2017-01-24

Lecture Note of Naval Architectural Calculation

Ship Stability
Ch. 13 Probabilistic Damage Stability

Spring 2016

Myung-Il Roh

Department of Naval Architecture and Ocean Engineering

Seoul National University

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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. 13 Probabilistic Damage Stability

(Subdivision and Damage Stability,
SDS)

1. Introduction to Subdivision and Damage Stability

2. Definition of Virtual Subdivision Bulkheads
3. Probability of Damage (pi)
4. Probability of Survival (si)
5. Example of the Calculation of Attained Index A for
Box-Shaped Ship
6. Summary

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1. Introduction to Subdivision and

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

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Overview of Probabilistic Method

- Subdivision & Damage Stability (SDS)
Probabilistic Method
The probability of damage “pi” that a compartment or group of compartments may be flooded
at the level of the deepest subdivision draft (scantling draft)

The probability of survival “si” after flooding in a given damage condition.

The attained subdivision index “A” is the summation of the probability

of all damage cases.
A  p1  s1  p2  s2  p3  s3   pi  si
  pi  si

The required subdivision index “R” is the requirement of a minimum

value of index "A“ for a particular ship.
128
R  1
Ls  152 where, ”L “ is called subdivision length and related with the ship’s length.
S

A R
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Ship Types for Subdivision & Damage Stability

 Bulk carriers, Container carriers, Ro-Ro ships having over 80m in

length
 Passenger ships of any length
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

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Definition of Subdivision Length (Ls) (1/2)

 The greatest projected molded length of that part of the ship at

or below deck or decks limiting the vertical extent of flooding
with the ship (12.5m) at the deepest subdivision load line
Poop deck Upper deck Fore castle deck

Maximum
damage
height

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Definition of Subdivision Length (Ls) (2/2)

Maximum
damage
height

Space for Space for

mooring mooring and anchoring
equipment equipment

Maximum
damage
height

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Required Subdivision Index (R)

 The regulation for subdivision & damage stability are intended to provide
ships with a minimum standard of subdivision.
 The degree of subdivision to be provided is to be determined by the
required subdivision index R.
 The index, a function of the subdivision length (Ls), is defined as follows.
 for cargo ships over 100m in LS: 128
R  1
Ls  152
 for cargo ships of 80m in LS and upwards, but not exceeding 100m in length LS:
1
R  1
LS R
1  0
100 1  R0
where R0 is the value R as calculated in accordance with the formula relevant to ships over
100 m in LS.
 for passenger ships
5000
R  1
1  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 ship is permitted to carry in excess of N1

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Attained Subdivision Index (A)

 The attained subdivision index A, calculated in accordance with

this regulation, is to be not less than the required subdivision
index R.

A R Where A  0.4 As  0.4 Ap  0.2 Al

 The attained subdivision index A is to be calculated for the ship

by the following formula.

As , Ap , Al    pi  si 
i
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, pi is independent of the draft but includes the
factor r.
si: Accounts for the probability of survival after flooding the compartment or group of compartments under
consideration, including the effects of any horizontal subdivision, si is dependent on the draft and includes
the factor v.

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Considerations for Loading Conditions and Drafts

 The SDS calculation is carried out on the basis of three standard

loading conditions relevant to the following drafts.

 The deepest subdivision draft (ds): corresponding to summer draft

(scantling draft)

 The light service draft (dl): corresponding to the lightest loading

condition (“ballast arrival condition”) included in the ship’s
stability manual

 The partial subdivision draft (dp): corresponding to the light

service draft (dl) plus 60% of the difference between the deepest
subdivision draft (ds) and the light service draft:

d p  d l  0.6(d s  dl )

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Overall Procedures to Evaluate the Probabilistic Damage

Stability

Definition of virtual Subdivision of Definition of damaged

subdivision bulkheads compartments compartments

Generation of damage cases

Location of damage Calculation of the

Location of damage probability of damage (pi)
Extent of damage
Location of damage
Extent of damage
…
Extent of damage

Calculation of the
Extent of flooding
probability of survival (si)

Comparison with the Calculation of the

required subdivision attained subdivision
index (R) index (A)

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2. Definition of Virtual Subdivision

Bulkheads

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Definition of Virtual Subdivision Bulkheads

- Compartment vs. Zone

Compartment 1 Compartment 2 Compartment 3

Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6

Compartment – an onboard space within watertight boundaries.

 Actual subdivision of the ship.

Zone – a longitudinal interval of the ship within the subdivision length.

 Conceptual subdivision for calculation of the probability of
damage “pi”.

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Definition of Virtual Subdivision Bulkheads

- One Zone Damage Case vs. Multi Zone Damage Case

Compartment 1 Compartment 2 Compartment 3

x1 x2
Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6

Only one zone is damaged, this case is called “one zone damage case”.
Two adjacent zones are damaged, this case is called “two zone damage case”.

Example) One zone damage case: (Zone 1), (Zone 2), …

Two zone damage case: (Zone 1, Zone 2), (Zone 2, Zone 3), …

And, the length of damage in this case can be expressed by x1 and x2.
x1 = the distance from the aft terminal to the aft end of the zone in question.
x2 = the distance from the aft terminal to the forward end of the zone in question.
x1 and x2 represent the terminals of the compartment or group of compartments.
* Compartment: Onboard space within watertight boundaries.
* Zone: Longitudinal interval of 2016,
the ship within 16
Naval Architectural Calculation, Spring Myung-Il Rohthe subdivision length.

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3. Probability of Damage (pi)

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Probability of Damage Compartment 1 Compartment 2 Compartment 3

A   pi  si
cL

cL

A: Subdivision index
What is the factor “pi”? pi: Probability of damage
si: Probability of survival

: Probability of damage that a compartment or group of

compartments may be flooded at the level of the deepest subdivision
draft “ds”, that is, scantling draft.
: Related to the generation of “Damage Case”
 Dependent on the geometry of the ship
(Watertight arrangement and main dimensions of the ship)

pi  p  r
p : The probability of damage in the longitudinal subdivision
r : The probability of damage in the transverse subdivision

 Not dependent on the draft. Thus, we use the deepest subdivision draft “ds”.
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Probability of Damage in Longitudinal

Subdivision (p)

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Consideration of the Probability pi  p  r

Related to the Longitudinal Subdivision p  p( x1, x 2, Ls )

What is the factor “p”?

cL

: Probability of damage in the longitudinal subdivision

p  p( x1, x 2, Ls )
Subdivision Length ( Ls )

Damage
cL
Length of Damage x1 x2 x3 x4

: The factor “p” is dependent on the length of damage (x2 – x1) and
the subdivision length ”Ls” of a ship.

