Damage Stability

__________________________________________________________________________________________

DAMAGE STABILITY

10 MODULE

References & Extracts from:

• Lewis, E.V., (Editor) • Clark, I.C.

Principles of Naval Architecture The Management of Merchant Ship Stability,
S.N.A.M.E., Jersey City 1988 Trim & Strength
The Nautical Institute, London 2002

1 Introduction

Damage stability is a general term given to the prediction and analysis of the stability and trim
response of a vessel for a range of damaged conditions in which a compartment, or a number of
compartments within the hull have been flooded as a result of collision or grounding,
catastrophic structural failure affecting the hull shell, and deliberate flooding intended to mitigate
a pre-existing damaged condition.

IMO minimum damage stability criteria exist for commercial vessels and minimum requirements
are demanded by national defence administrations for naval vessels. Ostensibly prescribing
survivability characteristics, damage stability criteria impact significantly upon design of hull
internal arrangement, particularly in regard to number, location and extent of watertight
divisions.

2 Subdivision

All marine craft are subject to risk of sinking if watertight integrity is lost. Exceptions are certain
small craft constructed entirely of buoyant material with predominantly buoyant content, such as
rigid survival craft. Flooding of the hull can have 2 principal consequences. One is a loss of
buoyancy and change of trim, which if unchecked will lead to sinking, the other is a loss of
transverse stability, causing capsize.

Protection against the effects of accidental flooding is an essential design feature of all vessels.
The most effective defence is provided by internal subdivision via the inclusion of watertight
transverse and longitudinal bulkheads, watertight decks and double bottoms. The required
degree and arrangement of adequate internal subdivision is, however, fraught with uncertainty.
Location and extent of damage which may be hypothetically sustained is difficult, if not
impossible to predict and numerous permutations of loading conditions potentially exist for the
occasion when damage is possibly sustained.

Subdivision will impact upon the initial cost of a vessel and may affect operability. For example,
Ro-Ro vessels and aircraft carriers require hull compartments with considerable longitudinal and
transverse extent (vehicle decks and hangar spaces, respectively) in order to perform their roles
__________________________________________________________________________________________

165
Damage Stability
__________________________________________________________________________________________

efficiently. Watertight divisions subdividing these spaces would arguably impede efficient
operation. Consequently, the level of subdivision integrated into a design involves a degree of
compromise between cost and guarantee of survivability, with minimum thresholds imposed via
IMO or national requirements based on a probability approach with respect to the arrangement
and degree of subdivision required.

3 Definitions of Fundamental Terminologies

3.1 Bilging

Bilging is the term used for the accidental flooding of a hull compartment or compartments as a
consequence of rupture of the hull shell due to collision or stranding, or due to the failure of shell
plating or piping which allows ingress of sea water. The flooded compartment may be located
wholly below, or extend above, the waterline.

3.2 Reserve Buoyancy

Reserve buoyancy is the potential buoyancy of a vessel and is formed by the intact watertight
volume above the waterline. When a mass is added to a vessel, or buoyancy is lost due to
bilging, a proportion of the reserve buoyancy is converted into active buoyancy (immersed
volume) by the increase in draft. If a loss in buoyancy exceeds the reserve buoyancy the vessel
will sink.

ENCLOSED VOLUME
ABOVE WATERLINE
(RESERVE BUOYANCY)

WL

Figure 10.1 Reserve buoyancy provided by watertight volume above the waterline.

3.3 Permeability (µ)

Permeability of a compartment is the proportion of the immersed volume of that compartment

which can be occupied by water. It is normally expressed as a percentage of the total
compartment volume. Thus the permeability of a completely empty compartment is 1.0, and a
tank completely full of intended contents would have a permeability of 0 (zero). For the
purposes of subdivision and damage stability calculations IMO recommended values for the
__________________________________________________________________________________________

166
 Damage Stability
__________________________________________________________________________________________

permeability of each general compartment are given in Table 10.1. For each cargo
compartment, or part of a cargo compartment, the permeability to be used is provided in Table
10.2.

SPACES PERMEABILITY µ

Accommodation spaces 0.95

Machinery spaces 0.85

Stores spaces 0.60

Void spaces 0.95

†
Tank spaces 0.0 or 0.95

† whichever results in the more severe requirements

Table 10.1 IMO recommended values of permeability for general spaces.

PERMEABILITY µ PERMEABILITY µ PERMEABILITY µ

SPACES
at draft dS at draft dP at draft dI

Dry cargo spaces 0.7 0.8

0.95
Container spaces 0.7 0.8 0.95

Ro-Ro spaces 0.9 0.9 0.95

Cargo liquids 0.7 0.8 0.95

Table 10.2 IMO recommended values of permeability for cargo spaces.

4 Bilging Effects on Stability & Trim

The effects on a vessel’s transverse stability and trim due to bilging of a compartment depend
upon the location of the flooded compartment relative to the intact vessel’s centres of flotation
and buoyancy, the volume of the bilged compartment relative to the intact vessel’s volumetric
displacement, and any changes in the intact waterplane area.

4.1 Added Mass & Lost Buoyancy Methods of Hydrostatic Assessment

The flooding of a compartment may be considered as lost buoyancy or as added mass. Either
approach may be used to determine the vessel’s resulting damaged condition. The added mass
method of assessment of damaged stability is, however, generally more involved than the lost
buoyancy method and is difficult to apply in circumstances where the flooded compartment
extends above the intact waterline where free surface effects need consideration. The ingress of
water into the compartment is considered as added mass borne by the hull which sinks bodily in
response to the increased displacement. Application of the lost buoyancy method assumes that
__________________________________________________________________________________________

167
Damage Stability
__________________________________________________________________________________________

the mass distribution remains constant (i.e., as for the intact hull) but the buoyancy and
waterplane area distributions change. The damaged compartment is considered as open to the
sea and therefore no longer contributing to the vessel’s buoyancy. Resulting drafts and stability
characteristics are determined for the changed volumetric and waterplane area values.

