12-NAC-Deterministic Damage Stability (160213)

2017-01-24
Lecture Note of Naval Architectural Calculation
Ship Stability
Ch. 12 Deterministic Damage Stability
Spring 2016
Myung-Il Roh
Department of Naval Architecture and Ocean Engineering

Seoul National University
1
Naval Architectural Calculation, Spring 2016, Myung-Il Roh
Contents
 Ch. 1 Introduction to Ship Stability

 Ch. 2 Review of Fluid Mechanics
 Ch. 3 Transverse Stability Due to Cargo Movement
 Ch. 4 Initial Transverse Stability
 Ch. 5 Initial Longitudinal Stability
 Ch. 6 Free Surface Effect
 Ch. 7 Inclining Test
 Ch. 8 Curves of Stability and Stability Criteria
 Ch. 9 Numerical Integration Method in Naval Architecture
 Ch. 10 Hydrostatic Values and Curves
 Ch. 11 Static Equilibrium State after Flooding Due to Damage
 Ch. 12 Deterministic Damage Stability
 Ch. 13 Probabilistic Damage Stability
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Ch. 12 Deterministic Damage Stability
1. Introduction to Deterministic Damage Stability

2. Example of Evaluation of Damage Stability
3
1. Introduction to Deterministic
Damage Stability
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Two Methods to Measure the Ship’s Damage Stability
Compartment 1 Compartment 2 Compartment 3
cL
cL
How to measure the ship’s stability in a damaged condition?
Deterministic Method : Calculation of survivability of a ship

based on the position, stability, and
inclination in damaged conditions
Probabilistic Method : Calculation of survivability of a ship

based on the probability of damage
5
Definition of Damage and Flooding
Damage
Watertight transverse bulkhead
Compartment
Water plane
Damage Flooding
Damaged
D.L.W.L D.L.W.L
compartments
* D.L.W.L: Design Load Water Line

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Procedures of Calculation of Deterministic Damage Stability
 Step 1: Determination of international regulations to be applied

according to ship type
 Step 2: Assumption of the location of damage according to ship

length
 Step 3: Assumption of the extent of damage
 Step 4: Assumption of the permeability for each compartment
 Step 5: Evaluation of the required damage stability of international

regulations
7
Step 1: International Regulations for Damage Stability

According to Ship Type
Deterministic Damage Stability Probabilistic Damage Stability
Ship Type Freeboard Type
ICLL1 MARPOL2 IBC3 IGC4 SOLAS5
A6 O O
Oil Tankers
B7 O
Chemical Tankers A O O
Gas Carriers B O
B O
Bulk Carriers B-60 O
B-100 O
Container Carriers
Ro-Ro Ships B O
Passenger Ships
1: International Convention on Load Lines

2: International Convention for the Prevention of Marine Pollution from Ships
3: International Bulk Chemical Code
4: International Gas Carrier Code
5: Safety Of Life At Sea
6: Freeboard type for a ship which carries liquid cargo (e.g., Tanker). Its freeboard is smaller than that of Type B.
7: Freeboard type for a ship which carries dry cargo (e.g., Container ship, passenger ship).
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Step 2 & 3: Location and Extent of Damage in International Regulations