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[Example] Box-Shaped Ship pi  p  r

- Damage Generator p  p( x1, x 2, Ls )

How can we obtain the value of “p“ for a box-shaped ship?

Compartment1 Compartment2 Compartment3 T

a b

Assume that the dimensions of the compartments are same.

 The ship is damaged by the “damage generator” defined by the extent

of damage in horizontal, transverse, and vertical direction.

 Define that the each end point of the “damage generator“ is “a” and
“b”.
a b

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[Example] Box-Shaped Ship pi  p  r

- Damage Length p  p( x1, x 2, Ls )

What is the “damage length” (length of the damage)?

Compartment 1 Compartment 2 Compartment 3

a1 b1

x1 x2 x3 x4

For example, when one compartment is damaged, the end points

become “a1” and “b1”.
 What we consider in this part is “damage length”. Each end of the
damage length is “x1 “ (left) and ”x2 “ (right) and we can calculate the
probability of damage by this length (x2 – x1).

* The damage length is represented by the non-dimensional damage length

in the SOLAS regulation:
( x2  x1 )
Non-dimensional damage length: “J ” =
Ls

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[Example] Box-Shaped Ship pi  p  r

- Damage Zone p  p( x1, x 2, Ls )

What is the “damage zone”?

Zone 1 Zone 2 Zone 3

Compartment 1 Compartment 2 Compartment 3

x1 x2 x3 x4 : terminal of the zones

 Damage zone is a longitudinal interval of the ship within the

subdivision length.

 In general, the zones are placed in accordance with the watertight

arrangement. However, the zones can be placed in accordance with the
virtual subdivision.

 For this example, we place the zones in accordance with the

compartments (the watertight arrangement).
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[Example] Box-Shaped Ship pi  p  r

- One Zone Damage Case p  p( x1, x 2, Ls )

How can we obtain the value of “p” when one zone is damaged?
Zone 1 Zone 2 Zone 3

a b

x1 x2 x3 x4 : terminal of the zones

Example) What is the probability that zone 1 is damaged?

Probability that “a” is located in zone 1  Probability that “b” is located in zone 1

1 1 1
 
3 3 9

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[Example] Box-Shaped Ship pi  p  r

- Two Zones Damage Case (1/2) p  p( x1, x 2, Ls )

How can we obtain the value of “p” when two adjacent zones are damaged?
Zone 1 Zone 2 Zone 3

a b

b a

x1 x2 x3 x4 : terminal of the zones

Example) What is the probability that zone 1 and zone 2 are damaged
simultaneously?

Probability that “a” is

located in zone 1  Probability that “b” is
located in zone 2  Probability that “b” is
located in zone 1  Probability that “a” is
located in zone 2

1 1 1 1 2
   
3 3 3 3 9

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[Example] Box-Shaped Ship pi  p  r

- Two Zones Damage Case (2/2) p  p( x1, x 2, Ls )

How can we obtain the value of “p” that two adjacent zones are damaged by
different representation method?
Zone 1 Zone 2 Zone 3

a b 1
a 3
b

1
a b a b
3
x1 x2 x3 x4 : terminal of
the zones
1
Example) What is the probability that zone 1 and 3
zone 2 are damaged simultaneously? 1 1 1
3 3 3
In the figure, the red area means the probability
that zone 1 and zone 2 are damaged simultaneously.
Probability Probability
Probability Probability Probability Probability
that “a” is
located in  that “b” is
located in  that “a” is  that “b” is  that “a” is  that “b” is
zone 1 or zone 1 or located in located in located in located in
zone 2 zone 2 zone 1 zone 1 zone 2 zone 2

2 2 1 1 1 1 2
     
3 3 3 3 3 3 9
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[Example] Box-Shaped Ship pi  p  r

- Three Zones Damage Case (1/3) p  p( x1, x 2, Ls )

How can we obtain the value of “p” when three zones are damaged?
Zone 1 Zone 2 Zone 3

a b

b a

x1 x2 x3 x4 : terminal of the zones

Example) What is the probability that zone 1, zone 2, and zone 3 are damaged
simultaneously?

Probability that “a” is Probability that “b” is Probability that “b” is Probability that “a” is
located in zone 1  located in zone 3  located in zone 1  located in zone 3

1 1 1 1 2
   
3 3 3 3 9

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[Example] Box-Shaped Ship pi  p  r

- Three Zones Damage Case (2/3) p  p( x1, x 2, Ls )

How can we obtain the value of “p” by different representation method

when three zones are damaged? In the figure, the red area means the probability that
Zone 1 Zone 2 Zone 3 zone 1, zone 2, and zone 3 are damaged simultaneously.

a b 1
b a 3
a b a b
b a b a 1
a b a b a b 3

x1 x2 x3 x4 : terminal of
the zones 1
3
Example) What is the probability that zone 1, zone 2,
and zone 3 are damaged simultaneously? 1 1 1
3 3 3
Representation in terms of “p”
Probability that “a” is located in
zone 1 or zone 2 or zone 3  Probability that “b” is located in
zone 1 or zone 2 or zone 3
3
3

3
3
p ( x1 , x4 )

 Probability that “a” is located in

zone 1 or zone 2  Probability that “b” is located in
zone 1 or zone 2
2 2
 p ( x1 , x3 )
3 3

 Probability that “a” is located in

zone 2 or zone 3  Probability that “b” is located in
zone 2 or zone 3
2 2
3 3
 p( x2 , x4 )

 Probability that “a” is located in

zone 2  Probability that “b” is located in
zone 2
1
3

1
3
p ( x2 , x3 )
2
 28
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[Example] Box-Shaped Ship pi  p  r

- Three Zones Damage Case (3/3) p  p( x1, x 2, Ls )

How can we obtain the value of “p” by different representation method

when three zones are damaged? In the figure, the red area means the probability that
Zone 1 Zone 2 Zone 3 zone 1, zone 2, and zone 3 are damaged simultaneously.