4.2 Illustrative Comparison Between Added Mass & Lost Buoyancy Methods

The different approaches are best illustrated and compared by example, where for simplicity, a
vessel’s full-breadth double bottom tank (with compartment limits wholly below the waterline) is
flooded. The tank is assumed to vent to the atmosphere and hence can be completely flooded
(thus precluding free surface effects), and permeability is assumed as 1.0. The tank centroid is
directly below the LCF and hence no change in trim results from the flooding of the
compartment. Using the vessel’s data provided below, determine the metacentric height for the
damaged condition. [Refer to Figure 10.2.]

WL1

WL

FLOODED COMPARTMENT
DOUBLE-BOTTOM TANK
(FULL BREADTH)

Figure 10.2 Vessel with a single full-breadth bilged compartment amidships and
wholly below the waterline.

Vessel Particulars (Intact Condition)

LWL 54.00 m TPC 4.35 tonnes

BWL 10.80 m KG0 5.16 m
dLCF 4.70 m KB0 2.85 m
∆0 1 850 tonnes KM0 6.11 m
∇0 1 805 m 3
BM0 3.26 m
4
ICL of AW 5 884.3 m GM0 0.95 m

Compartment volume 105 m3 and 1.00 permeability

Compartment centroid 0.63 m above K

__________________________________________________________________________________________

168
 Damage Stability
__________________________________________________________________________________________

Solutions

.1 Added Mass Method

The mass, m, of water flooding the bilged compartment is regarded as mass added to the
displacement:

m = v C × µ × ρ SW
= 105 × 1.0 × 1.025
= 107.63 tonnes

m
δd LCF =
TPC
107.63
=
4.35
= 24.7 cm

∆1 = 1 850 + 107.63
= 1 957.63 tonnes

1 957.63
∇1 =
1025
.
= 1 909.6 m3

The new KG can be determined by taking moments of mass about the keel:

=
(∆ 0 × KG0 ) + (m × kg C )
KG1
∆1

=
(1 850 × 516
. ) + (107.63 × 0.63)
1 957.63
= 4.911 m

The centroid above the keel, kbδ∇ , of the added volumetric displacement, δ∇, resulting from the
bodily sinkage may be assumed to be located at a point midway between the original and new
waterlines.

δd LCF
kbδ∇ = d LCF0 +
2
0.247
= 4.70 +
2
= 4.824 m

Therefore the new KB can be determined by taking moments of volume about the keel:
__________________________________________________________________________________________

169
Damage Stability
__________________________________________________________________________________________

(∇ 0 × KB0 ) + (δ∇ × kbδ∇ )

KB1 =
∇1

=
(1 805 × 2.85) + (105 × 4.824)
1 909
= 2.960 m

Although the waterplane area and its moment of inertia about the centreline are assumed to
remain constant, the metacentric radius, BM, will decrease due to the increase in volumetric
displacement, ∇.

I CL
BM 1 =
∇1

5 884.3
=
1 909.6
= 3.081 m

The new metacentric height resulting from the flooding of the bilged compartment can be
determined:

GM 1 = KB1 + BM 1 − KG1

= 2.96 + 3.081 − 4.911

= 1.130 m

.2 Lost Buoyancy Method

The mass, m, of water flooding the bilged compartment is:

m = v C × µ × ρ SW
= 105 × 1.0 × 1.025
= 107.63 tonnes

m
δd LCF =
TPC
107.63
=
4.35
= 24.7 cm

The mass displacement remains constant and there is no shift in G, however, there is a transfer of
105 m3 of volumetric displacement from the bilged compartment to the bodily sinkage layer.
KB is increased as a consequence of the resulting deeper draft. This is not to be construed as an
increase in volumetric displacement, ∇, which must also remain constant, but rather as a
redistribution of buoyant volume.
__________________________________________________________________________________________

170
 Damage Stability
__________________________________________________________________________________________

The centroid above the keel, kbδ∇ , of the transferred volumetric displacement resulting from the
bodily sinkage may be assumed to be located at a point midway between the original and new
waterlines. The transferred volumetric displacement is, of course, equal to the buoyancy
(volume) lost from the bilged compartment, i.e., vC .

δd LCF
kbδ∇ = d LCF0 +
2
0.247
= 4.70 +
2
= 4.824 m

The new KB can be determined by taking moments of volume about the keel:

=
(∇ 0 × KB0 ) − (vC × µ × kbC ) + (vC × µ × kbδ∇ )
KB1
∇0

=
(1 805 × 2.85) − (105 × 1.0 × 0.63) + (105 × 1.0 × 4.824)
1 805
= 3.094 m

The waterplane area and its moment of inertia about the centreline are assumed to remain
constant, and since the vessel’s volume of displacement, ∇, also remains constant, then so too
does the metacentric radius, BM.

The new metacentric height resulting from the flooding of the bilged compartment can be
determined:

GM 1 = KB1 + BM 0 − KG0

= 3.094 + 3.26 − 5.16

= 1.194 m

.3 Comparison of Results

The 2 methods of assessing the transverse stability of a damaged hull may initially appear to
produce different results as the GM1 values do not agree. However, if the true measure of
transverse stability is the righting moment, RM, then the 2 methods will be found to be in close
agreement.