- MARPOL, IBC, IGC
Location of damage Extent of damage
Regulation MARPOL IBC IGC Regulation MARPOL IBC IGC
For any operating draft Longitudinal Extent Lf2/3/3 or 14.5m, whichever is the lesser
Draft Side
reflecting loading conditions Transverse Extent B/5 or 11.5m, whichever is the lesser
Damage
Anywhere Lf>225m Type 11) Type 1G2), Vertical Extent No limit
Any Lf Type 2PG2) FP‘∼0.3Lf Lf2/3/3 or 14.5m, whichever is the lesser
Type 21) Any Lf Longitudinal Lf/10 or 5.0m,
Lf>150m Type 2G2) Lf2/3/3 or 5.0m, whichever is the
Extent 0.3Lf∼Aft whichever is the
Type 31) Lf>150m lesser
lesser
Lf>225m Type 3G2)
Bottom
Lf≥125m Extent Transverse FP‘∼0.3Lf B/6 or 10.0m, whichever is the lesser
Damage
Location of of Extent
Anywhere 150m<Lf Type 2 Type 2G 0.3Lf∼Aft B/6 or 5.0m, whichever is the lesser
Damage in Damage
(Engine room: <225m ≤150m Lf≤150m B/15 or 2m,
Lengthwise
1 Type 3
Vertical Extent B/15 or 6.0m, whichever is the lesser whichever is the
compartment) 125m<Lf
lesser
<225m
 bottom raking damage3), Reg. 28 of MARPOL 73/78
Anywhere Lf≤150m Type 3 Lf<125m
－ Longitudinal Extent: 20,000ton ≤ DWT ≤ 75,000ton : 0.4Lf from FP’
(Engine room: Lf<125m Type 3G
75,000ton ≤ DWT : 0.6Lf from FP’
exception)
－ Transverse Extent: 20,000ton ≤ DWT : B/3 anywhere
－ Vertical Extent: 20,000ton ≤ DWT : breach of outer hull4)
1) Type 1, Type 2, Type 3: Classification of chemical tanker according to the danger of the loaded cargo. The ship which carries most dangerous cargo is
classified into Type 1.
2) Type 1G, Type 2G, Type 2PG, Type 3G: Classification of gas carrier according to the danger of the loaded cargo. The ship which carries most
dangerous cargo is classified into Type 1G.
3) The bottom raking damage is only considered in MARPOL
4) The outer shell is only damaged in the vertical direction.
9
[Reference] Definition of Freeboard Length (Lf)

Freeboard Length (Lf)*:
(a) The length shall be taken as 96% of the total length on a
waterline at 85% of the least moulded depth measured from the
top of the keel (L1), or as the length from the fore side of the
stem to the axis of the rudder stock on that waterline (L2), if that
be greater.
(b) For ships without a rudder stock, the length (L) is to be taken as
96% of the waterline at 85% of the least molded depth.
L1 L2
L f  max( L1 , L2 )
* International Convention on Load Lines 1966, ANNEX1 Chapter 1, Reg.3-(1), 2003
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- ICLL
Location of damage
Regulation ICLL
Draft Summer load line

Lf>150m
Anywhere (Engine room: 1 compartment) Ship type
Location of damage in A: 1 compartment / B-60: 1 compartment / B-100: 2 compartments
lengthwise 100m<Lf≤150m
Anywhere (Engine room: exception) Ship type
B-60: 1 compartment / B-100: 2 compartments
Extent of damage
Regulation ICLL
Type A: 1 compartment
Longitudinal Extent Type B-60: 1 compartment
Extent
Type B-100: 2 compartments
of Side Damage
Damage Transverse Extent 1/5 or 11.5m, whichever is the lesser
Vertical Extent No limit
Damage assumptions
(a) The vertical extent of damage in all cases is assumed to be from the base line upwards
without limit.
(b) The transverse extent of damage is equal to one-fifth (1/5) or 11.5 m, whichever is the
lesser of breadth inboard from the side of the ship perpendicularly to the center line at the
level of the summer load water line.
(c) No main transverse bulkhead is damaged.
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Step 4: Permeability of Compartment (1/2)
When the ship is flooding, how to calculate the actual amount of flooding water?
The compartment of the ship already contains cargo, machinery, liquids, accommodations, or
any other equipment or material. To consider this characteristics, the concept of permeability is
introduced.
The permeability (μ) of a space is the proportion of the immersed volume of that space
which can be occupied by water.
Permeability of each general compartment
Spaces MARPOL IBC IGC ICLL
Appropriated to stores 0.60 0.95
Occupied by accommodation 0.95 0.95
Occupied by machinery 0.85 0.95
Void spaces 0.95 0.95
Intended for liquids 0 to 0.95* 0.95
* The permeability of partially filled compartments should be consistent with the amount of liquid carried in the compartment.
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Step 4: Permeability of Compartment (2/2)