a b 1
b a 3

1
3

x1 x2 x3 x4 : terminal of
the zones 1
3

1 1 1
3 3 3
Representation in terms of “p”
3 3
 p ( x1 , x4 )
3 3
2 2
 p ( x1 , x3 )
3 3
2 2 p( x2 , x4 )

In the figure, the red area means the probability that 3 3
zone 1, zone 2, and zone 3 are damaged simultaneously. 1 1 p ( x2 , x3 )

3 3
2

Naval Architectural Calculation, Spring 2016, Myung-Il Roh 9 29

[Example] Box-Shaped Ship pi  p  r

- Total Damage Cases p  p( x1, x 2, Ls )

Zone 1 Zone 2 Zone 3

One zone damage case
p1  p( x1 , x2 )
p2  p ( x2 , x3 )
p3  p( x3 , x4 )
Two zones damage case
p4  p ( x1 , x3 )  p ( x1 , x2 )  p ( x2 , x3 )
x1 x2 x3 x4
p5  p ( x2 , x4 )  p( x2 , x3 )  p( x3 , x4 )
Three zones damage case
p6 p6  p( x1 , x4 )  p( x1 , x3 )  p( x2 , x4 )
 p( x2 , x3 )
* Assume that the factor “r” is constant(r=1).
p4 p5 After the calculation of the factor “pi” in
each damage case, we can calculate “si“ of
p1 p2 p3 “that damage case” in a given draft such
as “dp”, “ds”, “dl”.

A   pi  si
p ( xi , x j ) : This function gives the probability of all cases when the compartments between ith subdivision
line and jth subdivision line can be damaged.

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[Reference] Recurrence Formula for pi  p  r

Three or More Adjacent Zones Damage Case p  p( x1, x 2, Ls )

Three zones damage case:

p6  p ( x1 , x4 )  p( x1 , x3 )  p ( x2 , x4 )
 p ( x2 , x3 )

Three or more adjacent zones,

pure subdivision:
p j ,n  p( x1 j , x 2 j  n 1 )
 p( x1 j , x 2 j  n  2 )  p ( x1 j 1 , x 2 j  n 1 )
 p( x1 j 1 , x 2 j  n  2 )
where, n: number of zones n=1 n=2 n=n
to be damaged

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[Reference] Calculation of the Probability of Damage

by Using the Area of Triangle

Zone 1 Zone 2 Zone 3 p(xi, xj) means the probability

that all compartments between
xi and xj are damaged, and it
can be calculated from the area
of triangle which side length is
x1 x2 x3 x4 the distance from xi to xj.
For example, p(x1, x3) means the
p6 probability that includes a
damage case of zone 1, a case
of zone 2, and a case of zone 1
p4 p5 & 2, and it can be calculated
p1 p2 p3 from the area of blue triangle in
the left figure.

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Probability of Damage in Transverse

Subdivision (r)

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Consideration of the Probability pi  p  r

Related to the Transverse Subdivision (1/2)

Is there only longitudinal subdivision to consider “pi”?

ds: Deepest subdivision draft

Compartment 1 Compartment 2 Compartment 3

ds

cL

No!
• We have to consider the probability related to the transverse
subdivision and penetration.
• The probability of damage in transverse subdivision and penetration is
represented by the factor “r”.
• The factor “r “ is determined after deciding the longitudinal damage
case.
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Consideration of the Probability

Related to the Transverse Subdivision (2/2) ds
Compartment 1 Compartment 2 Compartment 3

c
pi  p  r r  r ( x1, x 2, b, k , Ls ) L
b: penetration depth
What is the factor “r”? k: the number of a particular longitudinal bulkhead

: Probability of damage in the transverse subdivision

r  r ( x1, x 2, b, k , Ls )
Damaged compartments
Flooded compartments
b ds
Damage
k2 k 1 k  0
cL

: The factor “r” is dependent on the penetration depth “b” and the
number of a particular longitudinal bulkhead “k”.
Where, “k” is counted from shell towards the centerline. And
”b” is measured at deepest subdivision draught “ds”.

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Range of the Factor “b”

Towards the Centerline (1/4) ds
Compartment 1 Compartment 2 Compartment 3

c
pi  p  r r  r ( x1, x 2, b, k , Ls ) L
b: penetration depth
k: the number of a particular longitudinal bulkhead

What is the factor “r“ when this factor “b” is zero?

And what is the factor “r“ when this factor “b” is B/2?
Where “B” is the maximum breadth of the ship at the deepest
subdivision draught “ds”.

The value of “r” is equal to 0, if the penetration depth is 0.

The value of “r” is equal to 1, if the penetration depth is B/2.

“b" is not being taken greater than B/2.

The transverse penetration is calculated only considering one
side of the ship. (Assumption: The hull form of the ship is symmetric.)

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Range of the Factor “b”

Towards the Centerline (2/4) ds
Compartment 1 Compartment 2 Compartment 3

c
pi  p  r r  r ( x1, x 2, b, k , Ls ) L
b: penetration depth
k: the number of a particular longitudinal bulkhead

Why the factor “b” is only considered to extend to B/2 ?

When the first compartment is damaged,

b ds
Damage
k 2 k 1 k  0
cL cL

Damaged compartments
Flooded compartments

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Range of the Factor “b”

Towards the Centerline (3/4) ds
Compartment 1 Compartment 2 Compartment 3

c
pi  p  r r  r ( x1, x 2, b, k , Ls ) L
b: penetration depth
k: the number of a particular longitudinal bulkhead

Why the factor “b” is only considered to extend to B/2 ?

When the second compartment is damaged,

It is the most severe damage case because the factor “b”
is considered to extent to B/2.

b ds
Damage
k 2 k 1 k  0
cL cL

Damaged compartments
Flooded compartments

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Range of the Factor “b”

Towards the Centerline (4/4) ds
Compartment 1 Compartment 2 Compartment 3

c
pi  p  r r  r ( x1, x 2, b, k , Ls ) L
b: penetration depth
k: the number of a particular longitudinal bulkhead

Why the factor “b” is only considered to extend to B/2 ?

