Paper No.

1262
RESULTS OF SOME SYSTEMATIC STABILITY
CALCULATIONS
By Prof. C. W. PROHASKA ,* D.Sc.
Member of_the Institution z

28th February, 1961

.7

SYNOPSIS -

The first part of the paper gives the result of a systematic series
of stability calculations for the intact ship and derives the relevant
equations. A series of design curves is provided. The second
part outlines work now in progress on damage conditions, based on
the latest Safety Convention regulations. An electronic computer
is, being used for these calculations, and in an appendix is given a
list of computer programmes at present available to the naval
architect a! the Danish Shipbuilders' Computing Office.

INTRODUCTION

Published results of experiments with systematic series of ship

models have been extremely useful to the naval architect in
planning new ships,-but have not made it unnecessary to conduct
experiments with models corresponding to the final designs.
Believing that the same line of thought could be applied to ship
stability, the Author in 1947 published' the results of an analysis
of a great number of stability calculations and produced a
diagram from which a non-dimensional stability function,
Of Hydro- og Aerodynamisk Laboratorium, Lyngby:
1 See bibliography, p. 233.
 212 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS

CR s (GZ GM sin 9)/BM, termed the residuary stability co-

efficient, could be estimated for 6 different angles of inclination.
This coefficient was determined as a function of the draught/
breadth relationship d/B and the ratio Di/B, where D, represented
the depth plus an addition for sheer. This diagram was to be
regarded as a first approximation, but could not be. the final -

answer to the problem of ship stability. As a next step, therefore,

the Author performed very accurate stability calculations for a
set of systematically varied ship lines. The results, which were
published in 1951,2 showed that for full ships of normal propor-
tions the previously published CR s curves gave a good approxima-
tion, whereas for finer ships, especially at light draught, the
diagram over-estimated the stability. Unfortunately it did not
- seem possible to draw definite conclusions as to the influence on
stability of the different coefficients of fineness of the hull,
probably because the accuracy of the calculations was insufficient
- despite strenuous attempts to improve it.
The last few years have seen the introduction of the electronic
computer as a tool for the naval architect. The stability calcula-
tion, programmed once and for all, can now be performed in a
few minutesand with results 10 times as accurate as before.3
This opened up the possibility of more exact systematic stability
calculations, and the Author decided to have such work carried
out in the hope that the high accuracy of the computer would
make it possible to find from the results the influence of the
fullness coefficients on stability levers. Part I of the paper will
show to what degree this was achieved.
The term" stability calculations" appearing in the title of the
paper is normally used to designate the calculation of statical
stability of the intact ship, but taken in a wider sense it also
covers damage stability calculations. Part II of the paper there-
fore deals with this problem and describes a systematic investiga-
tion of damage stability now in progress.
All the calculations to which reference is made in the paper
have been carried out on the electronic computer DASK. This
computer belongs to the Regnecentralen (Calculating Centre),
a self-supporting institution under the Danish Academy of
Technical Sciences. Programming and coding of problems within
the field of naval architecture have been undertaken by the
Danish Shipbuilders' 'Computing Office, which is organized as a
 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS 213

part of the Danish Shipbuilding Research Institute. The services

of the Computing Office are available to everyone interested and
have been extensively used by many, including shipbuilders
outside Denmark. In Appendix II are listed the programmes
actually in use and a few nearing completion..

