Have you been breaking your head to understand

damage stability?

Not only this topic is difficult to understand, it is boring

too. I know and I understand.

But boring topic cannot be the explanation of not

knowing what we ought to know in the real world, on

the high seas.

In 2010, Paris MOU and Black Sea MOU carried out

a concentrated inspection campaign on tanker damage

stability.

At the end of this campaign, Pat Dolby, co-ordinator of

this CIC commented,

The most significant finding from the campaign was that

16.2% of tankers that were inspected, the master could

not demonstrate that the ship was complying with

damage stability.

16.2%. That is a huge number that definitely shows that

there is a void in understanding this topic.

So today, let us discuss and demystify this topic of

damage stability.

Why damage stability?

Do you remember that scene from the movie “Titanic”,

where after the ship hit the iceberg, the naval architect

lays down the ship’s plans in front of the captain?

While he was trying to brief the captain about the

situation, the captain just had this one question.

How much time do we have?

And he said, an hour, two at the most.

How did he arrive at this number and how was he sure

that an unsinkable ship is going to sink?

I will answer that question later but that is what

damage stability is all about. All we are interested in is

knowing that after an incident if the ship will remain

afloat or sink?

All the rules about damage stability are trying to keep

the ships safe even after one or more compartments are

breached.

Consider this.

You have two ships both identical in every respect but

the first one has only one tank (or cargo hold) and the

second one has two tanks (or cargo holds).

Which one do you think is safer? Easy answer, right?

The one with the two cargo tanks.

This is because if one compartment is flooded, the first

ship will have 100% of the cargo space flooded. The

second ship would still have 50% of the cargo space

intact.

What I am trying to prove here is that more the

subdivisions of the ship, safer it would be.

But the ship owners cannot divide the cargo spaces in

20 or 50 compartments. This would mean the use of

more steel, more money to build the ship and lesser

cargo space to use.

Shipowner cannot build a ship with just one

compartment either. That is too unsafe.

So how many minimum subdivisions a ship must have?

All in all, there are three approaches to building a ship

that can withstand damage to its compartments.

All the three approaches for damage stability are just

aiming to find that answer. So let us discuss each of

these approaches of damage stability.

1. Floodable length and factor of

subdivision

This is an old approach but it is still important to discuss

this because this approach lays the foundation to

understand damage stability.

In this approach, the number of subdivisions required is

calculated by knowing the floodable length along the

ship.

Floodable length is the length of the compartment which

if flooded will cause the ship to sink up to the margin

line.

Let us understand this by building a ship.

We have a ship and we need to put subdivisions

(bulkheads) to it to divide the ship into compartments.

We create one compartment in the midship by placing

two bulkheads (let us mark this bulkhead as A & B).

The length of this compartment (Length AB) need to

such that if this compartment is flooded, the ship will

sink to a point where margin line is just submerged.

This is the floodable length at this point.

Now we want to place another bulkhead aft of midship.

Again this bulkhead needs to be at a location (C) such

that if compartment AC is flooded, the ship will sink to a

point where margin line is just submerged.

And with this same approach, we can decide the

location of other bulkheads along the ship’s length.

When calculating the floodable length, One thing that

we need to keep in mind is that we need to flood the

compartment to the full width of the ship even when we

have or plan to have a centerline bulkhead.

Floodable length Curve

Our ship is ready now with all the compartments it

needs. This ship would not sink if any one compartment

is breached and flooded.

But if you would have noticed I have drawn larger

compartment in the midship area. This means that I

have shown large floodable length closer to the midship

area.

This is because if the midship compartment is flooded,

the ship will sink bodily (with least trim).

But as we move away from the midship, the flooded

compartment will trim the vessel. This would make a

smaller compartment to sink the ship up to the margin

line.
So the bottom line is that the floodable length changes

along the length of the ship.

Floodable length curve represents the maximum

floodable length of the ship along the ship’s length. This

curve is obtained by vertically plotting the floodable

length along the ship’s length.