Where: RM = ∆ × GZ
= ∆ × GM sin θ

RM ADDED MASS = ∆ 1 × GM 1 sin θ

. sin θ
= 1 957.63 × 113
= 2 212.1 sin θ t-m
__________________________________________________________________________________________

171
Damage Stability
__________________________________________________________________________________________

RM LOST BOUY'Y = ∆ 0 × GM 1 sin θ

= 1 850 × 1194
. sin θ
= 2 208.9 sin θ t-m

4.3 Bilging a Compartment Extending Above the Waterline

The illustrative treatments of section 4.2 employed a compartment which had its upper watertight
limit below the waterline therefore the flooded volume was limited to the volume of the ruptured
tank and hence readily determined. Where a compartment extending above the waterline is
bilged, however, determination of the volume (and hence mass) is not so straight forward. It is
this case which exposes difficulties in the application of the added mass method.

As a first approximation all permeable space in the damaged compartment below the intact
waterline only is considered flooded. Consequently trim and drafts change and submerge the
damaged space further, resulting in progressive flooding until the waterline inside the
compartment corresponds to that at which the hull is floating. This additional flooding must then
be added to the first estimate and thus the calculation is reiterative. Unless numerous iterations
are performed the added mass calculated remains imprecise.

Using the lost buoyancy approach in such a case proves more satisfactory and is therefore
recommended. Mass distribution remains as for the intact hull, however buoyancy and
waterplane area distributions change. Bilging of the compartment results in a loss of buoyancy
equal to the mass of water which floods into the compartment below the intact waterline. The
bodily sinkage of the damaged hull is distributed over the reduced intact waterplane area and
damaged stability and trim characteristics are based upon this reduced waterplane area. It should
be noted that the volume above the intact waterline in the damaged compartment does not act as
reserve buoyancy because the space can no longer be regarded as enclosed.

4.4 Application of Permeability to Bilging Calculations

Permeability of a compartment is the proportion of the immersed volume of that compartment

which can be occupied by water. If the permeability, µ, of a machinery space is 0.85 (or 85%)
then only 85% of the space beneath the intact waterline is lost as buoyancy in the event of
flooding. The remaining 15% is machinery, piping systems, etc., which must be regarded as
being part of the undamaged hull space and as such continues to provide buoyancy. This may
seem illogical when the machinery, etc., is more dense than water, however, as bodily sinkage
occurs, the machinery will displace water in the same manner as the intact part(s) of the vessel
and therefore its horizontal area must be included in the intact waterplane area.

The calculation of damaged stability and trim characteristics are based upon the remaining intact
waterplane area and therefore the permeability of the damaged compartment(s) needs to be
applied to account for the contents of the space which continue to provide buoyancy; i.e.,
machinery in an engine room, cargo in a cargo space, etc. The remaining intact waterplane area
may therefore be expressed as:

AW intact = AW − AW lost (m2) (10.1)

__________________________________________________________________________________________

172
 Damage Stability
__________________________________________________________________________________________

where: AW intact = intact waterplane area after bilging has occurred (damaged condition)

AW = original (undamaged condition) waterplane area

AW lost = waterplane area lost due to water ingress within damaged compartments

= µ lC bC (10.2)
where: µ = permeability
lC = length of bilged compartment

bC = breadth of bilged compartment

RESERVE BUOYANCY
REMAINING

WL1

WL0

LOST BUOYANCY BILGED COMPARTMENT BOUNDARY

INTACT WATERPLANE
AREA

Figure 10.3 Vessel with a single full-breadth bilged compartment amidships

extending above the waterline.

The product of permeability and compartment length, µlC , is referred to as the effective length of
the compartment, and similarly µbC is the effective breadth. The lost buoyancy resulting from
bilging may be expressed as:

v LOST = µ lC bC d C − WL0 (m3) (10.3)

where: v LOST = lost buoyancy

d C − WL0 = depth of bilged compartment measured from the undamaged (original)

waterline (i.e., distance from WL0 to the bottom of the compartment)
__________________________________________________________________________________________

173
Damage Stability
__________________________________________________________________________________________

Note

In calculating trim effects, KB1 should be determined using the true breadth, (bC), and effective
length, (µlC), centred on the compartment’s centroid, and LCB1 should be determined using the
effective breadth, (µbC), centred on the compartment’s centroid, and lC . Permeability can be
applied directly to the calculations of moment of inertia for the compartment (applicable to the
free surface effect in cases where the bilged compartment extends above the waterline) in the
following manner:

Transverse moment of inertia (i.e., I about a longitudinal neutral axis)

iC(T) = µ i CL (10.4)

where: iC(T) = transverse moment of inertia of flooded compartment waterplane area

i CL = moment of inertia of compartment plan area about a longitudinal neutral

axis
= i T for a tank space (refer Module 5)

Longitudinal moment of inertia (i.e., I about a transverse neutral axis)

iC(L) = µ i C (10.5)

where: iC(L) = longitudinal moment of inertia of flooded compartment waterplane area

iC = moment of inertia of compartment area about a transverse neutral axis

4.5 Illustrative Example: (Lost Buoyancy Method)

Bilging a Full-Breadth Compartment (Centred on LCF) Extending Above the Waterline

A compartment centred on the LCF with a permeability of 0.85 is flooded. The compartment
spans the full breadth and full depth of the vessel’s hull and may be regarded as rectangular in
both plan and profile views. Using the vessel’s data provided below, determine the metacentric
height for the damaged condition. [Refer to Figure 10.4.]

