center loading and
negative Metacentric
Height:
First, take all

corrective actions
listed above to
restore positive GM.
Then proceed with
corrective actions to
correct for the off-
center flooding.
LIMITING DRAFTS -
Limiting drafts are
outlined in Section
II(a) of the DC Book.
These drafts mark the
maximum allowable
displacement for the
ship prior to damage.
Should these marks be
submerged the ship
will experience;
a.
Ex
ce
ss
iv
e
hu
ll
an
d
gi
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STANDARD CONDITIONS FOR LOADING
Outlined in the DC Book are the various loading

conditions for your vessel. All DC Books will
outline the Full Load and Minimum Operating
conditions. Others will have additional sections,
such as the 1/3 consumed and 1/2 consumed stores
conditions.
Within the loading section, there are complete

outlines of the location and value of all weights
onboard the ship. This includes the Crew,
Ammunition, Aircraft, Potable Water, Lube Oil, Fuel
Oil, Provisions & Stores, as well as several others.
The data is summarized to outline each loading
condition displacement, trim, mean draft, free
surface effect, and various locations of the four
stability reference points.
Section II(b) -
Subdivision and
access. This section
outlines the location
of all watertight and
non-tight bulkheads,
doors, hatches,
manholes, scuttles and
cross-flooding
openings.
Section II(c) - These sections outline all system valves,

through their locations, and classifications for the Section
II(l) various systems:
Section System
II(c) Drainage
II(d) Tank Stripping

Section III(a) -
Potable Water System.
Describes the
capabilities and basic
functions system
operation onboard the
ship.
Section III(b) -
Flushing System.
Describes the
functions of system
ship.
Section III(c) - Voice

Tubes. Describes the
functions of system
ship.
Section III(d) -
Lubricating Oil Fill,
Transfer, and
Purifying Systems.
Describes the
functions of system
ship.
Section IV(a) -
Electrical Systems.
Describes operation
and setup of the
electrical system of
the ship.
Section IV(b) -
Interior
Communications.
Outlines the circuits
and their locations.
TOPSIDE ICING
Reprinted, with permission, from National Fisherman, January
1987. Radio transmissions from the trawler Roderigo, riding
out 90-mph winds off Iceland on January 25, 1955, 2 hours
after her sistership, the Lucky Lorella, sank under a heavy
load of spray ice:
1630 Roderigo: Aerials

now icing up. Will
call from time to
time.
1650 Roderigo: We
could do with someone
up here now. Having
difficulty
maneuvering.
1651
Roderigo:
Come to us.
Position
becoming
serious now.
1652 Lancella: We are coming to you.
1701 U.S. naval patrol

aircraft 5301:
Roderigo, Roderigo,
transmit on 500
kilocycles.
1702 Roderigo: Unable
to transmit 500 kc.
Listing heavily to
starboard now.
1703 Aircraft 5301:

Roderigo, Roderigo,
what are your
intentions?
1704 Roderigo: No
intentions. Going
further over. No
visibility. Still
going over to
starboard.
1705 Roderigo: Still

going over to
starboard. Cannot get
her back.
1708 Roderigo: Still going over, going

over.
After 4 minutes of repeating "SOS, heeling right over" by

Morse code, transmissions from Roderigo ceased. (From "Distant
Water: The Fate of the North Atlantic Fisherman," by William
W. Warner)
Introduction
Spray ice has taken many mariners since Roderigo met her cold
fate. The trawler Alert, for example, never even had a chance
to issue a brief mayday. Caught in freezing temperatures and
gale-force winds, the 100' boat disappeared February 14, 1985
while running across Shelikof Strait toward Kodiak, Alaska.
The only trace ever found of the vessel or her crew was a life
ring that washed up on a Kodiak beach some 16 months later.
Operating a ship in cold weather means dealing with the

combined effects of all cold weather factors. A typical
situation might consist of:
- Air Temperatures at or Below Freezing
- Water Temperatures Approaching Freezing

- Moderate to High Sea State
- Winds of 20-30 Knots
- Presence of Sea ice
- Reduced Visibility due to Fog, Freezing Rain, or Snow
The conditions that produce spray icing are rarely combined in

more deadly fashion than in the Bering Sea and Gulf of Alaska.
The Northern Hemisphere's spray-icing waters also run in
narrow bands south of the Arctic Circle, and include portions
of eastern Canada, New England, Scandinavia, Russia, and
Japan. Further north, pack ice keeps the waves and spray down.
Further south, temperatures are generally too warm to freeze
the spray.
Thick layers of ice can form on decks, sides, superstructures,