Permeability of each cargo compartment
Spaces Permeability at draft ds Permeability at draft dp Permeability at draft dl
Dry cargo spaces 0.70 0.80 0.95
Container cargo spaces 0.70 0.80 0.95
Ro-Ro spaces 0.90 0.90 0.95
Cargo liquids 0.70 0.80 0.95
Timber cargo in holds 0.35 0.70 0.95
Definitions of three draft

Light service draft (dl): 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 ships should include the full complement of passengers and crew on board.
Partial subdivision draft (dp): the light service draft plus 60% of the difference between the light
service draft and the deepest subdivision draft.
Deepest subdivision draft (ds): the waterline which corresponds to the summer load line draft of the
ship
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Step 5: Evaluation of the Required Damage Stability

Righting arm
(GZ)
GZ Area
GZmax
Equilibrium
Point
Angle of heel()
0 ※ f: An angle of heel at which
m f openings in the hull submerge
To be greater than 20 m: Angle of maximum righting arm
Regulations MARPOL IBC IGC ICLL
Equilibrium point (angle of heel) Below 25 or 30 Below 30 Below 15 or 17
Maximum righting arm (GZmax) Over 0.1 m within the 20 range
Flooding angle (f) Over 20 from the equilibrium point
Area under the curve within this range Over 0.0175 mrad
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- MARPOL Regulation for Damage Stability
Righting arm MARPOL 1973/78/84 Annex I/25
(GZ)
To be greater than 0.0175 (m·rad)
To be greater than 0.1 (m)

Equilibrium Point
(Within 25~30)
Angle of heel()
0 ※ f: An angle of heel at which
m f openings in the hull submerge
To be greater than 20 m: Angle of maximum righting arm
• Regulation
(a) The final waterline shall be below the lower edge of any opening through which progressive flooding
may take place.
(b) The angle of heel due to unsymmetrical flooding shall not exceed 25 degrees, provided that this
angle may be increased up to 30 degrees if no deck edge immersion occurs.
(c) The statical stability curve has at least a range of 20 degrees beyond the position of equilibrium in
association with a maximum residual righting arm of at least 0.1 meter within the 20 degrees range
(d) The area under the curve within this range shall not be less than 0.0175 meter-radians.
15

- Damage Stability Criteria in Battleship*
• Regulation
0(Initial Angle of Heel)  15, A2  1.4·A1
Righting
GZ(Righting Arm Curve)
arm
HA(Heeling Arm Curve)

A2
A1
0
0 10 20 30 40 50 Angle of heel()
 = min(45, f)
r = 8 r: Angle of heel in transverse wind

(It varies depending on displacement, r = 8 in
case of battleship with displacement of 9,000
ton.)
f: An angle of heel at which openings in the hull
submerge
* Surko, S.W., “An Assessment of Current Warship Damaged Stability Criteria”, Naval Engineers Journal, 1994
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2. Example of Evaluation of
Damage Stability According to the
Deterministic Method for a Box-
Shaped Ship
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Principal Characteristics of the Box-Shaped Ship
 Principal dimensions
 Ship type: Tanker
 Length B.P: 100m
 Breadth, molded: 40.0m
 Summer draft, molded (Scantling draft): 14.5m
 Deadweight: 50,000ton
L = 100 B = 40
40 20 20 20 4
D = 25
NO.3 W.B.T (P&S) NO.2 W.B.T (P&S) NO.1 W.B.T (P&S) W.B.T (S) W.B.T (P)
4
A.P. F.P.
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Applied Rules and Loading Conditions
 International rules to be applied: MARPOL
 Loading conditions to be calculated

 All loading conditions should be evaluated.
 Here, we will evaluated the damage stability for the homogeneous scantling
draft condition only.
Hydrostatic values for the homogeneous scantling draft condition
19
Step 1: International Regulations for Damage Stability