Vessel Particulars (Intact Condition)

LWL 54.00 m GM0 0.95 m

BWL 10.80 m KG0 5.16 m
dLCF 4.70 m KB0 2.85 m
∆0 1 850 tonnes BM0 3.26 m
AW0 424 m2 ICL of AW0 5 884.3 m4

Compt. length , lC 10.5 m μ 0.85

__________________________________________________________________________________________

174
 Damage Stability
__________________________________________________________________________________________

REDISTRIBUTED
BUOYANCY, δ∇

WL1

LCF WL0

FLOODED COMPARTMENT
(FULL DEPTH & BREADTH)

Figure 10.4 Vessel with a single full-breadth bilged compartment amidships and
extending above the waterline.

Solution

Determining the lost buoyancy, vC μ :

vC µ = (d LCF × B WL × l C ) × µ
= (4.70 × 10.80 × 10.5) × 0.85
= 453.03 m3

Previously, where the flooded compartment did not extend above the waterline, the change in
draft at the LCF, δdLCF, could be found using TPC. Where the compartment does extend above
the waterline, the waterplane area, AW, is altered and therefore the TPC value is also changed.
The approach now is to calculate the reduced waterplane area, AW1 , and subsequently δdLCF.

AW1 = AW0 − AWC µ

= 424 − (10.80 × 10.5 × 0.85)

= 327.61 m2

Since δ∇ = v C µ
and also δ∇ = AW1 × δd LCF

δ∇ vC µ
δd LCF = =
AW1 AW1

453.03
=
327.61
= 1.383 m

__________________________________________________________________________________________

175
Damage Stability
__________________________________________________________________________________________

δd LCF
kbδ∇ = d LCF0 +
2
1.383
= 4.70 +
2
= 5.392 m

d LCF
kbC =
2
4.70
=
2
= 2.35 m

∆0
∇0 =
ρ
1850
=
1.025
= 1 804.9 m3

The new KB is determined by taking moments of volume about the keel:

=
(∇ 0 × KB0 ) − (vC µ × kbC ) + (vC µ × kbδ∇ )
KB1
∇0

=
(1 804.9 × 2.85) − (453.03 × 2.35) + (453.03 × 5.392)
1 804.9
= 3.614 m

The moment of inertia of the intact waterplane area about the centreline is reduced due to the loss
of waterplane area, and thus the metacentric radius, BM, will have changed.

µ lC B 3
I CL 1 = I CL 0 −
12
0.85 × 10.5(10.8)
3
= 5 884.3 −
12
= 4 947.4 m4

I CL1
BM 1 =
∇0

4 947.4
=
1 804.9
= 2.741 m
__________________________________________________________________________________________

176
 Damage Stability
__________________________________________________________________________________________

The new metacentric height resulting from the flooding of the bilged compartment can be
determined:

GM 1 = KB1 + BM 1 − KG 0

= 3.614 + 2.741 − 5.16

= 1.195 m

4.6 Bilging Any Compartment Wholly Below the Waterline

Note:
The term ‘any compartment’ infers that the compartment need not be centred on the LCF. This,
of course, is the general case.

[Refer to Figure 10.5.] The vessel in the undamaged condition floats at WL0. Once damaged,
however, due to sinkage and a change in trim, the vessel floats at the trimmed waterline WL2.
For convenience it may be imagined that initially the vessel is restrained from trimming and
floats simply at the deeper waterline, WL1. The buoyancy lost from the flooded compartment is
redistributed above WL0. The resulting sinkage may then be calculated using:

vC µ
δ d LCF = (10.6)
AW0

When the imaginary restraint against trimming is removed, the vessel experiences a trimming
moment, TM, equal to:

TM = v C µ ρ × bbδ∇ (10.7)

where: vC µ = volume of lost buoyancy (= volume of redistributed buoyancy)

ρ = density of water flooding compartment
bbδ∇ = horizontal separation of the flooded compartment centroid, to the centre of
redistributed buoyancy

As the compartment limits are wholly below the waterline the waterplane remains intact. If hull
flare is neglected it may be assumed that the LCF remains unchanged and so the centroid of
redistributed buoyancy may be considered as located above the LCF at the mid-depth of the
redistributed layer of buoyancy. Therefore:

bbδ∇ = lcbC − F0 (10.8)

where: lcbC = longitudinal volumetric centroid of the flooded compartment

F0 = LCF location

If equation 10.8 is used in conjunction with the sign convention used throughout these notes, the
correct sense (+/–) of the trimming moment will result. This trimming moment and recalculated

__________________________________________________________________________________________

177
Damage Stability
__________________________________________________________________________________________

values of GML and MCTC can be applied to determine the resulting trim and drafts for the
damaged condition.

G0

F0 WL0
B0

∆
UNDAMAGED VESSEL

vC μρ
REDISTRIBUTED bbδ∇
BUOYANCY, δ∇
REDISTRIBUTED BUOYANCY
CENTROID, bδ∇

WL1

WL0
F0

FLOODED COMPARTMENT
VESSEL RESTRAINED FROM TRIMMING CENTROID, lcbC

G0 WL2

F0
B1

VESSEL TRIMMED

Figure 10.5 Vessel with a single full-breadth flooded end compartment

wholly below the waterline.