hatches, masts, rigging, deck mounted machinery, antennas, and
combat systems. Ships have reported ice accumulations 3 feet
thick on decks, with the guard rail covered completely to form
a closed bulwark. Freighters have had to spend several days in
port chipping ice accumulation off hatches before they could
be opened for unloading.
The temperature of both the water and air determine the rate
at which spray will freeze to a vessel. Wind determines the
height and direction of the waves and thus the amount of spray
that will splash over a vessel. Green water does not cause
icing and can even warm up a deck enough to wash away spray
ice. Low waves will cause shelf ice to build up around a hull,
while larger waves can cause icing high in a vessel's
superstructure. Shelf ice can be less dangerous, as it tends
to break off under it�s own weight. Ice accumulation in the
rigging is much more detrimental to stability, as it more
damaging to a vessel's center of gravity.
The U.S. Department of Commerce publication, "Climatological

and Oceanographic Atlas for Mariners", Volume I, North
Atlantic Ocean (August 1959) is a guide for expected winds in
combination with icing.
EXAMPLE: Winds up to Beaufort Scale 9 (41-47 Knots) are very

likely to occur off the west coast of Greenland. Heavy to
severe icing is expected 5 to 15 percent of the time in
February based on simultaneous occurrence of winds equal to or
greater than 34 knots and air temperatures equal to or less
than 28oF.
NAVY WEIGHT AND MOMENT COMPENSATION

PROGRAM
Ships are assigned a Stability Status based on their growth
potential as measured by the difference between the current
Full Load Displacement and KG and the Limiting Displacement
and KG. These differences are commonly referred to as the
displacement margin and the KG margin. It is expected that a
ship will undergo several modifications and ShipAlts during
it�s service life.
STATUS 1: An increase in displacement and

a rise of the center of gravity are
acceptable.
STATUS 2: Neither an increase in

displacement nor a rise of the center of
gravity are acceptable.
STATUS 3: An increase in displacement is

acceptable, but a rise of the center of
gravity are not acceptable.
STATUS 4: A rise in the center of gravity

is acceptable but an increase in
displacement must be avoided.
Stability Status of Surface Ships in Service
Class Displacement KG Margin Status Class Displacement KG Margin Status
Margin Margin
AD 37 I CVN 68,74 I
AD 41 CRITICAL III CVN 69-73 CRITICAL III

AE 26 CRITICAL III DD 963 CRITICAL III
AGF 3 CRITICAL III DD 997 CRITICAL CRITICAL II
AGF 11 CRITICAL III DDG 51 I
AO 177 I DDG 993 CRITICAL CRITICAL II
AOE 1 I FFG 7 CRITICAL CRITICAL II
AOE 6 I LCC 19 CRITICAL III
AOR 1 CRITICAL III LHA 1 CRITICAL CRITCIAL II
ARS 50 CRITICAL III LHD 1 CRITICAL III
AS 31 CRITICAL CRITICAL II LPD 4 CRITICAL CRITICAL II
AS 33 I LPD 7 CRITICAL CRITICAL II
AS 36 CRITICAL III LPH 2 CRITICAL CRITICAL II
AS 39 I LSD 36 I
CG 47 CRITICAL CRITCIAL II LSD 41 CRITICAL CRITICAL II
CGN 36 CRITICAL CRITICAL II LSD 49 I
CGN 38 CRITICAL IV LST 1179 CRITICAL CRITICAL II
CV 59 CRITICAL CRITICAL II MCM 1 CRITICAL CRITICAL II
CV 63 CRITICAL CRITICAL II MCS 12 CRITICAL CRITICAL II
CVN 65 CRITICAL CRITICAL II MHC 51 I
CV 67 CRITICAL III
STABILITY REPORT
One of your most important duties is to keep the Captain
informed during a casualty or in battle. The Stability Report
is designed to inform the Captain about the extent of damage
and it�s affect on stability. During a casualty, the
Captain�s hands will be full, so focus on conveying an easy to
follow report.
Prior to actual damage, review with the Captain stability

limitations specific to the ship. As a minimum, discuss
conditions of critical stability, floodable length, danger
angle, negative GM, the damaged stability curve, and the
heeling effects of beam winds.
HINTS: - The report shouldn�t

teach, it should inform
- Avoid calculations
- Formulate an initial
stability or damage report
with the Captain�s
assistance. This way, you
will know what information
is expected, and
unreasonable demands (like
calculations) will not be
made.
SAMPLE FORMAT
Compartment name: 5-250-0-E, Main Engine Room
Casualty: Rupture, Hole, Crack, Flooding, etc
Location: Port, Stbd, deck, fwd, aft, waterline, etc
Level of flooding: 4 feet and rising
Flooding Effects Chart information: Is stability

improved, impaired, no appreciable effects
Stability Critical?: a) Exceed Floodable Length
b) -GM
c) List Beyond the Danger Angle
d) Damage w/ Heavy Seas