It is the most severe damage What if the factor “b” is

case because the factor “b” is considered to extent to B?
considered to extent to B/2.

cL
cL

Because the result calculated for one side of the ship causes more severe result
than for both side of the ship, the factor “b” is only considered to extend to B/2.

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Vertical Extent
- “Higher Extent” Compartment 1 Compartment 2 Compartment 3

cL

The assumed vertical extent of damage is to extend from the baseline

upwards to any watertight horizontal subdivision above the water line or
higher. That is, higher horizontal subdivision is also to be assumed.

Example) k=1

Higher than
the water line
d d
s s

Damage Damage
cL cL
k 3 k2 k 1 k 0

“Normal extent” “Higher extent”

Damaged compartments
Flooded compartments 40
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Vertical Extent
- “Lesser Extent” Compartment 1 Compartment 2 Compartment 3

cL

The flooding always extends to baseline?

No!
If a lesser extent of damage will give a more severe result, such extent
is to be assumed.
Example) k=1

d
s

Damage
Damage
cL cL
k 3 k 2 k 1 k 0 k 3 k2 k 1 k 0

“Normal extent” “Lesser extent”

Damaged compartments
Flooded compartments 41
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Case 1) Three Longitudinal Bulkheads

(2 Wing Tanks+2 Cargo Holds) pi  p  r ds
Compartment 1 Compartment 2 Compartment 3

c
Assume that we calculate the value of r in the port side. r  r ( x1, x 2, b, k , Ls ) L
* b is measured at deepest subdivision draft (ds). b: penetration depth
k: the number of a particular longitudinal bulkhead

How can we obtain the value of “r“ for a box-shaped ship?

Long. bulkhead Cargo hold Wing tank

b1 b2
ds ds
Damage Damage
k2 k 1 k  0 k 2 k 1 k  0
Starboard cL Port cL
k=2: b=b2=B/2
k=1: b=b1
(wing tank(P)+cargo
(wing tank(P))
hold(P))

Damaged compartments
Flooded compartments

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Case 2) Two Longitudinal Bulkheads

(2 Wing Tanks+1 Cargo Hold)
Assume that we calculate the value of r in the port side.
* b is measured at deepest subdivision draft (ds).

How can we obtain the value of “r“ for a box-shaped ship?

Long. bulkhead Cargo hold Wing tank

b1 b2
ds ds
Damage Damage
k2 k 1 k  0 k 2 k 1 k  0
Starboard cL Port cL
k=1: b=b1 k=2: b=b2=B/2
(wing tank(P)) (wing tank(P)+cargo hold)

Damaged compartments
Flooded compartments

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Naval Architectural Calculation, Spring 2016, Myung-Il Roh

Case 3) Two Longitudinal Bulkheads

(2 Wing Tanks+1 Cargo Hold+2 Double Bottom Tanks)
Assume that we calculate the value of r in the port side.
* b is measured at deepest subdivision draft (ds).

How can we obtain the value of “r“ for a box-shaped ship?

Long. bulkhead Cargo hold Wing tank

b1 b2
ds ds

Damage Damage
k2 k 1 k  0 k 2 k 1 k  0
Double
bottom tank cL cL
k=1: b=b1 k=2: b=b2=B/2
(wing tank(P)+double bottom (wing tank(P)+double bottom
tank(P)) tank(P)+cargo hold)

Damaged compartments
Flooded compartments

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Case 3) Two Longitudinal Bulkheads

(2 Wing Tanks+1 Cargo Hold+2 Double Bottom Tanks)
Assume that we calculate the value of r in the port side.
* b is measured at deepest subdivision draft (ds).

How can we obtain the value of “r“ for a box-shaped ship?

* Lesser extent damage cases
Long. bulkhead Cargo hold Wing tank

b1 b2
ds ds
Damage Damage
k2 k 1 k  0 k 2 k 1 k  0
Double
bottom tank cL cL
k=1: b=b1 k=2: b=b2=B/2
(wing tank(P)) (wing tank(P)+cargo hold)

Damaged compartments
Flooded compartments

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Naval Architectural Calculation, Spring 2016, Myung-Il Roh

Case 4) Two Longitudinal Bulkheads

(2 Wing Tanks+1 Cargo Hold+2 Double Bottom Tanks+Pipe Duct)
Assume that we calculate the value of r in the port side. Damaged compartments
* b is measured at deepest subdivision draft (ds). Flooded compartments

How can we obtain the value of “r“ for a box-shaped ship?

Long. bulkhead Cargo hold Wing tank

b1 b2
ds ds
Pipe duct
Damage Damage
Double k  3 k  2 k 1 k  0 k  3 k  2 k 1 k  0
bottom tank cL cL
k=1: b=b1 k=2: b=b2
(wing tank(P)+double bottom tank(P)) (wing tank(P)+double bottom tank(P)+cargo hold)

If the upper part of a longitudinal bulkhead is below

b3 the deepest subdivision load line, the vertical plane
ds used for determination of b is assumed to extend
upwards to the deepest subdivision waterline.

Damage
k  3 k  2 k 1 k  0 k=3: b=b3=B/2
cL
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(wing tank(P)+double bottom tank(P)+cargo hold+pipe duct) 46

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Case 4) Two Longitudinal Bulkheads

(2 Wing Tanks+1 Cargo Hold+2 Double Bottom Tanks+Pipe Duct)
Assume that we calculate the value of r in the port side. Damaged compartments
* b is measured at deepest subdivision draft (ds). Flooded compartments

How can we obtain the value of “r“ for a box-shaped ship?

* Lesser extent damage cases
Long. bulkhead Cargo hold Wing tank

b1 b2
ds ds
Pipe duct
Damage Damage
Double
bottom tank ckL 3 k  2 k 1 k  0 k  3 k  2 k 1 k  0
cL
k=1: b=b1 k=2: b=b2
(wing tank(P)) (wing tank(P)+cargo hold)
In the flooding calculations carried out according to
the regulations, only one breach of the hull and only
b3 one free surface need to be assumed. The assumed
ds vertical extent of damage is to extend from the
baseline upwards to any watertight horizontal
Damage subdivision above the waterline or higher. However, if
a lesser extent of damage will give a more severe
k  3 k  2 k 1 k  0 k=3: b=b3=B/2 result, such extent is to be assumed.
cL
Naval Architectural Calculation, Spring 2016, Myung-Il Roh
(wing tank(P)+cargo hold) 47

Case 4) Two Longitudinal Bulkheads

(2 Wing Tanks+1 Cargo Hold+2 Double Bottom Tanks+Pipe Duct+Passageway)
Assume that we calculate the value of r in the port side. Damaged compartments
* b is measured at deepest subdivision draft (ds). Flooded compartments

How can we obtain the value of “r“ for a box-shaped ship?