4.7 Illustrative Example: (Lost Buoyancy Method)

Bilging a Full-Breadth Forward Compartment Wholly Below the Waterline

A forward compartment of a vessel with limits wholly below the waterline is flooded. The
compartment spans the breadth of the vessel’s hull. Using the vessel’s intact data provided,
determine the resulting drafts for the damaged condition.

__________________________________________________________________________________________

178
 Damage Stability
__________________________________________________________________________________________

Vessel Particulars (Intact Condition)

LWL 54.00 m LCF0 1.75 m aft of midships

BWL 10.80 m KB0 2.85 m
d F0 3.50 m BM0 3.26 m

d A0 5.70 m KG0 5.16 m

dLCF 4.70 m AW0 424.4 m2

∆0 1 850 tonnes BML 45.64 m

Compt. geometric volume, vC: 36 m3
Compt. permeability, μ: 0.95
Compt. centroid, kbC: 0.6 m ABL, lcbC : 15.0 m fwd of midships

Solution

Determining the lost buoyancy, vC μ :

vC µ = 36.0 × 0.95
= 34.2 m3

vC µ
δd LCF =
AW

34.2
=
424.4
= 0.081 m

δd LCF
kbδ∇ = d LCF0 +
2
0.081
= 4.70 +
2
= 4.741 m

∆0
∇0 =
ρ
1850
=
1.025
= 1 804.9 m3

__________________________________________________________________________________________

179
Damage Stability
__________________________________________________________________________________________

=
(∇ 0 × KB0 ) − (vC µ × kbC ) + (vC µ × kbδ∇ )
KB1
∇0

=
(1 804.9 × 2.85) − (34.2 × 0.6) + (34.2 × 4.741)
1 804.9
= 2.929 m

GM L 1 = KB1 + BM L − KG 0

= 2.929 + 45.64 – 5.16

= 43.409 m

∆GM L1
MCTC1 =
100 LWL

1850 × 43.409
=
100 × 54.0
= 14.872 t-m

bbδ∇ = lcbC − F0
= (–15.0) – (+1.75)
= – 16.75 m

TM = v C µ ρ × bbδ∇
= 34.2 × 1.025 × (−16.75)
= – 587.2 t-m

TM
δT =
MCTC1

− 587.2
=
14.872
= – 39.5 cm

δT
δ dF = − × FFP
LWL

− 39.5  54.0 
= − × + (+ 1.75)
54.0  2 
= + 21.0 cm

__________________________________________________________________________________________

180
 Damage Stability
__________________________________________________________________________________________

δT
δ dA = + × FAP
LWL

− 39.5  54.0 
= + × − (+ 1.75)
54.0  2 
= – 18.5 cm

d F1 = d F0 + δd LCF + δd F

= 3.50 + (+ 0.081) + (+ 0.210)

= 3.791 m

d A1 = d A 0 + δd LCF + δd A

= 5.70 + (+ 0.081) + (– 0.185)

= 5.596 m

4.8 Bilging Any Compartment Extending Above the Waterline

Note:
The term ‘any compartment’ infers that the compartment need not be centred on the LCF. This
is the general case.

[Refer to Figure 10.6.] The case for a flooded compartment extending above the waterline and
not centred on the LCF is treated in the same manner as for a similarly located compartment with
limits wholly below the waterline except that the original (pre-damage) waterplane is now
reduced. Consequently values of parameters based upon waterplane area need to be recalculated
for the damaged condition.

In the calculation of the trimming lever, bbδ∇, the centroid of the redistributed buoyancy may be
considered as located midway between the original centre of flotation, F0, and the centre of
flotation of the damaged waterplane, F1. Therefore:

F0 + F1
bbδ∇ = lcbC − (10.9)
2

where: lcbC = longitudinal volumetric centroid of the flooded compartment

F0 = LCF location for the undamaged waterplane

F1 = LCF location for the damaged waterplane

If equation 10.9 is used in conjunction with the sign convention used throughout these notes, the
correct sense (+/–) of the trimming moment will result. This trimming moment and recalculated
values of GML and MCTC can be applied to determine the resulting trim and drafts for the
damaged condition.

__________________________________________________________________________________________

181
Damage Stability
__________________________________________________________________________________________

vC μρ
REDISTRIBUTED bbδ∇
BUOYANCY, δ∇

F1 WL1

WL0
F0

REDISTRIBUTED BUOYANCY
CENTROID, bδ∇
FLOODED COMPARTMENT
VESSEL RESTRAINED FROM TRIMMING CENTROID, lcbC

Figure 10.6 Vessel with a single full-breadth flooded end compartment

extending above the waterline.

4.9 Illustrative Example: (Lost Buoyancy Method)

Bilging a Full-Breadth Forward Compartment Extending Above the Waterline

A forward compartment of a vessel extending above the waterline is flooded. The compartment
spans the breadth of the vessel’s hull and may be assumed rectangular in plan view. Using the
vessel’s intact data provided, determine the resulting drafts and metacentric height for the
damaged condition.

