SHIP BUOYANCY AND STABILITY

Lecture 08 – Damaged ship

stability

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 Following lecturers
• Introduction
• Ship equilibrium and introduction to hydrostatics
• Ship initial Stability
• The stability curve (GZ curve)
• Preparation for the laboratory test

• Dynamic stability
• Second generation of intact stability criteria

• Ship Damage Stability I

 General
 Loss of buoyancy method
 Added weight method
 Water on deck (Stockholm agreement)

• Stability special topics

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 Damaged ship

A ship is said to be damaged when due to external causes

it has a breach in the hull and water can flood in.

• Flooding can be caused by:

- Collision (with another ship, structure or iceberg);
- Grounding;
- Damage to hull (bow door, sea chest, etc.);
- Explosions (navy ships mainly).

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 Collision
Titanic 1912

Cruise ship Explorer 2007

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 Grounding
Sally Albatros 1994

Costa Concordia 2012

Exxon Valdez 1989

Oil spill disaster after grounding. The tanker leaked

a devasting amount of toxic crude oil in the water.
Improvement to the subdivisions of crude oil
carrier MARPOL 73/78
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 Damage to hull MV Estonia 1994
Herald of Free Enterprise 1987

• SOLAS convention started in 1929, after Titanic sinking.

• In 1960 it was updated after Andrea Doria sank

• SOLAS 1974 – Major Revision

• SOLAS 90/95 – ”Stockholm Agreement introduction”, after Estonia and

Enterprice accidents

• SOLAS 2009 – Probabilistic Damage stability rules

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 Explosion
USS Cole 2000

These are just few examples of damaged ships. Damage stability rules and damage
stability research aim to reduce the risk of damage and to minimize the consequences
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 Compartment Subdivision
• Subdivision means subdividing the ship into compartments with watertight bulkheads.
• Watertight bulkheads are limited to the bulkhead deck
• Subdivision is mainly transversal, but also longitudinal

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 Longitudinal Subdivision &
Cross-Flooding

Cross- Flooding: See Lecture #9

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 Permeability
• Permeability m represents the percentage of empty space in a
compartment or tank that can be flooded
• Max flooded volume is:

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 Permeability

• When liquid loads are considered for the intact ship, the steel reduction (typically 2%) is
accounted
• However in damage calculation, the permeability (0.95 for tanks i.e. 5% of reduction) is
used
• Thus when a full ballast tank is damaged, the draft will decrease and trim will change
• NOTE: damage stability calculations are normally performed for a dry ship
• In case of cargo hold of bulk carrier is it possible to use a variable permeability above
and below the cargo level
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 Margin Line
• An imaginary line 76 mm below the bulkhead deck
• It was required that at the final equilibrium condition after
damage the margin line was not submerged
• Nowadays margin line verification is obsolete due to the new
SOLAS rules (2009).

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 Floodable Length
• It is the maximum length that a damage can have, without immerging the
margin line. This is carried out at any point of the ship. The vertical extent of
the damage is limited to the margin line
• In other words: how long a damage can extend without compromising the
floatability of a ship?
• The largest allowed length of the flooded compartment is referred to as
floodable length
• As for the margin line, also this approach is obsolete. However floodable
length curves are still useful sometimes at the initial design stage

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 • Equilibrium floating condition after damage
• GM
• GZ-curve of the damaged ship
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 The calculation of ship equilibrium and stability parameters can be carried
out according to two different approaches. The loss of buoyancy method
(i.e. constant weight/displacement method) or the added weight method
(i.e. adding the amount of flooded water to the displacement)

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Equilibrium equations GM and GZ curve
  

W    0 𝐼𝑥
𝐺𝑀 = − 𝐵𝐺
   𝛻

(G  B)  W  0 𝐺𝑍(𝜙) = 𝐾𝑁(𝜙) − 𝐾𝐺𝑠𝑖𝑛𝜙
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 Loss of buoyancy method

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 Loss of buoyancy method
In general it is an
iterative procedure to
find the final equilibrium
after damage! There are:
• an increase in draft,
• a change in buoyancy
• a change in trim
They are linked together

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 Metacentric radius L. o. B.
• The main problem in evaluating the metacentric radius is in calculating the
new moment of the inertia of the waterplane area!