Long. bulkhead Cargo hold Passageway

Wing tank
b1 b2
ds ds
Pipe duct
Damage Damage
Double k  3 k  2 k 1 k  0 k  3 k  2 k 1 k  0
bottom tank cL cL
k=1: b=b1 k=2: b=b2
(wing tank(P)+double bottom tank(P)) (wing tank(P)+double bottom tank(P)+cargo hold)

b3
ds

Damage
k  3 k  2 k 1 k  0 k=3: b=b3=B/2
cL
Naval Architectural Calculation, Spring 2016, Myung-Il Roh
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Case 4) Two Longitudinal Bulkheads

(2 Wing Tanks+1 Cargo Hold+2 Double Bottom Tanks+Pipe Duct+Passageway)
Assume that we calculate the value of r in the port side. Damaged compartments
* b is measured at deepest subdivision draft (ds). Flooded compartments

How can we obtain the value of “r“ for a box-shaped ship?

* Lesser extent damage cases
Long. bulkhead Cargo hold Passageway

Wing tank
b1 b2
ds ds
Pipe duct
Damage Damage
Double k  3 k  2 k 1 k  0 k  3 k  2 k 1 k  0
bottom tank cL cL
k=1: b=b1 k=2: b=b2
(wing tank(P)) (wing tank(P)+cargo hold)

b3
ds
Damage
k  3 k  2 k 1 k  0
k=3: b=b3=B/2
(wing tank(P)+cargo hold)
cL
Naval Architectural Calculation, Spring 2016, Myung-Il Roh
49

Case 4) Two Longitudinal Bulkheads

(2 Wing Tanks+1 Cargo Hold+2 Double Bottom Tanks+Pipe Duct+Passageway)
Assume that we calculate the value of r in the port side. Damaged compartments
* b is measured at deepest subdivision draft (ds). Flooded compartments

How can we obtain the value of “r“ for a box-shaped ship?

* Higher horizontal subdivision
Long. bulkhead Cargo hold Passageway

Wing tank
b1 b2
ds ds
Pipe duct
Damage Damage
Double k  3 k  2 k 1 k  0 k  3 k  2 k 1 k  0
bottom tank cL cL
k=1: b=b1 k=2: b=b2
(wing tank(P)+double bottom tank(P) (wing tank(P)+double bottom tank(P)+cargo hold
+passageway(P)) +passageway(P))
In the flooding calculations carried out according to the
b3 regulations, only one breach of the hull and only one free
ds surface need to be assumed. The assumed vertical extent of
damage is to extend from the baseline upwards to any
watertight horizontal subdivision above the waterline or
Damage higher. However, if a lesser extent of damage will give a more
severe result, such extent is to be assumed.
k  3 k  2 k 1 k  0
k=3: b=b3=B/2
cL
Naval Architectural Calculation, Spring 2016, Myung-Il Roh
(wing tank(P)+double bottom tank(P)+cargo hold+pipe duct+passageway(P)) 50

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Case 4) Two Longitudinal Bulkheads

(2 Wing Tanks+1 Cargo Hold+2 Double Bottom Tanks+Pipe Duct+Passageway)
Assume that we calculate the value of r in the port side. Damaged compartments
* b is measured at deepest subdivision draft (ds). Flooded compartments

How can we obtain the value of “r“ for a box-shaped ship?

* Higher horizontal subdivision * Lesser extent damage cases
Long. bulkhead Cargo hold Passageway

Wing tank
b1 b2
ds ds
Pipe duct
Damage Damage
Double k  3 k  2 k 1 k  0 k  3 k  2 k 1 k  0
bottom tank cL cL
k=1: b=b1 k=2: b=b2
(wing tank(P)+passageway(P)) (wing tank(P)+cargo hold+passageway(P))

b3
ds
Damage
k  3 k  2 k 1 k  0
k=3: b=b3=B/2
(wing tank(P)+cargo hold+passageway(P))
cL
Naval Architectural Calculation, Spring 2016, Myung-Il Roh
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Calculation of the value of “r“ P: Damage generator (e.g., Awl)

Damaged compartments

B/2=20 B/2=20 B/2=20

3 14 3 3 14 3 3 14 3

P ds P ds P ds
③ ② ① ③ ② ① ③ ② ①

k  3 k  2 k 1 k  0 k  3 k  2 k 1 k  0 k  3 k  2 k 1 k  0
cL b1
cL b2
cL b3
* Actual ratio can be different in the figures.
Definition of r(bk) in SOLAS
r (bk ) : Probability that “P” is located between the bulkheads of 0 and k
: Probability that “P” is located in the position ⓘ = Area of ⓘ / total area
r (b0 ) : Probability that “P” is located between the bulkheads of 0 and 0  0
r (b1 ) : Probability that “P” is located between the bulkheads of 0 and 1  3/20
r (b2 ) : Probability that “P” is located between the bulkheads of 0 and 2  17/20
r (b3 ) : Probability that “P” is located between the bulkheads of 0 and 3  20/20

rk (bk , bk 1 )  rk : Probability that compartments are damaged up to “P”

r1  r (b1 )  r (b0 )  3 / 20  0  3 / 20
r2  r (b2 )  r (b1 )  17 / 20  3 / 20  14 / 20 rk ( x1, x 2, bk , bk 1 )  r ( x1, x 2, bk )  r ( x1, x 2, bk 1 )
r3  r (b3 )  r (b2 )  20 / 20  17 / 20  3 / 20 Simply , rk  r (bk )  r (bk 1 ) 52
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[Example] 7,000 TEU Container Carrier r  r ( x1, x 2, b, k , Ls )

- One Zone Damage: Z8 b: penetration depth
k: the number of a particular longitudinal bulkhead

How can we obtain the values of “r“?

Upper Deck
NO1 PASSAGEWAY(P)

NO.3 HOLD
NO3 WWBT(P) Extend the concept learned from
the examples of a box-shaped ship.