Recommendations and Current Actions: Discuss progress
of repair parties. Request the bridge maneuver the
ship to best aid the repair efforts.
Expected losses of firemain services: Fire Stations,

AFFF, CMWD, Drainage, Mag Sprink, Aux Cooling, etc
RECOMMENDATIONS
Keep your recommendations practical and to the absolute

minimum. If you are faced with a catastrophe and don't feel
comfortable with a recommendation, simply report the facts.
Don't get reckless, for example: Don't recommend to the
Captain to abandon ship, even if stability is critical. That
is the Captain�s decision, not yours. Keep him/her informed:
"Captain, the ship is in danger of sinking/capsizing due
to...."
NSTM 079 volume II, page 186, contains a graphic display of

the flooding rate, in gallons per minute, as a function of the
diameter of the hole in the hull and the depth of the hole
below the waterline.
LESSON TOPIC: 4.8 TITLE: RIGHTING SHIP (MOB-D-6-SF)

and moment considerations (JTI 3.2.1, 6.0, 6.1, 6.2)
6.50 For the MOB-D-6-SF Righting Ship drill:
a. STATE the purpose of the drill.
b. DESCRIBE the procedure for conducting

the drill.
c. STATE the requirements for conducting

the drill.
d. DESCRIBE how to employ the DCTT to

evaluate the drill.
6.51 DESCRIBE the inclining experiment, including

it�s mathematical basis, range of validity, and
common causes for inaccuracies.
6.52 Given a change in a ship's weight distribution,

CALCULATE the resulting list using the moment to
heel one degree (MH1�) equation.
6.53 Given a ship's list, CALCULATE the necessary

transverse moment to correct the list, using the
moment to heel one degree (MH1�) equation.
DEFINITIONS
Roll: The action of a vessel involving a
recurrent motion, usually caused by wave
action.
Heel: Semi-permanent angle of inclination

caused by external forces, such as high
speed turns, beam winds, and seas.
List: Permanent angle of inclination,

caused by:
1. Ship�s Center of Gravity transversely shifted

from centerline.
2. Negative Metacentric Height (-GM)
3. Combination of Gravity off-centerline and -GM
MOMENT TO HEEL 1o EQUATION

When a ship experiences an Inclining Moment (IM) the vessel
will list or heel until the Righting Moment (RM) is equal to
the Inclining Moment (RM = IM). The Inclining Moment is simply
a force acting through some distance.
This is only true when the ship has a negligible heel or list.
As the vessel inclines, the distance between the forces
changes.
A relationship can be developed to solve for the distance

between forces for all angles of heel. Using an expanded
drawing of the triangle from the above diagram:
Using the cosine equation to solve for the distance X:
Therefore:
A Righting Moment is created by the ship to keep itself

upright. In this case, the force is equal to the ship's
displacement (WF) and the distance is the ship's righting arm
(GZ) at each particular angle of heel.
The Righting Arm (GZ) changes with inclination of the ship.

Using the relationship derived in Unit 4.01 for small angles
of heel:
NOTE: This relationship holds true for angles less than 7�-
10�
Therefore:
The initial premise was that RM = IM:
Transferring cos  to the right:
Choosing a specific angle, the moment (w x d) required to

create that list or heel can be found. Using 1o:
tan 1o = 0.01746
Therefore:
This formula is valid for angles less than 10o due to movement
of the metacenter. To check this formula for all inclinations
less than 10o, a comparison between the MH10o and 10 times MH1o
is made.
-vs-
and
There is a 0.0017 difference over the 10range. This error is

negligible. The list equation can now be used.
Example
Your ship has a 1.5o list to starboard. There are 50 LT of
spare parts sitting on the starboard side. The CHENG wants to
know how far to transfer the spare parts to correct the list.
Step 1: Calculate MH1o:

Step 2: Use the
list equation to
solve for
distance:
or
Example
Your ship has a 2.8� list to port. The CO wants it corrected.
There are 3,200 gallons of fuel in the port wing tank (DFM 322
Gal/LT). The starboard wing tank is empty. Correct the list
using the fuel and a set of 5 forklifts (8 LT each). The
forklifts may only be moved 15 FT to starboard before hitting
the bulkhead. How long will it take to correct the list?
WO = 4200 LT
KM = 23.5 FT
KG = 19.75
FT
Step 1: Calculate MH1�:

Step 2: Calculate the amount of list corrected by shifting
fuel:
or
Step 3: So far, we have corrected 1.27o of the 2.8o list. Using

the forklifts, we will correct for the remaining 1.53o list.
or
Step 4: Finally, calculate how long it takes to transfer 3,200

gallons of fuel when the pump capacity is 150 gallons per
minute.
Assuming it takes less than 21.33 minutes to move 5 forklifts,
this is the time required to correct the list.
INCLINING EXPERIMENT
The inclining experiment is completed upon commissioning and
following each major overhaul. It is performed to obtain
accurately the vertical height of the ship�s center of gravity
above the keel (KGo). Details of the procedures and
requirements are spelled out in Section 4, NSTM 079 volume 1,
Damage Control Stability and Buoyancy.
Who will get involved:
1. Ship�s Damage Control Assistant
2. NAVSEA / Engineering Logistics Center
3. F/O and Water King
4. Yard Naval Architect
5. SUPSHIP / Cutter Type Desk
6. Pendulum Riggers
7. CHENG
8. Except for necessary watches, ship�s force is put ashore
Procedures:
The naval shipyard or building yard at which the inclining

experiment is to be performed will issue a memorandum to the
ship outlining the necessary work to be done by ship�s force
and by the yard to prepare the ship for inclining.
1. Liquid load will be in
accordance with the memorandum.
2. Inventory of all consumables

to be made by ship�s force and
inclining party.
3. Inclining weights are placed

on centerline.
4. Freeboard is measured, and a

photo of the drafts is taken.
5. Salinity of saltwater is
measured.
8. Pendulums set up forward,

midships, and aft.
9. Weights are moved off-

centerline.
10.Inclination of the ship

measured.
Measurements are taken for several weight movements both port

and starboard. The Naval Architect then uses the following
equation:
Where:
w = Inclining Weights (LT)
d = Athwartships Distance Weights Were Moved (FT)
WF = Displacement of Ship (LT, with Inclining Weights)
tan  = Movement of Pendulum Length of Pendulum

The inclining experiment measures GM accurately, and since the
ship�s drafts are known, KM can be found on the Draft Diagram
and Functions of Form. KG is then found using KG = KM - GM.
USS/USCG_________________________ DATE _______________
PURPOSE: TO TRAIN THE DAMAGE CONTROL

ORGANIZATION IN CORRECTING A LIST.
REQUIREMENTS: CONDITION ONE WITH

DAMAGE CONTROL MATERIAL
CONDITION ZEBRA SET. LIQUID
LOADING MAY BE VARIED TO PUT AN
ACTUAL LIST OR TRIM ON THE SHIP
IF DESIRED.
PREREQUISITES: 1. ONE
OR MORE TANKS OR
COMPARTMENTS ARE
SIMULATED FLOODED/OPEN
TO THE SEA.
2. FLOODING BOUNDARIES
HAVE BEEN SET.
3. FLOODING IS UNDER
CONTROL.
4. EMERGENCY PATCHING,
PLUGGING AND SHORING
HAS BEEN COMPLETED.
5. CORRECTION OF THE
SHIPS LIST OR TRIM AND
SHORING ORDERED.
LIMITS OF THE DRILL:
1. ONLY COUNTER
FLOODING OR SHIFTING
OF THE LIQUID LOAD IS
AUTHORIZED AS
CORRECTIVE ACTION.
1. PROPER DISSEMINATION OF INFORMATION AND REPORTS.

15________
A. READINESS OF REFERENCES 5
1. FLOODING EFFECTS AND LIQUID

LOAD DIAGRAM.
2. UP-TO-DATE LIQUID LOAD LIST.
3. FUEL OIL TRANSFER BILL.
A. FUEL OIL TANK

SEQUENCE TABLES.
4. COUNTER FLOODING BILL.
5. FLOODING EFFECTS BILL.
B. COMPLETENESS AND CORRECTNESS OF DC

MESSAGES. 5
1. COMPLETE SET OF DAMAGE

CONTROL WRITTEN MESSAGES.
2. USE OF STANDARD PHONE TALKER
PROCEDURES.
C. INFORMATION TO THE CAPTAIN 5
1. EXTENT OF DAMAGE.
2. CORRECTIVE MEASURES
TAKEN/PLANNED.
2. ACTION OF REPAIR PARTY TO DETERMINE THE EXTENT OF

FLOODING AND LIQUID LOAD AT START OF PROBLEM. 15
__________________
A. PREPARATION OF THE INVESTIGATORS 5
1. INVESTIGATION KIT COMPLETE
2. FAMILIARIZATION WITH ASSIGNED