PART!
INTACT STABILITY
In order to determine the influence of various form parameters
on statical stability a comprehensive series of 50 systematically
varied ship forms was planned. Thirty of these have been
calculated and the results 'analyzed.
The following form parameters have been varied:
The midship-section_ coefficient: p 0-995, 0-98, 0-94, 0-88
and 0-74 (Fig. 1),
The block-coefficient: 8 = 0-40 to 0-80 in steps of 0.95,
The sections: .U-, normal, and V-form (Fig. 2),
The waterline shape: convex, normal and concave (Fig. 3) ,
whereas in the present series the following items were taken at
the constant values stated below:
Depth, corrected for sheer: D, --= 0+ s= sf)12 ,
Depth/breadth relationship: D,/B = 0-6,.
Design-draught (at which 8 and [3 are defined):
dK = ID, = 0-4 B,*
Sheer, s = 0-3 dK, measured on the centreline,
Camber, b = 0-05 dK,
Tumble-home =0,
from which it follows that the uncorrected depth, D = 14 citc.
The stability calculations were, of course, carried out at a
number of different draughts. In general, 8 draughts were chosen
and in a few instances 10 or more.
The constancy of the relationship D1113 does not restrict thee
general applicability of the results, as it will be remembered that .
stability data derived fora certain form are easily transformed so
as to be valid for a corresponding contracted or expanded
form.1, 2 This can be easily demonstrated by reference to Fig. 4,
* In Figs. I and 2, dK = 05 B corresponding to the original frame sections.
The waterline half-breadths fed into the computer were, however, multiplied
by 1.25, corresponding to 4= 0.4 B.
N y0 _MFier-k.p
tifisfHt

.z.tttov c4-4-coo'it-z
214 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS

which shows part of a body plan with the B curve for a parent
form (full lines) and for a form contracted in the ratio A (dotted
lines). The ordinates, z, of the B curVe remain unchanged,
whereas the abscissae, y, are reduced in the propOrtion A. The
residuary stability lever MoS corresponding to a certain inclina-

Fig. 1.Midship sections of the 30 forms of the series.

tion p (the stability lever which remains when the _metacentric

height is reduced to zero by raising the centre of gravity so as to
make it coincide with the metacentre) can be expressed in terms
of the co-ordinates of the corresponding centre of buoyancy:
MoS = MoP sin 9 = (B0P B0M0) sin 9
=-- (y COt 9 Z pe) Sill 9,
and for the contracted form is obtained:
M.'S' = Mo'P' sin 9' = (BOP' BoMosrsin 9' =
(Ay cot z p01) sin 9'.
 //
'I /
/

//
/ /I/
/ / /
\ 20 /I /
/
/I
\ \N /

\1 //
I i
\ /

\\.\\ \
\,, 19/
/
/
I

` \\ \\\\ \ \ \ .- Ni I /
I /
I./ I
;

\\ \\ \\\\ \\' 11
11

I
/
\
\
\\\ \ 2\ 1/ 181.
//
I'
i I

/
/
\\\
I
\
11
\I
I Ii I
1

16
1 \I.
i /
1
i\
1
1\ /1 1/ i
\\\
1
/
\
\
\ // II
/ II
10
8 \\' 1
\
\
.

\
1

I
\\ 1 \
1
. //
1
//
1' / .//
\ .\ \I
1

\ /,/
1

\ .N-
'
- \\ . .

Fig. 2.Typical body plan of the series. In addition to the normal sections
U- and 17-siction..: are also shown.
 _

Fig. 3.Convex, normal and conceive, waterline types of

.
 216 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS

Further as: cot 9' = cot y, the derivation of stability data by

4.7 means of this method is simple, provided the B curve has been
determined for the parent form.* The DASK programme was
prepared in such a way as to give, in addition tb the values of CR*
and MS, the co-ordinates of the If curve.

Fig. 4.Derivation of stability data for a contracted form from those o

parent form.

Making the above equations non-dimensional by dividing

them by:
* In many stability methods the B curve is not fully determined, as moments
are often taken about cppe axis only. As shown in Appendix II of item
(1) of the Bibliography y and z are easily calculated from the ordinates of
the residuary stability curve and its first integral curve.
 t/:/f. 1

(O.
 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS 217

PoMo = 1/V and po' 1'/W A31/-AV --= '2P0

gives:
CR S = MoS/BoM. [(Y/i0 cot 9 ± 71130 1] sin 9 . . (1)
and CR S' = M0'S'/13M ' = [(Ay/ A2po)). cot 9 z/A2p0 1] sin ?'
= [(y/p) cot 9 + 7/).2ef, 1] sin 9' ' (2)
A comparison of these expressions shows that only the second
term within the brackets is dependent on the relationship Di/B.
As the calculations were performed for D,/B 0-6, the general
expression becomes:
CR S (Y/Po) COt 9 + [S.D1/B)/0-6p(z/e0) 1 } sin 9'
with 9' = arctan RIVB)/0-6],tan 9. . . . . . (3)