According to Ship Type
Deterministic Damage Stability Probabilistic Damage Stability
Ship Type Freeboard Type
ICLL1 MARPOL2 IBC3 IGC4 SOLAS5
A6 O O
Oil Tankers
B7 O
Chemical Tankers A O O
Gas Carriers B O
B O
Bulk Carriers B-60 O
B-100 O
Container Carriers
Ro-Ro Ships B O
Passenger Ships
1: International Convention on Load Lines

2: International Convention for the Prevention of Marine Pollution from Ships
3: International Bulk Chemical Code
4: International Gas Carrier Code
5: Safety Of Life At Sea
6: Freeboard type for a ship which carries liquid cargo (e.g., Tanker). Its freeboard is smaller than that of Type B.
7: Freeboard type for a ship which carries dry cargo (e.g., Container ship, passenger ship).
20
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- MARPOL, IBC, IGC
Location of damage Extent of damage
Regulation MARPOL IBC IGC Regulation MARPOL IBC IGC
For any operating draft Longitudinal Extent Lf2/3/3 or 14.5m, whichever is the lesser
Draft Side
reflecting loading conditions Transverse Extent B/5 or 11.5m, whichever is the lesser
Damage
Anywhere Lf>225m Type 11) Type 1G2), Vertical Extent No limit
Any Lf Type 2PG2) FP‘∼0.3Lf Lf2/3/3 or 14.5m, whichever is the lesser
Type 21) Any Lf Longitudinal Lf/10 or 5.0m,
Lf>150m Type 2G2) Lf2/3/3 or 5.0m, whichever is the
Extent 0.3Lf∼Aft whichever is the
Type 31) Lf>150m lesser
lesser
Lf>225m Type 3G2)
Bottom
Lf≥125m Extent Transverse FP‘∼0.3Lf B/6 or 10.0m, whichever is the lesser
Damage
Location of of Extent
Anywhere 150m<Lf Type 2 Type 2G 0.3Lf∼Aft B/6 or 5.0m, whichever is the lesser
Damage in Damage
(Engine room: <225m ≤150m Lf≤150m B/15 or 2m,
Lengthwise
1 Type 3
Vertical Extent B/15 or 6.0m, whichever is the lesser whichever is the
compartment) 125m<Lf
lesser
<225m
 bottom raking damage3), Reg. 28 of MARPOL 73/78
Anywhere Lf≤150m Type 3 Lf<125m
－ Longitudinal Extent: 20,000ton ≤ DWT ≤ 75,000ton : 0.4Lf from FP’
(Engine room: Lf<125m Type 3G
75,000ton ≤ DWT : 0.6Lf from FP’
exception)
－ Transverse Extent: 20,000ton ≤ DWT : B/3 anywhere
－ Vertical Extent: 20,000ton ≤ DWT : breach of outer hull4)
1) Type 1, Type 2, Type 3: Classification of chemical tanker according to the danger of the loaded cargo. The ship which carries most dangerous cargo is
classified into Type 1.
2) Type 1G, Type 2G, Type 2PG, Type 3G: Classification of gas carrier according to the danger of the loaded cargo. The ship which carries most
dangerous cargo is classified into Type 1G.
3) The bottom raking damage is only considered in MARPOL
4) The outer shell is only damaged in the vertical direction.
21

- Case 1: Side Damage
Assumption of Extent of Damage (Side Damage)
Regulation MARPOL
Extent of Side Damage Requirements Calculation results
Lf2/3/3 or 14.5m, whichever is

Longitudinal Extent 7.182m
the lesser
B/5 or 11.5m, whichever is the

Transverse Extent 8.0m
lesser
No limit No limit
Vertical Extent
(Infinite from baseline) (Infinite from baseline)
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Generation of damage cases 20 20 20
CL
ENGINE ROOM 20
7.182 m 7.182 m 7.182 m 7.182 m 7.182 m
Extent 8.000Extent
m 8.000 m
Extent 8.000 m
Extent 8.000 m
Extent 8.000 m
of of of of of
Damage
NO.3 W.B.T (S) Damage NO.2
Damage
W.B.T (S)Damage NO.1
Damage
W.B.T (S) 4
Location of damage for “Lf≤150m” CASE 103 CASE 102 CASE 101
- Anywhere except for engine room
CASE 104
<Plan view>
A.P. CASE 105 F.P.
Damage Case No. 1 C.O.T(S) No. 1 W.B.T(S) No. 2 C.O.T(S) No. 2 W.B.T(S) No. 3 C.O.T(S) No. 3 W.B.T(S)
101 Damaged Damaged
102 Damaged Damaged
103 Damaged Damaged
104 Damaged Damaged Damaged Damaged
105 Damaged Damaged Damaged Damaged 23