The moments of inertia

modify. If 𝐼𝑥𝑦1 ≠ 0 we
need to rotate the axis (by
means of a), since they are
not central axis of inertia!!

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 Center of buoyancy L. o. B.

The metacentric height changes because of the change of the waterplane area and
because of the change in center of buoyancy

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 Added weight method
• Floodwater is treated as liquid cargo!

𝐺0
𝐺1
𝐺𝑤
𝑂

• Remember that:
 Ship displacement increase due to the flooded water Δ1 = Δ0 + 𝑄

 Center of gravity will change as well (G1 −O)Δ1 = (G0 − O)Δ0 +(𝐺𝑤 − 𝑂)𝑄

 Ship draft will increase due to the larger displacement (but the waterplane
area is equal to the intact ship)
 Center of buoyancy will change accordingly

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 Added weight method- equilibrium iteration
Initial condition before damage (f0; q0; 0  T0  B0=(xb0, yb0, zb0)
If the flooded volume
changes Vwi≠Vwi-1, then
restart the routine!

damage
If the flooded volume of the
Calculate the flooded If the transversal and/or the compartment doesn’t change
volume of the longitudinal coordinate the Vwi=Vwi-1, then the new
compartment Vwi center of buoyancy change then equilibrium is found
the ship will modify her heel
Calculate the variation in draft and/or trim. Then calculate the
of the ship dTi (assuming no new heel and or/trim. f1 q1 i 0
trim change) due to the  Ti=Ti-1 dTi
change in the displacement
due to added water (subroutine to Bi=(xb(i), yb(i), zb(i))
adjust the draft to the proper
displacement) If the longitudinal and the
transversal coordinate of fi-1 qi-1 i 0 +gVwi
the center of buoyancy
 Ti=Ti-1 dTi
don’t change (xb(i)=xb(i-1);
Calculate the new center of
yb(i)=yb(i-1)) then the new Bi=(xb(i-1), yb(i-1), zb(i))
buoyancy (xb(i), yb(i), zb(i))
equilibrium is found

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 Metacentric height (A.W)
𝐺𝑀0 = 𝐾𝐵0 + 𝐵𝑀0 − 𝐾𝐺0

The waterplane area remain as intact,

and it modifies according to the final
equilibrium after damage.
The metacentric radius change
Since a liquid cargo is loaded, the accordingly
metacentric height has to be
reduced by freesurface effects! 𝛿𝐺𝑀 = 𝛿𝐾𝐵 + 𝛿𝐾𝐺 + 𝛿𝐵𝑀

The center of buoyancy changes The center of gravity

due to the change in final changes due to the loaded
equilibrium condition (draft, heel flooded water
trim). But is carried out on the
intact hull
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 Loss of buoyancy vs. Added Weight

𝑀𝑠𝑡 (𝜙) = Δ0 𝐺𝑍𝐿𝐵 (𝜙) 𝑀𝑠𝑡 (𝜙) = Δ1 𝐺𝑍𝐴𝑊 (𝜙) Δ1 = Δ0 + 𝑄

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 Loss of buoyancy vs. Added Weight

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 Added water method Loss of Buoyancy method

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 Deterministic Damage stability
• It is generally required to carry out verification on the GZ curve and on the
GM after damage, for several loading conditions and for several damage
scenarios.
• The deterministic damage stability approach is based on standard
dimensions of damage extending anywhere along the ship's length or
between transverse bulkheads.
• Although it has been replaced by the probabilistic damage stability in many
cases, it is still possible to apply it.

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 Water on deck problems

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 STOCKHOLM AGREEMENT
Water on vehicle deck due to ship damage in wave (or to firefighting water)

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 Stockholm Agreement

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 Stockholm Agreement

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 Stockholm Agreement

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