B.L.

PIPE DUCT NO3 DB WBT(P)

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4. Probability of Survival (si)

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Probability of Survival (1/2) Compartment 1 Compartment 2 Compartment 3

A   pi  si
cL

cL

A: Subdivision index
What is the factor “si”? pi: Probability of damage
si: Probability of survival

: The factor “si” is the probability of survival after flooding in a given

damage condition.

: Calculation the probability of survival in a given “Damage Case”

 Dependent on the “initial draft (ds, dp, dl)”

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Naval Architectural Calculation, Spring 2016, Myung-Il Roh

Probability of Survival (2/2) Compartment 1 Compartment 2 Compartment 3

cL

A   pi  si cL

What is related to the factor “si”?

si  si ( e , v , GZ max , Range, Flooding stage) (For cargo ships)

: The factor “s” is to be calculated according to the range of GZ curve and

GZmax.

Statical Stability Curve

(GZ Curve)
GZ

θe: Equilibrium point(angle of heel)

GZ max o
0.5

θv: minimum( f ,  o )
e f (in this case, θv equals to θo)
0

GZmax: Maximum value of GZ

Range Range: Range of positive righting arm
0 10 20 30 40 50 Flooding stage: Discrete step during the flooding
Heeling Angle
process
θf: Angle of flooding (righting arm becomes negative)
θo: Angle at which an “opening” incapable of being closed weathertight becomes submerged

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Consideration of Horizontal Subdivision in Flooding Stage

- Factor “vm”
When the horizontal watertight boundaries above the waterline are
considered, the “si” value is obtained by multiplying the reduction factor
“vm”.
“vm” represents the probability that the spaces above the horizontal
subdivision line will be flooded or compartments will be damaged.
Where “m” represents each horizontal boundary counted upwards from the waterline
under consideration.
Example) k=1, m=3, d=dl
m  3 Probability of m3
m2 damage m2
(vi)
m 1 m 1
ds ds Damage
dl dl

k 3 k 2 k 1 k 0 k 3 k2 k 1 k 0
cL cL
Damaged compartments
Flooded compartments 57
Naval Architectural Calculation, Spring 2016, Myung-Il Roh

Consideration of Horizontal Subdivision in Flooding Stage

- Factor “vm”: Stage 1) Damage (Initial Condition) (1/4)
After determining the longitudinal and transverse damage cases, i.e.,
p and r are determined, vm-1,m and smin,m are calculated. smin,m is the
probability of survival when the compartment is flooded up to deck
number m.
Example) k=1, m=3, d=dl
v1 v1,2 v2,3
m3 0 1
m2

m 1 12.5m
(Maximum damage height)

Damage

Damaged compartments

k 3 k 2 k 1 k 0

cL dA  p  r  [v1  smin,1  v1,2  smin,2  v2,3  smin,3 ]

v1: Probability of damage to m=1, v1,2: Probability of damage to m=1~2, v2,3: Probability of damage to m=2~3
Each probability is determined: (1) after normalizing the distance from the damaged part to 12.5m into the length of 1, (2) with
the ratio of height from the previous line to the corresponding horizontal subdivision line.
It is noted that this calculation should be performed after determining the longitudinal and transverse damage case.
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Consideration of Horizontal Subdivision in Flooding Stage

- Factor “vm”: Stage 1) Damage (Initial Condition) (2/4)
However, the horizontal subdivision line located lower can be flooded easier than that
located higher. Therefore, the interpolation line between zero and one is modified as shown
in following figure.

Example) k=1, m=3, d=dl v2,3

v1 v1,2
m3 0 1
m2 4.7m

m 1 12.5m
7.8m (Maximum damage height)

Damage

d
Damaged compartments

cL
dA  p  r  [v1  smin,1  v1,2  smin,2  v2,3  smin,3 ]
where, v i 1
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Naval Architectural Calculation, Spring 2016, Myung-Il Roh

Consideration of Horizontal Subdivision in Flooding Stage

- Factor “vm”: Stage 1) Damage (Initial Condition) (3/4)

Damage
12.5m
H d
v2,3 4.7m 7.8m
v1 v1,2 v2,3 1
0 1 vm ( H m , d )
H3 v1,2
4.7m
H2 Rotate!
d
12.5m v1
H2
H1
7.8m H3
H1
Damage H  d 0

d (Hm  d )
if 0  ( H  d )  7.8 then vm ( H m , d )  0.8
7.8
( H  d )  7.8
if 7.8  ( H  d ) then vm ( H m , d )  0.8  0.2 m
4.7
Therefore
v1  v1 ( H1 , d ), v1,2  v2 ( H 2 , d )  v1 ( H1 , d )
v2,3  v3 ( H 3 , d )  v2 ( H 2 , d )
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Consideration of Horizontal Subdivision in Flooding Stage

- Factor “vm”: Stage 1) Damage (Initial Condition) (4/4)
Example) k=1, m=3, d=dl
dA  p  r  [v1  smin,1  v1,2  smin,2  v2,3  smin,3 ]
m3
m2 where,
m 1 v1  v1 ( H1 , d ), v1,2  v2 ( H 2 , d )  v1 ( H1 , d )
ds v2,3  v3 ( H 3 , d )  v2 ( H 2 , d )
dl
(Hm  d )
if 0  ( H  d )  7.8 then vm ( H m , d )  0.8
7.8
( H  d )  7.8
if 7.8  ( H  d ) then vm ( H m , d )  0.8  0.2 m
H1 H 2 H 3 4.7
cL
The factor “vm” is dependent on the geometry of the watertight arrangement
(decks) “Hm” of the ship and the draft of the initial loading condition (d: ds, dp, dl).
Probability of damage of the compartment below m
Probability of damage of all compartments below m

vm  v( H m , d )  v( H m 1 , d )
Probability of damage of all compartments below m-1

dA  pi  [v1  smin1  (v2  v1 )  smin 2    (1  vm1 )  smin m ]

Where A   dA ,  v i 1 The maximum possible vertical extent of damage is d+12.5m.
Then, the factor “Hm“ is equal to 1. 61
Naval Architectural Calculation, Spring 2016, Myung-Il Roh

Consideration of Horizontal Subdivision in Flooding Stage

- Factor “vm”: Stage 2) Flooding up to m=1
The factor “vm" is dependent on the geometry of the watertight
arrangement (decks) “Hm” of the ship and the draft of the initial
loading condition (d: ds, dp, dl).
vm  v( H m , d )  v( H m1 , d )
dA  pi  [v1  smin1  (v2  v1 )  smin 2    (1  vm1 )  smin m ]
Where A   dA ,  v  1 The maximum possible vertical extent of damage is d+12.5m.
i
Then, the factor “Hm“ equals 1.