Checking the damage stability compliance:
Floodable curve method

So far I have given the basic idea of what floodable

length is and how floodable length curve is obtained.

Ships, that are required to comply with this method of

damage stability would be provided with the floodable

length curve.

The damage stability rules for the ships would be

something like…

The ship should be able to survive the breach (flooding)

of any one (two or three) compartment.

To check if the ship would comply with this damage

stability requirement, the floodable length curve is

superimposed on the ship’s plan.

Then one compartment by one, the damage stability

compliance is checked. The length of the assumed

damaged compartment is plotted vertically at the center

of the compartment.
If this length is below the floodable length curve, this

compartment complies with the damage stability

requirements of one compartment standard.

Same is done with other compartments.

As we can see, all the length triangles are within the

floodable length curve of the ship. This means that this

ship complies with one compartment standards of the

damage stability.

Now let us check the damage stability compliance for

two compartment standard. In this case, we will assume

the flooding of two compartments and compare the

length triangle with the floodable length curve of the

ship.

Again same is done assuming flooding of any two

adjacent compartments.
Clearly, this ship does not comply with damage stability

requirements of two compartment standards.

If we need to comply with two compartment standards,

this ship needs to have more compartments, the length

of which need to be such that even when two

compartments are flooded it will be below the floodable

length curve.

Maybe the below subdivision of the ship will be able to

satisfy the damage stability requirement for two

compartment standard.
Let us check the damage stability compliance to two

compartment standard.

As you can see, this ship is a two compartment standard

ship now.

We can go on in a similar way if we want to build a

three compartment or four compartment ship.

Remember, Titanic was a four compartment ship and so

was called the unsinkable ship.

Finally, if you are still unsure of this concept, watch this

video.

2. Damage stability: Probabilistic damage

assessment

Damage stability calculations by probabilistic damage

assessment is required by SOLAS Chapter II-1, part B.

 This is required for cargo ships 80 m in length and

upwards and to all passenger ships regardless of length.

This approach uses the concept of probability to ensure

that ships can survive damage to its compartment(s).

There are two probability factors that are used in this

approach.

 Probability that a particular compartment(s) will damage

in an incident (factor “p”)

 the probability that ship will survive if that

compartment(s) is flooded (Factor “s”)

Used as the requirement for the cargo ships and

passenger ships.

Multiplying these two factors (p x s) will give the

probability of surviving that damage case.

Let us again take our 8 compartment ship and calculate

the probability of surviving damage to one

compartment.

Now we need to calculate the probability of surviving

two compartment damage.

While it may seem repetitive but let us also calculate

the probability of surviving three compartment damage.

The value of S in all these will either be 0 or 1. This is

because when we have considered a damage, the ship

will either survive (probability 1) or not survive

(probability 0).

So if this ship is three compartment ship, there is no

need to consider the probability of survival for four and

more compartments because it will be zero.

But there is still one thing to consider. At what drafts we

need to consider all these damages?

 SOLAS requires that these should be considered at three

drafts.

 Deepest subdivision draught (ds): Which corresponds to

the Summer Load Line draught of the ship.

 Light service draught (dl): Service draught

corresponding to the lightest anticipated loading and

associated tankage, including, however, such ballast as

may be necessary for stability and/or immersion.

 Partial subdivision draught (dp): light service draught

plus 60% of the difference between the light service

draught and the deepest subdivision draught.

So, for example, all these three tables I made above

need to be made for these three initial (before

damage) drafts of the ship.

So for deepest subdivision draft we will have

For Light service draught (dl),

And finally, for partial subdivision draft, we will have

3. Damage stability compliance:
Probabilistic method

Finally the bottom line. How would a ship comply with

the damage stability requirements?

As per SOLAS Chapter II-1, part B-1, Regulation 6, the

ship complies with damage stability when

Attained Subdivision Index > Required subdivision

index

Attained Subdivision Index

As per SOLAS, attained subdivision index is calculated

by the formula

Required Subdivision Index

SOLAS chapter II-1, Reg 7 gives the formula to

calculate the required subdivision index for a ship.