AREAS.
3. CORRECTIONS OF INVESTIGATION
TECHNIQUES.
B. WAS THE REPAIR PARTY AWARE OF THE

LIQUID LEVELS PRIOR TO CASUALTY?
C. WAS THE REPAIR PARTY OFFICER

KNOWLEDGEABLE OF THE SHIP'S STABILITY AND
SUBDIVISION CHARACTERISTICS?
3. ABILITY OF THE DAMAGE CONTROL PERSONNEL TO

COMPUTE EFFECT OF DAMAGE AND TO DETERMINE MEANS OF
COUNTERFLOODING OR SHIFTING THE LIQUID LOAD TO
CORRECT THE LIST OR TRIM.
40 _________________
A. THE ABILITY TO DECIPHER THE FLOODING

EFFECTS AND LIQUID LOAD DIAGRAM AND USE
FLOODING EFFECT BILL. 10
B. KNOWLEDGE OF PUMPING OR SLUICING

LIQUIDS ACROSS THE SHIP.
10
C. KNOWLEDGE OF PROCEDURES TO COUNTER

FLOOD. 5
D. UNDERSTANDING THE CONSEQUENCES OF
CONTAMINATION. 5
E. UNDERSTANDING THE FUEL OIL TANK

SEQUENCE TABLES. 5
F. UNDERSTANDING THE EFFECTS OF

DEWATERING/FLOODING SOLID/PARTIAL FLOODED
COMPARTMENTS ABOVE CENTER OF GRAVITY. 5
4. ACTION OF THE REPAIR PARTY IN COUNTER FLOODING

AND SHIFTING OF LIQUID LOAD. 30 ____________
A. THE ABILITY TO IDENTIFY AND LOCATE

SELECTED SYSTEM CONTROL VALVES. 10
B. KNOWLEDGE OF THE INSTALLED SYSTEMS 10
1. FUEL OIL TRANSFER SYSTEM.
2. DRAINAGE SYSTEM.
3. FLOODING AND BALLASTING

SYSTEMS.
4. PUMP CAPACITIES.
C. HANDLING OF SELF-INFLICTED DAMAGES 10
1. LACK OF SYSTEM MAINTENANCE

(PMS)
2. FAILURE TO PROPERLY OPERATE

CONTROLS.
3. INSUFFICIENT OR IMPROPER DC
CLASSIFICATIONS.
GRADE:___________________
DC INSTRUCTOR:_____________________

analyzing weight and moment considerations
(JTI 2.1, 3.2.1, 6.0, 6.1, 6.2)
6.54 Given a ship's DC book, section

II(a), booklet of general plans, and/or
subdivision diagram, PREPARE stability
data cards for ship's compartments.
6.55 Given stability data cards, PREPARE a

flooding effects diagram enhanced with:
weight added, changes to drafts forward
and aft, sine correction and list.
6.56 Given sample fuel/water reports,

CALCULATE underway drafts using the Trim
Calculation sheet.
6.57 Given Trim Calculation sheets,

COMPLETE an underway draft report.
STABILITY DATA CARD AND FLOODING EFFECTS
DIAGRAM PREPARATION
INTRODUCTION: This lesson will

introduce you to a technique of
accurately and rapidly
determining your ship's
stability situation after
flooding damage. This method is
based on the fact that 90% of
the necessary calculations can
be performed prior to actual
damage, within a reasonable
degree of accuracy.
REFERENCES: Damage Control Book

Section II(a)
Booklet of General Plans for
Your Ship
Liquid Loading Diagram/Flooding Effects Diagram
Stability Student Guide Lesson

4.9
MATERIALS: 1. 2
Stability Data Cards
2. 1 Blank Flooding
Effects Worksheet
3. Calculator
4. Booklet of General
Plans for your Ship
5. Liquid Loading /
Flooding Effects
Diagram
6. Subdivision Diagram
7. Damage Control Book
8. Ruler
9. Dividers
10. Markers: Yellow,

Green, and Pink
JOB STEPS: 1. Select 2

WATERTIGHT compartments to
prepare stability data cards
for. DO NOT select tanks which
are included on the liquid
loading diagram. Choose one
centerline compartment and one
off-centerline or asymmetrical
compartment. Compartments must
be surrounded by watertight
boundaries. NOTE: This
consideration causes a group of
compartments separated by joiner
bulkheads and doors to be
treated as one. This concept is
accurate; when one space floods,
all spaces within the
subdivision will flood. DO NOT
pick two compartments which are
identical (i.e opposing wing
tanks).
2. Prepare stability data cards

for these 2 compartments
completing the 25% and 100%
columns. Take accurate
measurements from the Booklet of
General Plans for length, width,
and height, as well as height
above the keel. (If Booklet of
General Plans is not available,
use Watertight Subdivision
Diagram, DC Diagram #2, and
estimate values as best you
can.)
3. Sketch the 2 selected

compartments in their
approximate locations on the
flooding effects worksheet. (see
page 4.9.12 for example)
JOB STEPS: 4. Write the

compartment number, or numbers,
in the center of each
compartment.
5. From the stability data card