Vessel Particulars (Intact Condition)

LWL 54.00 m LCF0 1.75 m aft of midships
BWL 10.80 m KB0 2.85 m
d F0 3.50 m BM0 3.26 m

d A0 5.70 m KG0 5.16 m

dLCF 4.70 m AW0 424.4 m2

∆0 1 850 tonnes I CL 0 5 884.3 m4

I CF0 82 380.2 m4

Compt. geometric volume, vC: 105 m3

Compt. permeability, μ: 0.95
Compt. vol. centroid, kbC: 2.5 m ABL, lcbC : 15.0 m fwd of midships
Compt. area, AWC : 30 m2

Compt. area centroid, fC: 16.0 m fwd of midships

Compt. length lC 6.0 m
Compt. breadth bC 5.0 m
__________________________________________________________________________________________

182
 Damage Stability
__________________________________________________________________________________________

Solution

Volume of lost buoyancy:

vC µ = 105 × 0.95
= 99.8 m3

Waterplane area after damage:

AW1 = AW0 − AWC µ

= 424.4 − (30 × 0.95)

= 395.9 m2

vC µ
δd LCF =
AW

99.8
=
395.9
= 0.252 m

δd LCF
kbδ∇ = d LCF0 +
2
0.252
= 4.70 +
2
= 4.826 m

∆0
∇0 =
ρ
1850
=
1.025
= 1 804.9 m3

=
(∇ 0 × KB0 ) − (vC µ × kbC ) + (vC µ × kbδ∇ )
KB1
∇0

=
(1 804.9 × 2.85) − (99.8 × 2.5) + (99.8 × 4.826)
1 804.9
= 2.979 m

The transverse moment of inertia about the centreline, ICL, of the remaining intact waterplane
area needs to be calculated (using equation 10.10) in order to determine the transverse
metacentric radius for the damaged condition.
__________________________________________________________________________________________

183
Damage Stability
__________________________________________________________________________________________

µ l C bC3
I CL 1 = I CL 0 − (10.10)
12
0.95 × 6.0 × (5.0 )
3
= 5 884.3 +
12
= 5 824.93 m4

I CL1
BM 1 =
∇0

5 824.93
=
1804.9
= 3.227 m

GM T 1 = KB1 + BM 1 − KG 0

= 2.979 + 3.227 – 5.16

= 1.046 m

The longitudinal shift in the centre of flotation is found using:

µAWC × F0 f C
F0 F1 = (10.11)
AW1

0.95 × 30 × (1.75 − (− 16.0 ))

=
395.9
= 1.278 m (aft since +ve)

LCF1 = LCF0 + F0 F1
= 1.75 + (+1.278)
= 2.555 m (aft since +ve)

The longitudinal moment of inertia about the centreline, ICF, of the remaining intact waterplane
area is calculated using:

= I CF0 + AW0 (F0 F1 ) − iC − µAWC ( f C F1 )

2 2
I CF 1 (10.12)

where: iC = longitudinal moment of inertia of the compartment waterplane area about

its own transverse neutral axis

f C F1 = longitudinal distance from the centroid of the compartment waterplane

area to the centre of flotation of the remaining intact waterplane area

__________________________________________________________________________________________

184
 Damage Stability
__________________________________________________________________________________________

µ bC l C3
iC = (10.13)
12
0.95 × 5.0 × (6.0 )
3
=
12
= 85.5 m4

Therefore: I CF 1 = 82 380.2 + 424.4(1.278)2 − 85.5 − 0.95(30 )(2.555 − (− 16.0 ))2

= 73 175.7 m4

The longitudinal BM is required in order to determine the longitudinal GM, which in turn is
necessary for the calculation of MCTC for the damaged condition. (MCTC diminishes
significantly with reduction of the intact waterplane area.)

I CF1
BM L1 =
∇0

73 175.7
=
1804.9
= 40.543 m

GM L 1 = KB1 + BM L1 − KG 0

= 2.979 + 40.543 – 5.16

= 38.362 m

∆GM L1
MCTC1 =
100 LWL

1850 × 38.362
=
100 × 54.0
= 13.143 t-m

The trimming lever is calculated using equation 10.9:

F0 + F1
bbδ∇ = lcbC −
2
1.75 + (+ 2.555)
= − 15.0 −
2
= – 17.153 m

__________________________________________________________________________________________

185
Damage Stability
__________________________________________________________________________________________

TM = v C µ ρ × bbδ∇
= 0.95 × 105 × 1.025 × (−17.153)
= – 1 753.8 t-m

TM
δT =
MCTC1

− 1 753.8
=
13.143
= – 133.4 cm

δT
δ dF = − × F1 FP
L WL

− 133.4  54.0 
= − × + (+ 2.555)
54.0  2 
= + 73.0 cm

δT
δ dA = + × F1 AP
LWL

− 133.4  54.0 
= + × − (+ 2.555)
54.0  2 
= – 60.4 cm

d F1 = d F0 + δd LCF + δd F

= 3.50 + (+ 0.252) + (+ 0.73)

= 4.482 m

d A1 = d A 0 + δd LCF + δd A

= 5.70 + (+ 0.252) + (– 0.604)

= 5.348 m

5 Implications for Stability & Trim

Accidental flooding of sections of a vessel’s hull is obviously a serious event but whether or not
this necessarily leads to sinking depends upon the vessel’s particular circumstances. Bilging the
hull always reduces reserve buoyancy as a consequence of bodily sinkage, which alone may lead
to the vessel sinking, and it will also reduce the range of positive stability. However, the vessel’s
upright transverse stability may be actually enhanced by the flooding (as seen in the illustrative
example in section 4.2) as the increase in KB may be greater than the reduction in BM.

__________________________________________________________________________________________

186
 Damage Stability
__________________________________________________________________________________________

5.1 Cross-Flooding Requirement

Loss of transverse stability is not necessarily a problem, however, asymmetrical flooding due to
bilging a side compartment poses significant danger as the angle of list created may be fatal
when associated with the reduced range of positive stability existing. An element of the rationale
underpinning enforced damage stability criteria for commercial vessels is to prevent or delay the
loss of a vessel in order to facilitate both the evacuation of personnel and salvage attempts. To
achieve this, cross-flooding of compartments must be possible in order to prevent or minimise
asymmetrical flooding and the associated list which would result.