These formulas are different for different type and size

of the ship.
This would be the minimum required value of

subdivision index.

If the actual value of subdivision index (Attained value)

is less than the required, the subdivisions need to be re-

arranged or increased to have attained subdivision

index to be more than required subdivision index.

 Damage stability by Deterministic
damage assessment

Damage stability calculations by this method is required

for all types of tankers.

Unlike probabilistic method that uses the concept

of probability, the deterministic method defines the

variables in quantifiable terms.

In this method,

 the damaged area is defined (damage assumption); and

 The minimum required value of the stability factors is

defined (Survival requirements)

In all the cases of damage assumptions, the vessel

should have the stability factors value more than the

survival requirements.

Let us take the example of IBC code that sets the rules

for the chemical tankers.

Damage assumptions as per IBC code are

1. Extent of damage

This defines the extent the hull of the chemical tanker

needs to be assumed damaged.

2. Flooding assumption
This defines the flooding assumptions that need to be

considered after the assumed damage to the hull of the

chemical tanker.
3. Standard of damage

The dimensions of assumed damage are considered in

the “extent of damage” section. Standard of damage

defines the assumed location of the damage along the

ship’s length.
 Survival Requirements as per IBC code

We have considered all the damage assumptions

required as per IBC code.

In all the possible cases as per the damage

assumptions, the ship should survive.

But in the deterministic approach, survival does not just

mean that ship should not sink. The deterministic

approach gives the minimum stability criteria values

that the ship must have with assumed damage as

defined.

As per IBC code, these survival requirements are for

two phases of flooding.

 In any stage of flooding

 At final equilibrium after flooding

In any stage of flooding

At final equilibrium after flooding
Damage stability compliance: Deterministic
Approach

With probabilistic approach and floodable length curve,

the damage stability compliance is dealt with at the

stage of construction of the ship.

But ensuring compliance with the deterministic

approach is different.

In the real world, there can be endless combinations of

loading conditions of a ship. In each of these loading

conditions, we need to apply the damage assumptions.

We then need to check if the survival requirements as

defined by the IMO in various conventions are satisfied.

Off course, all these cases cannot be documented and

checked during construction stages.

Instead, the damage stability criteria is checked for

most probable loading conditions.

But during normal ship operations and before loading,

the chief officer need to check and confirm that damage

stability criterions are met.

How to check if the proposed stowage plan satisfies the

damage stability requirements?

Well, there are few methods to check this but I will have

look ahead approach here. As per the new

requirements, the loadicators fitted on tankers need to

have damage stability calculation capabilities.

So before a stowage plan is finalized, we need to check

from the loadicator if this stowage satisfies the damage

stability requirements.

If not, the chief officer needs to make required

amendments to the stowage until the damage stability

requirements are met.

Conclusion
If we are not checking the damage stability of the ship,

not only we are risking the environment but we are

risking our lives too.

It is so important that ships are able to survive any

damage sustained during the adventures it carries on

the high seas.

The first step toward complying with the damage

stability is to understand what it is and what is required

of us.

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About Capt Rajeev Jassal
Capt. Rajeev Jassal has sailed for over 19 years mainly on crude oil,
product and chemical tankers. He holds MBA in shipping & Logistics
degree from London. He has done extensive research on
quantitatively measuring Safety culture onboard and safety climate
ashore which he believes is the most important element for safer
shipping.

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17 Comments

INDRANIL RAY
Jul 9, 2017
Wonderfully explained sir, I wish many more various topics from
you as you always do the explanations in very different
ways,example based, thanking you
Reply

Rajeev Jassal
Jul 19, 2017
Glad you liked it Indranil...
Reply

Avinash Nayak
Jul 19, 2017
Great explanation Sir...It cleared the concept regarding damage
stability and how to calculate. Kindly advise, how we will know
whether the ship is constructed as per probablistic method or
deterministic method?
Reply