Example) k=1, m=1 d=dl

m3 Stage 2) Flooding up to m=1

m2 si  v1  smin1
m 1

dl Damage
H1

cL
Damaged compartments where,
Flooded compartments 62
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Consideration of Horizontal Subdivision in Flooding Stage

- Factor “vm”: Stage 3) Flooding up to m=2
The factor “vm" is dependent on the geometry of the watertight
arrangement (decks) “Hm” of the ship and the draft of the initial
loading condition (d: ds, dp, dl).
vm  v( H m , d )  v( H m1 , d )
dA  pi  [v1  smin1  (v2  v1 )  smin 2    (1  vm1 )  smin m ]
Where A   dA ,  v  1 The maximum possible vertical extent of damage is
i d+12.5m.
Then, the factor “Hm“ equals 1.

Example) k=1, m=2 d=dl

m3 Stage 3) Flooding up to m=2

m2 si  v1  smin1
m 1
(v2  v1 )  smin 2
dl Damage
H1 H 2

cL
Damaged compartments
Flooded compartments 63
Naval Architectural Calculation, Spring 2016, Myung-Il Roh

Consideration of Horizontal Subdivision in Flooding Stage

- Factor “vm”: Stage 4) Flooding up to m=3
The factor “vm" is dependent on the geometry of the watertight
arrangement (decks) “Hm” of the ship and the draft of the initial
loading condition (d: ds, dp, dl).
vm  v( H m , d )  v( H m1 , d )
dA  pi  [v1  smin1  (v2  v1 )  smin 2    (1  vm1 )  smin m ]
Where A   dA ,  v  1 The maximum possible vertical extent of damage is
i d+12.5m.
Then, the factor “Hm“ equals 1.

Example) k=1, m=3 d=dl

m3 Stage 4) Flooding up to m=3

m2 si  v1  smin1
m 1
(v2  v1 )  smin 2
dl Damage
H1 H 2 H 3
( 1  v2 )  smin 3

cL
Damaged compartments
Flooded compartments 64
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Attained Subdivision Index “A”

- Check of the Attained Index “A”

Three loading conditions are to be considered and the result weighted as

follows:

As , Ap , Al  0.5R : for cargo ships

 0.9 R : for passenger ships

A R Where A  0.4 As  0.4 Ap  0.2 Al

Where, the indices “s”, “p”, and “l” represent three loading conditions and
the factor to be multiplied to the index indicates how the index “A“ from
each loading condition is weighted.

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Naval Architectural Calculation, Spring 2016, Myung-Il Roh

Attained Subdivision Index “A”

- Check of the Attained Index “A”
Producing an index A requires the calculation of various damage scenarios defined
by the extent of damage and the initial loading conditions of the ship before
damage.
Three loading conditions are to be considered and the result weighted as follows:

As , Ap , Al  0.5R : for cargo ships

 0.9 R : for passenger ships
A R Where A  0.4 As  0.4 Ap  0.2 Al

Where the indices “s”, “p”, and “l” represent the three loading conditions and the
factor to be multiplied to the index indicates how the index A from each loading
condition is weighted.

We can assume that the meaning of the weight factors 0.4, 0.4, and 0.2. In the ship’s
lifecycle, the lightship condition is rarely exist.
Normally, the loading condition is performed between the scantling draft and design
draft. Thus, the weight factor considers this cruising condition.
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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5. Example of the Calculation of

Attained Index A for Box-Shaped Ship

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Assumption of Subdivision Zone

100m
40m 20m 20m 20m 40m

No.4 No.3 No.2 No.1

H.F.O Hold Hold Hold H.F.O Hold
Tank (P&S) (P&S) (P&S) Tank (P&S) 25m
No.4 W.B.T (P&S) No.3 W.B.T No.2 W.B.T No.1 W.B.T Base line
(P&S) (P&S) (P&S)
L
C
<Elevation View> <Section View>

L
C

<Plan View>

Zone 1 Zone 2 Zone 3 Zone 4

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[Case 1] Calculation of
Probability of Damage (pi)
pi  p( x1, x 2, Ls )  r ( x1, x 2, b, k , Ls )
Calculation Condition
: Scantling Draft (18.0m), b=4.0

Damage
DAMAGES x1 x2 J p r pi
Length
<1 zone damage> Cause Effect Effect
1.1.1 0 40 40 0.4 0.40421 0.42119 0.17025
2.1.1 40 60 20 0.2 0.15273 0.36117 0.05516
3.1.1 60 80 20 0.2 0.15273 0.36117 0.05516
4.1.1 80 100 20 0.2 0.17637 0.58293 0.10281

<2 zone damage> Bigger Bigger Bigger

1-2.1.1 0 60 60 0.6 0.60421 0.37975 0.22945

2-3.1.1 40 80 40 0.4 0.40842 0.34515 0.14097
3-4.1.1 60 100 40 0.4 0.40421 0.42119 0.17025

<3 zone damage> Bigger Bigger Bigger

1-3.1.1 0 80 80 0.8 0.80421 0.35892 0.28865
2-4.1.1 40 100 60 0.6 0.60842 0.34563 0.21029
Bigger Bigger Bigger
| x2  x1 |
J: Non-dimensional damage length J 
Ls ※ All results can be obtained using manual calculation.
b: Mean transverse distance

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[Case 1] Calculation of
Probability of Survival (si)
si  si ( e , v , GZ max , Range)

Typical GZ curve in damage condition

Statical Stability Curve(GZ curve)
GZ
0.5

e GZ max
0

GZ Range
0 10 20 30 40 50
Heeling Angle

θe: The equilibrium angle of heel in any stage of flooding, in degrees

GZmax: The maximum positive righting lever, in meters
Range: The range of positive righting arms, in degrees, measured from the angle θe