A preliminary plotting of (PO cot 9 and z/po as functions of

d/D, showed a very regular picture for the fuller forms, whereas
the curves for the finer forms had a different trend at-the lighter -
draughts. This was obviously due to the fact that at very light ,
draughts the waterline breadth was reduced, and this in turn.
decreased the value of pc, appreciably, thus increasing the values of
.v/p, and z/ p0 in such a way that the curves for the finer forms
curved upwards at small values of d/D whereas those for the
fuller forms curved downwards. It was therefore decided to
make the co-ordinates of the B curve non-dimensional by
dividing,' not by po, but by Po P0(3/BwL)2, where Bwt, is .

the uninclined waterline breadth at the draught considered and

B the maximum breadth. Then using the abbreviations:
y/po Cot 9 and F,. = z/p
and replotting the DASK results, the diagrams shown in Figs.
5 to 11 were obtained, corresponding to 7 different angles of
inclination 9, 9,, 930, 945, 960, 975 and which for D,/B
0-6 are identical with the indices 71°, 15° . . . 90° and for other
values of D,/B the angles of inclination are derived from:
tan 9' -= [(D2B)/0-6] tan 9.
For each value of 5 three to five different values of 8 were
used. The diagrams therefore would have been very confusing
had all the results been included, and interpolation would have
become difficult. It was therefore decided to define a kind of
standard block coefficient, 8s, for each midship section co-
efficient, draw one curve for each (5, 30 and add to the diagrams
correction curves for deviations from the chosen standard. The
 218- -RESULTS.-OF -SOME SYSTEMATIC- STA B I LITY CALCULATIONS

06

09

t 0,995 6 - correctto

0,7

0,0085

(16

=1:(1Qs/49)/4 63
0A V D l'

' ---- -egr.67-(Fy,;Fx) diagram for an (Ingle oil; inclination in correspondence with:
.
.
ithe follostsgiverfgriztrigs. 6 to-n the functions
.

From this diagram an

stability subsequently dEtertizined
F,,, Fx, fy and f, can he lifted, and the residuary
by means of the equation: - .

CRs =-- [(B/Bw02 {Fy+.3S "28:L-f-y-f- (/)2 F+ 0.10

I sin tp'
- correction
 0,4 -b/1 05 I
06
,
- p 0,915bvarso ''' t

rb o,ser. 6,-0.7,
: :00: 6,-.0,s
-.
13 0,74 OAS
u i1
1;)I
0
2:1 .......1 02
.--
"L- ''.-- N
.
Z \-
09
..

Ce

07.
is
---- --4-.--
sr
MY
. ,

. P:0.9414931- P:1
il.0,995

6
Oi
N

p °Ott OMS . .

r (I?
111111_ /i r P r-08
rp ovu
,
-- 2-_-----.-----_

, 1
01

. ,
6- correction negligible

_ ., V

. _ 0.4 ''`7-0
. 1 06 r
07 - - 0.8

TY . -Fig..--7
 221

VA d/ .
,- is
.

. (4995 6,
//- 0 0,90 6, 0,71
0.8
I
/ ,, r P N. asis 0,8 1311%
OM 0,50 3 5-: g
plIFF"Irjoa...._,644 0,74 6, 0,43
th

WA
p
' 8

P./1111111111WAM& .. --' O.

.,,,,....,-.L,,,
,

E. ,.

I
0.6 411M ' - i' ' "' -

ardl
.
.

1 t
0,74.
5 Corre tion fy , for b 0,1 below sta

Pv,vel,0,94
/ ..
.
,

is . met o,sos
,
. .