Rajeev Jassal
Jul 19, 2017
Ships are built as per the requirements of SOLAS chapter II. The
damage stability requirements in SOLAS chapter II are based on
probabilistic approach. However, the oil tankers, chemical tanker,
and gas tankers are required to be built as per the requirements of
MARPOL Annex I, IBC Code and IGC code respectively. These
damage stability requirements are based upon the deterministic
approach.
Reply

Anant
Jul 22, 2017
Appreciate your effort sir, kindly advise if cross flooding
arrangements is only for passenger vessel or for cargo vessel also,
and when is it required, which tanks should have this
arrangements, TIA.
Reply

Rajeev Jassal
Jul 29, 2017
Cross flooding arrangements are applicable for passenger ships
though it is not compulsory. Passenger ships just need to comply
with the damage stability requirements as I have discussed in this
post. Having cross flooding arrangements increases the chances
that passenger ship would comply with the damage stability
requirements. For the areas for cross flooding, it is the decision of
the ship owner and naval architect designing the ship. For example,
considering no cross flooding arrangements the passenger ship
might be failing one damage case (Say damage to No 4
compartment) for damage stability requirements. By having cross
flooding arrangements for No 4 compartment may cause the ship to
comply with the damage stability requirements for this damage
case. Or shipowner may choose to have the cross flooding
arrangements for the entire length of the ship. If the ship complies
with the damage stability requirements without cross flooding
arrangements, they may choose to not fit the cross flooding
arrangements. The only requirement is to comply with damage
stability, with or without cross flooding arrangements does not
matter.
Reply

Anant Batra
Jul 29, 2017
Thanks for clarifying that sir.
Reply
Harsh vardhan Anand
Jul 29, 2017
I am going for my mates written exam next week. It is a very nice
explanation. Found it very helpful. Is there any other platform
where i could contact you to clear my doubts in future ?
Reply

Rajeev Jassal
Jul 29, 2017
Glad you found it useful Harsh... If you have any question you can
post it on our SEAQA section, this way fellow seafarers can also
benefit from your questions and the answers to those questions.
Alternatively, you can send me an email at
support@myseatime.com. On average I get 10-15 emails a day and
sometimes there isn't enough time in a day to respond to all of
them but I try my best.
Reply

Anurag
Aug 5, 2017
If loadicator is not working how I will ascertain that on departure
the tanker vessel is complying with damage stability requirements
Reply

Rajeev Jassal
Aug 5, 2017
We need to check the KG curve in the damage stability booklet. The
curve plotted with KG on one axis and draft on the other axis. We
need to take our draft and see the maximum KG allowed from the
curve. Ship's actual KG should be less than this value. On many
ships (specially the old ships) this KG curve may not be there.
Owners need to contact Yard and ship's class for these curves.
Reply

Anurag Choudhary
Aug 5, 2017
Thanks a lot sir!!
Reply

Daniela
Aug 5, 2017
Thanks so much with your explanation ...I study naval
architecture ...I have a question about how to calculate the
floodable lentgh in theory form ...I know a method of iteration but I
don't undertand how to start ..I need to asum the draf, the trim ...if
you know a reference that explain that I would apreciate it!!!
Reply

SAJJAD MODAK
Aug 23, 2017
Many thanks for your efforts ,all topics covered are very informative
& easy to understand to prepare for CoC exams
Reply

Capt.S.S.Gupte
Oct 15, 2017
Hello Sir, one clarification? I am on a PCC.We never get a ballast
voyage.Now we have about 2 days of ballast voyage.And we need
to finish the tank inspections.Now on the loadicator there are three
criterias for GM, i.e.IMO ,company requirement and DMG.When I
have pumped out 4 tanks together ,which I have to ,because they
are interconnected.Then do the inspection.I am getting GM 2.25
m ..thats fine, IMO GM is also OK i.e 2.20 m ,but DMG min required
its showing 2.28 m ..and an alarm.What am i missing here?? am i
okay to pump out and do the inspection?
Reply

Siddharth Gaur
Dec 29, 2017
How can the trim affect gz curve.Can deck edge immersion be
counted for that too.