History

A model yacht being tested in the towing tank of Newcastle University

Ship stability, as it pertains to naval architecture, has existed for hundreds of years.
Historically, ship stability calculations for ships relied on rule of thumb calculations,
often tied to a specific system of measurement. Some of these very old equations
continue to be used in naval architecture books today. However, the advent of the ship
model basin allows much more complex analysis.
Master shipbuilders of the past used a system of adaptive and variant design. Ships were
often copied from one generation to the next with only minor changes being made, and
by doing this, serious problems were not often encountered. Ships today still use the
process of adaptation and variation that has been used for hundreds of years; however
computational fluid dynamics, ship model testing and a better overall understanding of
fluid and ship motions has allowed much more in-depth analysis.
Transverse and longitudinal waterproof bulkheads were introduced in ironclad designs
between 1860 and the 1880s, anti-collision bulkheads having been made compulsory in
British steam merchant ships prior to 1860.
[1]
Prior to this, a hull breach in any part of a
vessel could flood the entire length of the ship. Transverse bulkheads, while expensive,
increase the likelihood of ship survival in the event of damage to the hull by limiting
flooding to breached compartments separated by bulkheads from undamaged ones.
Longitudinal bulkheads have a similar purpose, but damaged stability effects must be
taken into account to eliminate excessive heeling. Today, most ships have means to
equalize the water in sections port and starboard (cross flooding), which helps to limit
the stresses experienced by the structure and also to alter the heel and/or trim of the
ship.

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