Facilitating cross-flooding implies that an increased amount of ingress (flooded volume) may be
deliberately permitted in order to maintain an upright condition albeit significantly trimmed.
Provision of cross-flooding ability is therefore a key requirement integral to the design of a
vessel’s subdivision, particularly in passenger vessels where damage stability criteria are
rigorously imposed.

6 IMO Subdivision & Damage Stability Requirements

Until 2009 IMO subdivision and damage stability requirements treated cargo and passenger
vessels separately. Subdivision for passenger vessels was derived via a deterministic approach
utilising floodable and permissible lengths of internal compartments, factors of subdivision and
criterion of service numerals. Cargo vessels of lengths greater than 80 metres had their
subdivision treated via a probabilistic approach.

The amendments to Chapter II-1 of SOLAS that entered into force on 1 January 2009 include
harmonized requirements for the damage stability of both passenger ships and cargo ships based
on probabilistic principles. The provisions governing subdivision are probabilistic in that they
are based on a concept of the probability of any compartment(s) being damaged and of vessel
survival.

Dry-cargo vessels of LS < 80 m, tankers and specific forms of other non-passenger vessels, such
as offshore supply vessels, are required to comply with other IMO instruments developed
specifically for the appropriate vessel type, such as MARPOL, International Bulk Chemical
Code, International Gas Carrier Code, Code of Safety for Special Purpose Ships, or to the 1966
Load Line Convention in regard to their subdivision. The new regulations do not apply to those
vessels covered by the High Speed Craft Code.

These new SOLAS regulations which mandatorily apply probabilistic damage stability methods
to both passenger vessels and cargo vessels, have evolved through careful analysis of damage
data and constitute a rational method for an overall assessment of the damage stability of a vessel
that allows the designer substantial flexibility in the vessel’s arrangement. The new regulations
provide for the vessel’s actual subdivision to be taken into account, rather than only considering
traditional transverse subdivision arrangements which was the case with the superseded
requirements. Furthermore, the new regulations can be used to gain credit for subdivision
features that were previously ignored.

In essence the regulations establish for any ship design a required subdivision index, ‘R’, that is
to be met by the attained subdivision index, ‘A’, detailed in the regulations. The required
subdivision index, ‘R’, is specified for cargo vessels of L ≥ 80 metres as a function of length
only, and is specified for passenger ships as a function of both length and passenger numbers.
__________________________________________________________________________________________

187
Damage Stability
__________________________________________________________________________________________

This is an objective measure of vessel safety and therefore there is no need to supplement this
index by any deterministic requirements. These regulations are therefore primarily based on the
probabilistic approach with only a very few deterministic elements which are necessary to make
the concept practicable.

The philosophy behind the probabilistic concept is that 2 different vessels with the same index of
subdivision are of equal safety and therefore there is no need for special treatment for specific
parts of the vessel. It should be noted, however, that ‘R’ and ‘A’ values are not directly
comparable between passenger and cargo ships because of different assumptions for their
calculation. The only areas given special attention in these regulations are the forward and
bottom regions which are dealt with by special rules concerning subdivision which are provided
for the cases of ramming and grounding.

6.1 Definitions

.1 Length (L)

The length (L) is the length as defined in the International Convention on Load Lines, in force.
Length is taken as 96% of the total length on a waterline at 85% of the least moulded depth, or,
as the length from the forward side of the stem to the axis of the rudder stock on that waterline
(85% of least moulded depth), if that be greater.

.2 Subdivision Length (LS)

The subdivision length of a vessel is the greatest projected moulded length of that part of the
vessel at or below deck or decks, limiting the vertical extent of flooding, with the vessel at the
deepest subdivision draft.

.3 Mid-length

Mid-length is the midpoint of the subdivision length, LS, of the vessel. (This is not to be
confused with amidships which is the midpoint of length L.)

.4 Aft Terminal

The aft terminal is the aft limit of the subdivision length.

.5 Forward Terminal

The forward terminal is the forward limit of the subdivision length.

.6 Forward Perpendicular

The forward perpendicular is as defined in the International Convention on Load Lines, in force.
It is the vertical line drawn at the intersection of a waterline at 85% of the least moulded depth
and the outside of the stem plating.

__________________________________________________________________________________________

188
 Damage Stability
__________________________________________________________________________________________

.7 Breadth (B)

Breadth (B) is the greatest moulded breadth of the vessel at, or below, the deepest subdivision
draft.

.8 Draft (d)

Draft (d) is the moulded draft at the mid-length.

.9 Deepest Subdivision Draft (dS)

The deepest subdivision draft (dS) is the waterline which corresponds to the Summer Load Line
draft of the vessel.

.10 Light Service Draft (dl)

The light service draft (dl) is the service draft corresponding to the lightest anticipated loading
and associated tankage, including however, such ballast as may be necessary for stability and/or
immersion. Passenger vessels should include the full complement of passengers and crew on
board.

.11 Partial Subdivision Draft (dP)

The partial subdivision draft (dP) is the light service draft plus 60% of the difference between the
light service draft and the deepest subdivision draft.

.12 Freeboard deck

The freeboard deck is the deck as defined in the International Convention on Load Lines, in
force. The freeboard deck is normally the uppermost complete deck exposed to weather and sea,
which has permanent means of weathertight closing of all openings in the exposed part, and
below which, all openings in the sides of the vessel are fitted with permanent means of watertight
closing.