100% flooded column, write the
number of tons added in the
upper left hand corner of each
compartment.
6. Directly below tons added,

write the sine correction for
100% (two decimal places) for
each compartment.
7. In the upper right hand

corner, write the change in list
caused by flooding to 100%.
8. In the bottom left hand

corner, write the change in
drafts aft (to the nearest inch)
for each compartment.
9. In the bottom right hand
corner, write the change in
drafts forward (to the nearest
inch) for each compartment.
10. COLOR THE COMPARTMENTS in

accordance with the flooding
effects diagram table below:
COLOR SINE COR 25% SINE COR 100%
PINK + +
YELLOW + �
GREEN � �
WHITE < 0.01 < 0.01

COMPARTMENT STABILITY DATA CARD
The Stability Data Card calculates the effect on ship
stability when flooding a particular compartment. Prior to
damage, the change in KG due to weight addition, free surface
effect, free communication effect, and also changes in trim
can be calculated. This information can be printed on standard
8� x 11 paper and kept on file. A card should be filled out
for each compartment below the waterline.
To accurately complete this form, the DCA will need the

BOOKLET OF GENERAL PLANS, DAMAGE CONTROL BOOK, a pair of
dividers and a calculator.
BLOCK PROCEDURE
A W0 Full Load Displacement (DC Book)
B KG0 Height of the Center of Gravity for Full Load

Condition (DC Book)
C GM Metacentric Height, uncorrected for Free Surface

Effect (DC Book)
D LCF Longitudinal Center of Flotation (Draft Diagram

and Functions of Form)
E LBP Length Between Perpendiculars (DC Book)
F TPI Tons Per Inch Immersion at Full Load (Draft

Diagram and Functions of Form)
G F.S.(TANKS) Free Surface Effect in Ship's Tanks at Full

Load (DC Book)
H L Length, B Breadth, H Height of the compartment and

the HT ABV B/L height of the DECK of the compartment
above the keel (Booklet of General Plans)
I DIST MSP Distance from Mid-Ships Perpendicular to the

center of the compartment. Circle FWD if the center of
the compartment is forward of Mid-Ships, circle AFT if
it is aft (Booklet of General Plans)
J DIST FM C/L Distance from the CENTER of the

compartment to the centerline of the ship. Circle P if
the compartment is on the port side, and S if on the
starboard side (Booklet of General Plans)
K Depth Depth of flooding in feet. Multiply the height

of the compartment by the percentage flooding.
BLOCK PROCEDURE
L
Weight Weight added. Use the equation:
M WF Final displacement. Use the equation:

N kg Height of the center of gravity of the flooding
above the keel. Use the equation:
O Vert Moment Use the equation:
P
KG1 Use the equation:
Q KG The difference between KG0 and the KG1. If KG1 is

less than KG0 KG will be negative. It is important
that the (+/-) be recorded on the form.
R F.S.E. Free Surface Effect. Use the equation:

NOTE: When flooding is 100%, Free Surface = 0.00 FT
S F.C.E. Free Communication Effect. Use the equation:
T IM Inclining moment. Use the equation: where Y

is (DIST FM C/L P/S)
U LIST Angle of list. Use the equation:
V TRIM ARM Trimming arm. Use the equation:

W TRIM MOM Trimming moment. Use the equation:
BLOCK PROCEDURE
X MT1" Moment to Trim One Inch. (Draft Diagram and

Function of Form) Use WF as the entering argument.
Because WF will vary with the level of compartment
flooding, MT1" for 25% and 100% will not be the same.
Y
CT Change in Trim. Use the equation:
Z PR/PS Parallel rise/parallel sinkage. Use the
equation:
AA dF Change in draft forward due to trim. Use the
equation:
NOTE: If the trimming moment is forward, dF is

positive. If the trimming moment is aft, dF is
negative. Circle the appropriate sign on the stability
data card.
AB dA Change in draft aft due to trim. Use the equation:
NOTE: If the trimming moment is forward, dA is

negative. If the trimming moment is aft, dA is
positive. Circle the appropriate sign on the stability
data card.
AC DRAFTF Total change in draft forward. Change in draft
at the bow due to parallel rise/sinkage and trim. Use
the equation:
AD DRAFTA Total change in draft aft. Change in draft at

the stern due to parallel rise/sinkage and trim. Use
the equation:
AE SINE CORRECTION The total change in the height of the

center of gravity. Use the equation:
AF COSINE CORRECTION The distance the center of gravity