Step 4: Permeability of Compartment

All damage cases for side damage
Damage Case No. 1 C.O.T(S) No. 1 W.B.T(S) No. 2 C.O.T(S) No. 2 W.B.T(S) No. 3 C.O.T(S) No. 3 W.B.T(S)
101 Damaged Damaged
102 Damaged Damaged
103 Damaged Damaged
Information on the damaged compartments of the damage case “101”

XG YG ZG
Permeability Volume
(From AP) (From Centerline) (From Baseline)
No. 1 C.O.T(S) 0.95 3,373.0 90.0 8.0 14.5
No. 1 W.B.T(S) 0.95 2,388.0 90.0 13.0 5.0
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Evaluation results for the damage case “101” according to MARPOL
Regulations Requirements Calculation results Satisfaction
Equilibrium
Below 25 or 30 1.878 O
point
Maximum
righting Over 0.1 m within the 20 range 2.652 m O
arm(GZmax)
Flooding Over 20 from the equilibrium

24.475 O
angle(f) point
Area under the

curve within this Over 0.0175 mrad 0.446 mrad O
range
25

- Case 2: Bottom Damage
Assumption of Extent of Damage (Bottom Damage)
Regulation Reg. 25, Annex I of MARPOL 73/78 Reg. 28, Annex I of MARPOL 73/78
Bottom damage
Bottom raking damage
FP‘∼0.3Lf 0.3Lf∼Aft
Extent of Damage
Calculation Calculation Requirements for Calculation
Requirements Requirements
results results DWT≤75,000ton results
Lf2/3/3 or 14.5m, Lf2/3/3 or 5.0m,
Longitudinal Extent whichever is the 7.182m whichever is the 5.0m 0.4Lf from FP’ 40.0m
lesser lesser
B/6 or 10.0m, B/6 or 5.0m,
Transverse Extent whichever is the 6.7m whichever is the 5.0m B/3 anywhere 13.0m
lesser lesser
B/15 or 6.0m, B/15 or 6.0m,
breach of outer breach of outer
Vertical Extent whichever is the 2.7m whichever is the 2.7m
hull hull
lesser lesser
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20 20 20
5.0 m 7.182
m
B A
Extent of 5.0 m 6.700 m
Damage
Extent of
Damage
CL 40
5.0 m
20
C
Extent of 5.0 m
Damage 4
CASE 203 CASE 202 CASE 201

Location of damage for “Lf≤150m”
- Anywhere except for engine room CASE 204
CASE 205
CASE 301
<Plan view>
27

<Section view> 40
4
25
W.B.T (S) W.B.T (P)

4
C A, B
Extent of Damage 2.700 m

Damage Case No. 1 W.B.T(S) No. 1 W.B.T(P) No. 2 W.B.T(S) No. 2 W.B.T(P) No. 3 W.B.T(S) No. 3 W.B.T(P)
201 Damaged Damaged
202 Damaged Damaged
203 Damaged Damaged
206 Damaged
207 Damaged
208 Damaged
209 Damaged Damaged
210 Damaged Damaged
301
Damaged Damaged Damaged Damaged
(bottom raking damage)
302
Damaged Damaged
(bottom raking damage) 28
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Step 4: Permeability of Compartment