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[Case 1] Calculation of
Probability of Survival (si)
si  si ( e , v , GZ max , Range)
Calculation Condition
: Scantling Draft (18.0m), b=4.0
※ θe, GZ, GZ range were obtained using computational
ship calculation software, “EzCOMPART”.
DAMAGES x1 x2 J θe GZmax GZ Range si pi A
<1 zone damage> Cause Effect Effect Effect Effect
1.1.1 0 40 0.4 13.00 0.40 35.62 1.00 0.17025 0.02666
2.1.1 40 60 0.2 7.17 0.72 50.31 1.00 0.05516 0.00864
3.1.1 60 80 0.2 7.18 0.72 50.20 1.00 0.05516 0.00864
4.1.1 80 100 0.2 7.32 0.71 49.92 1.00 0.10281 0.01610
<2 zone damage> Bigger Bigger Smaller Smaller Smaller

1-2.1.1 0 60 0.6 20.00 0.08 15.00 0.89 0.22945 0.03195

2-3.1.1 40 80 0.4 13.00 0.41 36.16 1.00 0.14097 0.02207
3-4.1.1 60 100 0.4 13.00 0.40 35.62 1.00 0.17025 0.02666
<3 zone damage> Bigger Bigger Smaller Smaller Smaller
1-3.1.1 0 80 0.8 0.00 0.00 0.00 0.00 0.28865 0.00000
2-4.1.1 40 100 0.6 20.00 0.08 15.00 0.89 0.21029 0.02928
Bigger Bigger Smaller Smaller Smaller

※ θe, GZ, GZ range are obtained using computer ship

θe: Non-dimensional damage length calculation software, “Ez-compart”.

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[Case 2] Calculation of
Probability of Damage (pi)
pi  p( x1, x 2, Ls )  r ( x1, x 2, b, k , Ls )
Calculation Condition
: Scantling Draft (18.0m), b=20.0 Cause
Bigger

Damage
DAMAGES x1 x2 J p r pi
Length

<1 zone damage> Effect Effect Effect

1.2.1 0 40 40 0.4000 0.40421 1.00000 0.40421
2.2.1 40 60 20 0.2000 0.15273 1.00000 0.15273
3.2.1 60 80 20 0.2000 0.15273 1.00000 0.15273
4.2.1 80 100 20 0.2000 0.17637 1.00000 0.17637
<2 zone damage> Bigger Bigger Bigger
1-2.2.1 0 60 60 0.6000 0.60421 1.00000 0.60421
2-3.2.1 40 80 40 0.4000 0.40842 1.00000 0.40842
3-4.2.1 60 100 40 0.4000 0.40421 1.00000 0.40421
<3 zone damage>
1-3.2.1 0 80 80 0.8000 0.80421 1.00000 0.80421
2-4.2.1 40 100 60 0.6000 0.60842 1.00000 0.60842
| x2  x1 |
J: Non-dimensional damage length J 
Ls ※ Each results are obtained using manual calculation.
b: Mean transverse distance

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[Case 2] Calculation of
Probability of Survival (si)
si  si ( e , v , GZ max , Range)
Calculation Condition
: Scantling Draft (18.0m), b=20.0 Cause
Bigger ※ θe, GZ, and GZ range were obtained using
computational ship calculation software, “EzCOMPART”.
DAMAGES x1 x2 J θe Max_GZ Range si pi A
< 1 zone damage > Effect Effect Effect Effect
1.2.1 0 40 0.4000 0.00 0.00 35.62 0.00 0.40421 0.00000
2.2.1 40 60 0.2000 14.00 0.25 50.31 1.00 0.15273 0.02392
3.2.1 60 80 0.2000 15.00 0.18 50.20 1.00 0.15273 0.02392
4.2.1 80 100 0.2000 20.00 0.04 49.92 0.76 0.17637 0.02099
< 2 zone damage > Smaller Smaller Smaller Smaller
1-2.2.1 0 60 0.6000 0.00 0.00 0.00 0.00 0.60421 0.00000
2-3.2.1 40 80 0.4000 0.00 0.00 0.00 0.00 0.40842 0.00000
3-4.2.1 60 100 0.4000 0.00 0.00 0.00 0.00 0.40421 0.00000
< 3 zone damage >
1-3.2.1 0 80 0.8000 0.00 0.00 0.00 0.00 0.80421 0.00000
2-4.2.1 40 100 0.6000 0.00 0.00 0.00 0.00 0.60842 0.00000

Attained index (A) is zero in most case, because too large areas are damaged.
We can expect that calculating ‘4 zone damage’ cases are meaningless.
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6. Summary

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Overall Procedures to Evaluate the Probabilistic Damage

Stability

Definition of virtual Subdivision of Definition of damaged

subdivision bulkheads compartments compartments

Generation of damage cases

Location of damage Calculation of the

Location of damage probability of damage (pi)
Extent of damage
Location of damage
Extent of damage
…
Extent of damage

Calculation of the
Extent of flooding
probability of survival (si)

Comparison with the Calculation of the

required subdivision attained subdivision
index (R) index (A)

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Comparison Between the Deterministic and Probabilistic

Damage Stability

Deterministic Damage Stability Probabilistic Damage Stability

Items
ICLL1 MARPOL2 SOLAS

Bulk carriers, Container carriers, Ro-Ro ship

Ships Oil tankers, Chemical tankers
s, Passenger ships
Define virtual damage compartments after
Definition of damaged Define the compartments as same with actual
subdividing the compartments by using vir
compartments compartments
tual subdivision bulkheads

Assumption of extent Assume the extent of damage with actual Assume the extent of damage with the virt
of damage compartments as a basis ual damage compartments as a basis

Generate a damage case

Generation of damage Generate a damage case Generate a damage case for each extent of
per one or two compart
cases per two compartments damage
ments
All drafts to be applied in The deepest subdivision draft (ds), the parti
Draft under The deepest subdivision
the intact stability al subdivision draft (dp), the light service dr
consideration draft (ds)
calculation aft (dl)

Evaluation of damage All damage cases should satisfy each criterion for the The attained subdivision index should satis
stability regulation of damage stability. fy the regulation of damage stability (AR).

1: International Convention on Load Lines

2: International Convention for the Prevention of Marine Pollution from Ships

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