is shifted off-centerline. Use the equation:
UNDERWAY DRAFT REPORT
INTRODUCTION: When a ship is
underway, it can be very
difficult, often times
impossible, to accurately read
the draft marks at the
waterline. Calculating the
underway drafts is a simple
procedure where fuel consumption
is treated as a weight removal
from within the storage tanks. A
Trim Calculation Sheet can then
be used to determine the change
in forward and aft drafts due to
parallel rise/sinkage and change
in ship�s trim.
REFERENCES: Damage Control Book, Section II(a)
Ship�s Daily Fuel and Water Report
MATERIALS: Current and previous day�s fuel and water report
Trim Calculation Sheet
Damage Control Book, Section II(a)
Daily Draft Report
JOB STEPS: 1. Compare current

and previous day�s fuel and
water report, noting changes in
liquid loading.
15 December 16 December
Tank Capacity Actual Tank Capacity Actual
4-72-2-F 7875 7500 4-72-2-F 7875 4430
4-84-2-F 8925 8500 4-84-2-F 8925 8500
4-96-2-F 7875 7500 4-96-2-F 7875 7500

4-143-2-F 5250 5000 4-143-2-F 5250 4910
3-169-2-J 840 800 3-169-2-J 840 800
2. This report indicates that

3070 gallons of fuel were
removed from tank 4-72-2-F.
Knowing 322 gallons of fuel is
one Long Ton, the liquid change
can be converted to a weight
change.
3. Now that we have a weight

change, the next step is to
determine the Trimming Arm for
the weight. Section II(a) of the
Damage Control Book contains a
Tank Capacity Data section which
lists:
a) Each tank
b) The tank�s capacity in

gallons and Long Tons
c) Conversion factors for LT,

FT3, & Gallons
d) The tank�s vertical (KG) and

longitudinal (LCG)
center of gravity
JOB STEPS: 3. The longitudinal

center of gravity (LCG) is the
distance (FT) from the center of
gravity of the tank to the
midships perpendicular. To get
the Trimming Arm:
If the tank is forward of

midships perpendicular, add
LCF to the LCG distance.
If the tank is aft of

midships perpendicular,
subtract LCF from the LCG
distance.
4. Complete the Trim Calculation

Sheet using the weight, Trimming
Arm, and Draft Diagram and
Functions of Form information
found in the damage control
book, section II(a). Use of the
Trim Calculation Sheet is
discussed in Lesson 4.4, Trim
and Draft.
5. The final result will be the

calculated forward and aft
drafts of your ship. These
values will be used as the
original drafts in the next
day�s draft report.
L
E
S
S
O
N
T
O
P
I
C
:
4
.
1
0
T
I
T
L
E
:
I
N
S
T
A
L
L
E
D
B
A
L
L
A
S
T
I
N
G
S
Y
S
T
E
M
S

analyzing weight and moment considerations
(JTI 2.1, 3.2.1, 3.2.2, 4.2, 4.2.1, 4.2.2,
6.0, 6.1, 6.2)
6.58 DESCRIBE the ballasting system

including: purpose, function,
characteristics, subsystems, components
and operating procedures.
6.59 LIST reasons for ballasting.
6.60 DESCRIBE common arguments against

ballasting.
6.61 STATE the Damage Control Assistant's

responsibilities with respect to
ballasting.
BALLASTING SYSTEMS
I. Reasons for Ballasting

a. To maintain adequate low weight for
stability
b. Off center tanks may be flooded to

reduce list upon damage (counter flooding)
c. To provide a liquid layer at the shell

to absorb fragments
d. Control list and trim (ex: flight

operations)
e. To conduct wet well operations
f. Grounding
g. To suppress Free Surface Effect
II. Solid Ballast Systems
a. Reasons for the installation of solid

ballast
1. To improve transverse
stability
2. To adjust trim
3. To eliminate an inherent list
b. Types of solid ballast used
1. Lead
2. Cement
3. Iron
III. Liquid Ballasting Systems
a. Automatic (Fuel Oil Compensating

System)
This system provides automatic ballasting

of fuel oil storage tanks. By constantly
supplying firemain water to the tanks
through a reducer, the storage tanks are
always full of fuel, water, or a
combination of the two.
III. Liquid Ballasting Systems (continued)
b. Manual ballasting systems
1. Dedicated systems that

involve only tanks and voids
designated for ballasting. They
have their own piping runs,
pumps, etc. ("clean ballast")
2. Fuel oil tank ballasting