All damage cases for bottom damage
Damage Case No. 1 W.B.T(S) No. 1 W.B.T(P) No. 2 W.B.T(S) No. 2 W.B.T(P) No. 3 W.B.T(S) No. 3 W.B.T(P)
201 Damaged Damaged
202 Damaged Damaged
203 Damaged Damaged
206 Damaged
207 Damaged
208 Damaged
209 Damaged Damaged
210 Damaged Damaged
301
Damaged Damaged Damaged Damaged
302
Damaged Damaged
Information on the damaged compartments of the damage case “201”

XG YG ZG
Permeability Volume
(From AP) (From Centerline) (From Baseline)
No. 1 W.B.T(P) 0.95 2,388.0 90.0 -13.0 5.0
No. 1 W.B.T(S) 0.95 2,388.0 90.0 13.0 5.0
29

Evaluation results for the damage case “201” according to MARPOL
Regulations Requirements Calculation results Satisfaction
Equilibrium
Below 25 or 30 ? O or X ?
point
Maximum
righting Over 0.1 m within the 20 range ? O or X ?
arm(GZmax)
Flooding Over 20 from the equilibrium

? O or X ?
angle(f) point
Area under the

curve within this Over 0.0175 mrad ? O or X ?
range
30
15

12-NAC-Deterministic Damage Stability (160213)

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2017-01-24

Lecture Note of Naval Architectural Calculation

Department of Naval Architecture and Ocean Engineering

 Ch. 1 Introduction to Ship Stability

Ch. 12 Deterministic Damage Stability

1. Introduction to Deterministic Damage Stability

Two Methods to Measure the Ship’s Damage Stability

Compartment 1 Compartment 2 Compartment 3

How to measure the ship’s stability in a damaged condition?

Deterministic Method : Calculation of survivability of a ship

Probabilistic Method : Calculation of survivability of a ship

Definition of Damage and Flooding

Watertight transverse bulkhead

* D.L.W.L: Design Load Water Line

Procedures of Calculation of Deterministic Damage Stability

 Step 1: Determination of international regulations to be applied

 Step 2: Assumption of the location of damage according to ship

 Step 3: Assumption of the extent of damage

 Step 4: Assumption of the permeability for each compartment

 Step 5: Evaluation of the required damage stability of international

Step 1: International Regulations for Damage Stability

Bulk Carriers B-60 O

1: International Convention on Load Lines

Step 2 & 3: Location and Extent of Damage in International Regulations

[Reference] Definition of Freeboard Length (Lf)

Step 2 & 3: Location and Extent of Damage in International Regulations

Draft Summer load line

Vertical Extent No limit

Step 4: Permeability of Compartment (1/2)

Permeability of each general compartment

Spaces MARPOL IBC IGC ICLL

Appropriated to stores 0.60 0.95

Occupied by accommodation 0.95 0.95

Occupied by machinery 0.85 0.95

Void spaces 0.95 0.95

Intended for liquids 0 to 0.95* 0.95

Step 4: Permeability of Compartment (2/2)

Spaces Permeability at draft ds Permeability at draft dp Permeability at draft dl

Dry cargo spaces 0.70 0.80 0.95

Container cargo spaces 0.70 0.80 0.95

Ro-Ro spaces 0.90 0.90 0.95

Cargo liquids 0.70 0.80 0.95

Timber cargo in holds 0.35 0.70 0.95

Definitions of three draft

Step 5: Evaluation of the Required Damage Stability

Regulations MARPOL IBC IGC ICLL

Flooding angle (f) Over 20 from the equilibrium point

Step 5: Evaluation of the Required Damage Stability

To be greater than 0.0175 (m·rad)

To be greater than 0.1 (m)

Step 5: Evaluation of the Required Damage Stability

HA(Heeling Arm Curve)

r = 8 r: Angle of heel in transverse wind

Principal Characteristics of the Box-Shaped Ship

Applied Rules and Loading Conditions

 International rules to be applied: MARPOL

 Loading conditions to be calculated

Hydrostatic values for the homogeneous scantling draft condition

Step 1: International Regulations for Damage Stability

Bulk Carriers B-60 O

1: International Convention on Load Lines

Step 2 & 3: Location and Extent of Damage in International Regulations