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How to know the worst case of damage stability?

Written by Capt Rajeev Jassal on August 27, 2019
36

damage-stability-worst-case

Since the day I have started writing, I get a lot of requests suggesting the topics I should write on.

But do you know which question I have been asked the maximum number of times?

No prize for guessing.

It is this question.

How to know the worst case of damage stability?

Well, It is today that I decided to write on it in detail and explain it.

Are you ready to read the answer to this most mystic question?

Let dive in.

Requirements of damage stability

A ship that can float cannot always be said to be a safe ship.

It must also be able to remain afloat even after sustaining some amount of damage.

Damage stability calculations are all about getting to know if the vessel will remain afloat after sustaining some damage on its hull.

That is what SOLAS, MARPOL (For tankers) and IBC code (For chemical tankers) does.

All these regulations define two things

the extent of damage that needs to be assumed. Sustainability criteria for the assumed extent of damage

For the vessel to comply with damage stability, it should be able to achieve the sustainability criteria after the assumed extent of the damage.

Extent of damage

Let us see the defined extent of damage as pe...

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Comments (36)

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  • Chiranjiv Rana August 27, 2019
    It is always a pleasure to read your articles sir. Just want to clarify .. as it is mentioned that worst case of DS will depend on the least distance from the waterline of any critical opening that is not already assumed to be flooded ... Will it not matter that the critical opening is serving which compartment ... For eg 5S wbt may be a much smaller tank as compared to 4S wbt ... Will it not affect the result if the critical opening serves 5s or 4s ? Thank you for your efforts sir ...
    2

    Rajeev Jassal September 3, 2019
    It won't matter as far as it is a critical opening...

    Alex322 May 6, 2021
    Good day sir!Ballast vent heads shoud we consider as the openings through which progressive flooding can take place?Air Vent Head which is installed on the vessel is required strict design and function according toclassifcation regulationand IACS P3 in order not to be infowed in tank by seawater

  • Ilyas August 28, 2019
    Thank u sir . Very well explained.
    1

    Rajeev Jassal September 3, 2019
    Thanks Ilyas...

  • Satyajit Dilip August 28, 2019
    Excellent Sir. Just what I was looking for. The confusion has been finally cleared as to which to choose from the Criteria .. Least GZ , greatest angle of heel or dist of opening to the waterline. So it is the dist of the opening nearest to the waterline which will decide the worst damage case. Thanks again Sir..
    1

    Rajeev Jassal September 3, 2019
    Glad you found it useful Satyajit...

  • Yogesh Raval September 1, 2019
    Sir the chapter above has clarified many doubts and confusions however in the above case kindly also advice how it will be known that the compartment is considered to be flooded.
    1

    Rajeev Jassal September 3, 2019
    Each damage case assumes some compartment to be flooded. Which compartments are assumed to be flooded in each damage case is provided in damage stability booklet.

  • Yogesh Raval September 3, 2019
    Thank you sir.
    1

    Rajeev Jassal September 13, 2019
    Thanks Yogesh...

  • Harbinder Singh September 11, 2019
    THANK YOU VERY MUCH SIR, FOR THE EFFORTS. YOU CANNOT IMAGINE THE HEIGHT OF SATISFACTION I GOT AFTER READING THIS ARTICLE(SELF EXPLANATORY).
    1

    Rajeev Jassal September 13, 2019
    Great to hear that Harbinder...

  • Harbinder Singh September 11, 2019
    SIR WHAT DO WE UNDERSTAND BY DECK IMMERSION COLUMN IN DIFFERENT CASES THE +VE & -VE ? VALUES AND THE NUMBER NEXT TO IT.
    1

    Rajeev Jassal September 13, 2019
    -ve means that deck line is immersed. +ve means deck line is not immersed. The number gives the distance of the deck line to the water line.

  • Tolga Atabey September 12, 2019
    First of all thanks a lot for this beneficial information, it refreshed my knowledge as chief officer on chemical tankers.I can barely see the importance of deck immersion however as far as I am concerned, the GZ value should be also considered as well as deck immersion value. During the calculations, I always firstly consider the value of GZ. I mean I always choose the least GZ value result as worst case if I am right ? Could you please confirm if it is true all the time ?
    1

    Rajeev Jassal September 13, 2019
    We do not need to consider the value of GZ as if GZ is less than the required value then vessel is not complying with the damage stability and there is no need to know the worst case of damage stability becuase we need to first correct the stowage to the one where damage stability is complied with.

  • Okeksiy December 14, 2019
    We need new topics !!! ;)
    0

  • vineeth December 24, 2019
    Sir...your explanations are the best...Appreciate your effort...Best wishes!!!
    0

  • Michael Laroya February 17, 2020
    Thank you sir and well explained ,
    0

  • Carlos February 25, 2020
    Thousands of thanks captain...many Years looking for a explanation like this...
    0

  • Sushil March 3, 2020
    Very nicely explained sir Thank you sir
    0

  • AMAR ANAND April 28, 2020
    Great article sir ....want you to write more on probabilistic method...as you have already write on it...but need to know more...from where they get required subdivision index...subdivision length n all that
    0

  • Saurabh Mahajan May 26, 2020
    Thank you sir, Very well explained great work.
    0

  • Shrey Roy July 5, 2020
    Thank you Sir for your effort in explaining a topic frequently asked by the SIRE inspectors. It was sought for since a long time specially on ships where loadicator isn't fitted with damage stability calculations.
    0

  • Jayson Ray B. Consad July 17, 2020
    superb, salamat
    0

  • Sharad October 4, 2020
    Pls also advice which all ship's plans must be stamped by Classification society.
    0

  • Saurabh Doval October 15, 2020
    Excellent and very detailed Explanation done by you sir !!! Thanks
    0

  • Ages Of Sail November 20, 2020
    That's really nice post. I appreciate your skills, Thanks for sharing.
    0

  • Anuradha Peiris December 29, 2020
    thank you very much
    0

  • Eds January 4, 2021
    Kudos Capt! ????????????????
    0

  • eds January 4, 2021
    Is it mandatory to use the online mode in loadicator. Will it be statutory requirements in the future? ????
    0

  • Alex322 May 5, 2021
    Good day sir!Ballast vent heads shoud we consider as the openings through which progressive flooding can take place?They are so design to prevent flooding.
    0

  • Kunal Kathuria December 8, 2021
    Very informative and beneficial information shared by you. Thanks for sharing this beneficial content. I also want to share some information about my company Trailers of Texas. Visit us at: https://www.yelp.com/biz/trailers-of-texas-inc-cleveland
    0

  • Clive Viegas December 22, 2021
    Sir, can you advice when would a master announce Abandon Ship?
    0

  • Fahad June 12, 2023
    Sir in the last example where you took the Case No.108 with 1.03 /opening 45 ,we have another case 205 with 0.73 opening 53 also as next worst case before case 108.Why we didn;t consider that as the worst case scenario???
    0

Capt Rajeev Jassal

About Capt Rajeev Jassal

Capt. Rajeev Jassal has sailed for over 24 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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