("dirty ballast")
a. Accomplished by
using several systems
that are
interconnected by a
manifold
b. Ballasting water is
supplied to the tanks
by the firemain or
auxiliary saltwater
systems
c. Tanks can be
dewatered by the bilge
stripping system or a
drainage system
IV. Guidance for Ballasting
A. The following references provides

guidance on ballasting:
1. Fuel oil tank sequencing

section of EOSS.
2. Liquid load diagram.
3. Damage Control Book.
4. TYCOM Instructions.
5. NSTM 079, Volume I.
a. Can be used to
develop a ballast bill
if none of the other
references apply to
your ship.
V. Status Boards
A. All ships are required to maintain a

liquid loading diagram at Damage Control
Central and at all repair lockers, showing
the status of fuel and water tanks. The
value of having such a record available is
that it shows which compartments contained
liquids before damage, hence did not
flood. It also provides a chart on which
to mark up information on the extent of
the flooding as this comes in via
communication systems after damage.
VI. Damage Control Assistant�s

Responsibilities
a. Maintain awareness of ship's liquid

loading condition. (Full Load - Min Ops)
b. Determine the risks associated with

violating LLI and report to CHENG if
necessary.
1. Hogging and sagging stresses
2. Submerging limiting draft marks
3. Survivability of beam winds and seas
4. Maintain adequate metacentric height

c. Ensure most current fuel and water
report is posted daily at each repair
locker and DC Central
VII. Arguments Against Ballasting
Ballasting will destroy the fuel tanks: concern that adding

salt water to the fuel tanks will increase the rate and amount
of corrosion. On many older ships, fuel tanks that are
ballasted must be cleaned prior to putting fuel back in the
tank.
The ship has never had to ballast before, it must not be

necessary: CHENGs will discuss ballasting during the relief
process. If fuel tanks were never ballasted in the two
previous years, it is likely the new CHENG will not order fuel
tanks ballasted during his/her tour.
Pumping out ballasted tanks will pollute the water: concern

that fuel will be spilled when deballasting tanks. The
Commanding Officer becomes liable for marine pollution
violations.

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Damage Control Training

Stability and Buoyancy Lessons

LESSON TOPIC: 4.1 TITLE: PRINCIPLES OF STABILITY

Contact periods allotted this LESSON TOPIC:

Classroom: 2.5 Test: 0.0

Trainer: 0.5 Total: 3.0

MEDIA: Classroom lecture with visual media,

6.0 EVALUATE shipboard stability by analyzing weight

6.1 DESCRIBE the reference points, forces, and

6.2 DESCRIBE the movement of stability reference

6.3 DIFFERENTIATE between indicators of initial

6.4 IDENTIFY and DESCRIBE the uses of various types

6.5 Given a draft diagram/functions of form and a

6.6 Given cross curves of stability and the ship's

INITIAL STABILITY - The stability of a ship in the

OVERALL STABILITY - A general measure of a ship's

DYNAMIC STABILITY - The work done in heeling a ship

THE LAWS OF BUOYANCY

1. Floating objects possess the property

2. A floating body displaces a volume of

3. A body immersed (or floating) in water

EXAMPLE OF GRAVITY -VS- BUOYANCY

If the cube of steel is placed in water it sinks. There is not

The ship's hull will sink to a draft where the forces of

The weight of the volume of water that is displaced by the

The force of gravity acts vertically downward through the

Parallel forces may be mathematically

Weight: The force of gravity acting on a

Moment: The tendency of a force to produce

Specific The specific volume of a fluid is it�s volume per

Volume: weight. Units: cubic feet per ton

Salt Water = 35 FT3/LT

Fresh Water = 36 FT3/LT

Diesel Fuel = 43 FT3/LT

CALCULATING THE WEIGHT OF FLOODING WATER

Length = 20 FT Flooded with salt

Breadth = 20 FT water to a depth

1. First, calculate the volume of water that has been

2. Second, divide the volume of water by it�s specific volume.

STABILITY REFERENCE POINTS

K - Keel: The base line reference point from which

The Center of Buoyancy will move as the shape of the

When the ship's hull is made heavier, the drafts increase as

When the ship's hull is lightened, the drafts decrease as the

G - Center of Gravity: The

1. "G" moves towards a weight addition

2. "G" moves away from a weight removal

3. "G" moves in the same direction as a weight shift

As the ship is inclined, the

As the ship continues to heel

The position of the metacenter is a function of the position

As the Center of Buoyancy moves up, the

As the Center of Buoyancy moves down, the

KG - Height of the ship�s Center of Gravity the

KM - Height of Metacenter above the Keel: This

GM - Metacentric Height: This measurement is

BM - Metacentric Radius: The distance between the

THE STABILITY TRIANGLE

The distance between the forces of buoyancy and gravity is

For small angles of heel (0o through 7o to 10o, metacenter

With initial stability (0o to 7o-10o) the metacenter does not

RIGHTING MOMENT (RM)

A destroyer displaces 6000 LT and has a righting arm of 2.4 FT

RM = 14,400 FT-Tons (pronounced "foot tons")