Iis: J

r pme 21/4.0.11 - avs, boom

_

..
V

7 0,94 loos . ,
1 ,

. ,
' IllibhIII...L1
.
-I
P.001 .
13*
P' 4 '05 COirre tion fz, for b 0,1 below sto dord
__.-
irrp- o,st&o,99s
-- .- Left& c1,94
.
. -
1_
. _ _
01
pus -I

El
I

13"1:5993
1

6 A.7 .

Fier`
 /a z
0,4 %Ns 0,5 0,5 (
114 , P -0,9gs BO a(
p -als. 0,71 if IV .,.
I,. n *
/. p L
!
.
p -o,94. k. pm;
i t -6,es. b,0,t-.0 gry IS) 1 ;
..

rv P- loom=
. --nowtoN. .
7

'

illibbhin.11%ithhcm_

.N91

1
1
t

Si'001-i....... 1.. Ike_

IIIII riN
11111441110)
. 1

'
8 i

8 8
1
611116.
on fz ,tor b' I below-

W
.- I

, standard-

.
Nii3O1
.

p 0,95 1

p 0,995 1

dk, 4 I
0,4. if IA . 8 1. ' Le

Fig. 9.
 22,3

. dip L!1.. ,

._. .
11111
.

_
Mm 71-
70+
60
r74 - O. 0,43-
0.50

-'
1111
=
7: - 7....

N.101/(i''
rs-
..,

i_
=.4"
.4-.-
4t-
.c

2 ....... ;
I

C/P5 Corr tion fy ,for b 0,1 below stan ard

- ....._. . .

p tvt<
(s. Doi.* 0,94 .
13 01413 5 0,193 . '

..-

461: p
13
ea

0
0

P 0.995
III III lh .NigNi virminni
I I I IS i''''%'6. &.' 4. .

po,se-kool
III:%..M41
4 11111
z zs4oss -ob.,

p 0,88 - 6, o,so
oatt
p mi.- 6, o,4.3
P. 0;1.94
i li
1
L5
ep:::
'

-Correction fz,for 6 0,t ow

standard
.

1
0135 -...._ -7---....
.............
--....._.
. L .
I

OB

Pg. 1a.
 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS 225.
midship section coefficient was therefore linked to the block'.
coefficient by:
p 1.05 0.025/(88 0.35)*, 0.40 <8 . ,
The correction curves shown in Figs. '?Cto 11 are marked); and f, .

and give the correction corresponding to a departure' of 0.10 in -

the block coefficient. The formula for the residuary stability
coefficient thus becomes:
Cits = i ki
[(13/13wLr iF, ±
1 S'>113,/B\
f
2(' f..) )-11-1_
8,-8
sin cp''
k olvv . k 0 -6 / F, ..-1-
0.10 -

(4)
and the residuary stability lever is
MoS Cns B.M0
. from which, GZ = MoS GMo sin 9' can be found.
1!% It is recommended that MoS curves be plotted for a number of
draughts on diagrams with sine curves printed beforehand as
already proposed' and now widely adopted by Continental yards.
In this way stability levers for all draughts and for arbitrary
values of GMo can be obtained from one single diagram.
The use of the (F, F..) diagrams is illustrated by means of an
example given in Appendix I.
It is emphasized that the diagrams are directly applicable only
to ships with flush decks. For ships with erections the procedure
is as follows: The calculation is first carried out taking no
account of the erections, then repeated using for D the depth
to top of erections plus one-third of the mean sheer as before.
Interpolation between the two CRS (or MS) curves thus found
'for each draught is then performed by adding.to the first curve the
difference between the curves multiplied by a factor, c, dependent
on the erection percentage. Preliminary approximate values of c
can be taken from Fig. 12.
For ship forms which do not differ too radically from those for
which the stability diagrams were calculated, the accuracy of.the
results is comparable to that obtained by the integrator method.
For the U- and V-forms indicated in Fig. 2 differences in CR s of
the order of ±0.04 sin 9' may occur, the plus sign for U-, and
the minus sign for V-form. For waterlines more hollow than
This formula represents a hyperbola in a (s, 8) diagram. The coefficients
have been chosen arbitrarily and it is not claimed that the formula should
cover normal practice, although it represents a good approximation to it.
 2.2

1,0

3- ISLAND 44., 45
......1.....................\_r....'.1._____-- 60 '

-.4.4...L.
l'
'..%. 4. '
--....c::
1
............

,
: i
100G a ACTUAL PERCENTAGE -
. 4., . --4.1,-...... -... +
-.-....
OF ERECTIONS --, .......
-.'"". -X. " - - - -----1. -----17... ' ,' .