6.2 Calculation of Indexes

The subdivision of a vessel is considered sufficient if the attained subdivision index, A, is not less
than the required index, R, and if, in addition, the partial indices AS, AP and AI are not less than
0.9R for passenger vessels and 0.5R for cargo vessels.

.1 Required Subdivision Index (R)

The degree of subdivision to be provided shall be determined by the required subdivision index,
R , which is calculated using the appropriate form of the following formulae:

__________________________________________________________________________________________

189
Damage Stability
__________________________________________________________________________________________

128
R = 1− for cargo vessels LS > 100 m (10.14)
LS + 152
 
 1 
R = 1−   for cargo vessels 80 m ≤ LS < 100 m (10.15)
 L Ro 
 1 + 100 × 1 − R
S

 o 

where: Ro = R value calculated using equation 10.14.

 5000 
R = 1−   for passenger vessels (10.16)
 LS + 2.5 N + 15225 

where: N = N1 + 2N2
N1 = number of persons for whom lifeboats are provided
N2 = number of persons (including officers and crew) the vessel is permitted to
carry in excess of N1

Where the conditions of service are such that compliance with equation 10.16 is impractical on
the basis of N = N1 + 2N2 and where the Administration considers that a suitably reduced degree
of hazard exists, a lesser value of N may be taken but in no case less than N = N1 + N2

.2 Attained Subdivision Index (A)

The attained index is weighted in relation to the deepest subdivision draft, light service draught
and an intermediate ‘partial subdivision draft’.

For each draft, all possible damage cases involving one, two, three or more compartments/zones
are analyzed and assigned probabilities of the damage being limited to those compartments, p,
and of survival after flooding the compartments, s. These probabilities are multiplied together
for each flooding case and the products obtained are summed to give an attained index for each
draft.

The attained subdivision index, A, is obtained by the summation of the partial indices AS, AP and
AI (weighted as shown) calculated for the drafts dS, dP and dI in accordance with the following
formula:

A = 0.4AS + 0.4AP + 0.2A1 (10.17)

Each partial index is a summation of contributions of all damage cases taken into consideration
using the following formula:

A = ∑ p i si (10.18)
__________________________________________________________________________________________

190
 Damage Stability
__________________________________________________________________________________________

where: i represents each compartment or group of compartments under consideration;

pi accounts for the probability that only the compartment or group of

compartments under consideration may be flooded, disregarding any
horizontal subdivision;

si accounts for the probability of survival after flooding the compartment or

group of compartments under consideration, including the effects of any
horizontal subdivision.

Table 10.3 shows a tabular arrangement for the calculation of a vessel’s attained index, ‘A’.

SUMMARY OF SUBDIVISION CALCULATIONS

Case Compartments Summer draft (s) Partial draft (p) Light draft (l)

pi si A (pi.si) pi si A (pi.si) pi si A (pi.si)

1 Z1

2 Z2

3 Z3

4 Z4

5 Z5

6 Z1, Z2

7 Z2, Z3

8 Z3, Z4

9 Z4, Z5

10 Z1, Z2, Z3

11 Z2, Z3, Z4

12 Z3, Z4, Z5

13 Z1, Z2, Z3, Z4

14 Z2, Z3, Z4, Z5

15 Z1, Z2, Z3, Z4,Z5

As = SUM Ap = SUM Al = SUM

A = 0.4.As + 0.4Ap + 0.2.Al =

R =

__________________________________________________________________________________________

191
Damage Stability
__________________________________________________________________________________________

Table 10.3 Tabular summary of subdivision calculations.

In calculating A , level trim shall be used for the deepest subdivision draft and the partial
subdivision draft. The actual service trim shall be used for the light service draft. If in any
service condition the trim variation in comparison with the calculated trim is greater than 0.5% of
LS, one or more additional calculations of A are to be submitted for the same drafts but different
trim so that for all service conditions the difference in trim comparison with the reference trim
used for one calculation will be less than 0.5% of LS.

When determining the positive righting lever, GZ, of the residual stability curve, the
displacement used should be that for the intact condition. That is, the constant-displacement (lost
buoyancy) method of calculation should be used.

The summation indicated by equation 10.18 is to be taken over the vessel’s subdivision length
LS, for all cases of flooding in which a single compartment or 2 or more adjacent compartments
are involved. In the case of asymmetrical arrangements the calculated A value should be the
mean value obtained from calculations involving both sides or alternatively, it should be taken as
that corresponding to the side which evidently gives the least favourable result.

The assumed vertical extent of damage is to extend from the baseline upwards to any watertight
horizontal division above the waterline or higher. If pipes, ducts, etc., are situated within
assumed flooded compartments, arrangements are to be made to ensure that progressive flooding
cannot thereby extend to those compartments assumed not flooded. In all flooding calculations
undertaken, only one breach of the hull and one free surface need be assumed.

.3 Calculation of the Factors pi & si

The calculation of the factors pi and si are formulae based and the procedure to be used is too
extensive to be outlined in these notes. The applicable formulae are outlined in Regulations 7-1
and 7-2 of Resolution MSC.216(82) Annex 2 of the 2006 Amendments to Chapter II-1 of SOLAS
and Interim Explanatory Notes to the Harmonized Regulations which have been issued by IMO
as MSC.1/Circ.1226, for the guidance of designers and builders working on vessels that will be
built after the Harmonized Regulations enter force on 1 January 2009.

__________________________________________________________________________________________

192