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Posted: January 16th, 2024
Examining Intact and Damage Stability Calculations to Prevent Capsizing
Capsizing is a serious threat to the safety of ships and their crew. It occurs when a ship loses its stability and rolls over, either partially or completely. Capsizing can be caused by various factors, such as wind, waves, cargo shifting, flooding, or collision. To prevent capsizing, ship designers and operators need to perform stability calculations that assess the ability of a ship to withstand external forces and internal damage.
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Intact and Damage Stability Calculations
Stability calculations are based on the principles of hydrostatics and hydrodynamics. Hydrostatics deals with the equilibrium of a ship in still water, while hydrodynamics deals with the motion of a ship in waves. Stability calculations can be divided into two types: intact and damage stability.
Intact stability calculations assume that the ship is undamaged and has no water ingress. They evaluate the righting moment of a ship, which is the restoring force that counteracts the heeling moment caused by external forces. The righting moment depends on the shape of the hull, the distribution of weight, and the position of the center of gravity. Intact stability calculations also determine the metacentric height (GM), which is the distance between the center of gravity and the metacenter. The metacenter is the point where the vertical line through the center of buoyancy intersects the initial waterline. A positive GM indicates that the ship is stable, while a negative GM indicates that the ship is unstable.
Damage stability calculations assume that the ship has suffered some damage that affects its watertight integrity. They evaluate the residual stability of a ship, which is the ability of a ship to remain afloat and upright after damage. Damage stability calculations take into account the extent and location of damage, the amount and distribution of water ingress, and the effect of free surface. Free surface is the phenomenon where water in partially filled tanks or compartments can move freely and create an additional heeling moment. Damage stability calculations also determine the limit states of a ship, which are the conditions that define the boundary between safe and unsafe operation. Limit states can be based on criteria such as angle of heel, deck edge immersion, loss of buoyancy, or loss of stability.
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Methods and Standards for Stability Calculations
There are different methods and standards for performing stability calculations, depending on the type and purpose of the ship. Some common methods are:
- The cross-curves method: This method uses graphical curves that show the righting moment as a function of heel angle for different displacements and centers of gravity. The cross-curves are combined with a load curve that shows the displacement and center of gravity for a given loading condition. The intersection of the load curve and the cross-curves gives the righting moment for each heel angle. The cross-curves method is suitable for intact stability calculations.
- The lost buoyancy method: This method uses a simplified model that assumes that damage causes a loss of buoyancy in one or more compartments. The lost buoyancy is calculated by multiplying the volume of each damaged compartment by its vertical distance from the waterline. The lost buoyancy is then subtracted from the initial buoyancy to obtain the residual buoyancy. The lost buoyancy method is suitable for damage stability calculations.
- The probabilistic method: This method uses a statistical approach that considers the probability of occurrence and severity of damage scenarios. The probabilistic method calculates an index called Attained Subdivision Index (A), which represents the average survivability of a ship after damage. The index A is compared with a required value called Required Subdivision Index (R), which represents the minimum survivability standard for a given ship type and service. The probabilistic method is suitable for damage stability calculations.
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Some common standards for stability calculations are:
- The International Convention for the Safety of Life at Sea (SOLAS): This is an international treaty that sets minimum safety standards for ships engaged in international voyages. SOLAS provides regulations for intact and damage stability for different types of ships, such as passenger ships, cargo ships, tankers, etc.
- The International Code on Intact Stability (IS Code): This is an international code that provides guidelines and criteria for intact stability for various types of ships and operating conditions. The IS Code covers aspects such as wind and wave effects, dynamic stability, parametric rolling, etc.
- The International Maritime Organization (IMO) Resolutions: These are resolutions adopted by IMO, which is a specialized agency of the United Nations that deals with maritime safety and security. IMO resolutions provide recommendations and standards for intact and damage stability for specific types of ships or situations, such as fishing vessels, offshore supply vessels, ro-ro ferries, etc.
Conclusion
Stability calculations are essential for ensuring the safety of ships and their crew. They help to prevent capsizing by assessing the ability of a ship to withstand external forces and internal damage. Stability calculations can be performed using different methods and standards, depending on the type and purpose of the ship. Ship designers and operators should follow the relevant regulations and guidelines for stability calculations and conduct regular stability tests and inspections to verify the compliance and performance of their ships.
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Bibliography
- Barrass, C. B. (2004). Ship design and performance for masters and mates. Elsevier.
- Bertram, V. (2012). Practical ship hydrodynamics. Butterworth-Heinemann.
- IMO. (2008). International code on intact stability 2008 (2008 IS code). IMO.
- IMO. (2009). SOLAS consolidated edition 2009: Consolidated text of the International Convention for the Safety of Life at Sea, 1974, and its Protocol of 1988: articles, annexes and certificates. IMO.
- Rawson, K. J., & Tupper, E. C. (2018). Basic ship theory. Butterworth-Heinemann.
- Vassalos, D. (2016). Ship floodability and survivability. CRC Press.
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