.-.-. 17
...,
-
50% BRIDGE -

30%

0,8 fp,
110

50% POOP+ Fcl._ --40% POOP or Fct:

POOP+ Fcl. 40% POOP + Fcl.:

(it
90 0,5
075.

60
'
60 ----
........
45 ..---1-----
=SO -..-- ---- .............
...-- -"*. 30 '
,

......1
.........................</
.4.4....
- 4

............--

-- ,
s.
60 --.. ' _....--
...
I '

0,3 ! 0i5 0,8 n I, .

0,3 0,5 - 028
, 1

. Eirm.leitz-Preliminary and approximate values of interpolation. factor, C,

giving influence of erections for diffierent angles of inclination.
.4 , .

In
 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS 227
_

those of. the series calculated (see Fig.3), differences of about

0015 sin cp' are to be expected and for more convex waterlines
the sign is reversed.
Small departures in sheer from that used will not affect thes .

results to any great extent, as sheer differences are partly corrected

through the depth definition adopted (D,:= D Is). Tumble-
home will reduce the stability levers and a direct calculation is
recommended for such cases and for all forms differing materiall}i
in proportions and coefficients from those of the present series:
As stated in the introduction, it was never the intention that -

the results of the paper should replace individual stability calcula-

tions. Today a complete calculation can be made very quickly,. on,
an electronic computer and at extremely low cost so there is no .
reason for relying on approximations, and still less for laborious_
handor integratorcalculations. The investigations *will, how-
ever, be continued, and it is hoped that at a later date it will be
possible to give more definite values for ship forms differing
considerably from those hitherto calculated.

PART 11

DAMAGE STABILITY
For the intact stability it proved possible to find an acceptable
relationship between the stability and form parameters. For
damage stability the problem is more complicated as the number
of parameters is considerably greater. A systematic investigation
might thus seem hopeless, but one was nevertheless undertaken
in the hope that from such calculationi it might be possible to
find the relative importance of the parameters in question.
This research programme is not yet complete and the final
results cannot therefore be given, but an extract of the pre-
liminary results might be of interest. It is well known to all who
have been responsible for damage stability calculations for
passenger vessels or warships that these calculations are extremely
time-consuming, and that very often, due to modifications in the
design of the ship, the complete calculation must be done over
.and over again.
Programmes have now been prepared which make it possible
to perform the complete calculations in fewer hours than it used
to take months, and probably with greater accuracy. Neverthe-
228 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS

less, in approaching this problem, data from a systematic series

of ships could be helpful, and the following will give an idea of
the manner in which the problem has been tackled. In damage
stability calculations three types of calculations must be con-
sidered, namely, symmetrical flooding; unsymmetrical flooding;
and maximum heeling angle during flooding. Only the first type
is dealt with in the paper. Due to a recent change in the regula-
tions of the Safety Convention unsymmetrical flooding will here-
after be the-normal case as the double bottom from now on is
to be considered as damaged. In calculation work, however, it
will be possible to proceed for the unsymmetrical case as if the
damage were symmetrical, with the change that the metacentric
height required, when equilibrium has been reached, must be
'sufficient to limit the heel as prescribed in the Convention,
instead of merely having the required minimum value of 2 in.
The determination of the maximum heeling angle, which
usually occurs during the very first stages of flooding, requires a
separate calculation, This problem has been programmed for
the Danish Shipbuilders' Computing Office by Mr. J. Strom-
Tejsen, and as it has been described elsewhere4 no further
reference will be made to it here.
For, the investigation of symmetrical flooding 9 different ship
forms (from the series described in Part I) were selected, all with
normal sections and with a midship section coefficient of 0-98.
The block coefficient and the position of the L.C.B. were varied.
Different lengths and positions of the damaged compartment
were considered. The compartment was limited by plane trans-
verse bulkheads and a horizontal inner bottom.* The height of
the double bottom and the permeability of the compartment were
both varied.
The required metacentric height, is found as follows:
For the intact ship: V. GM. = V. (KB. ± B0M0 KG(,)
= VoKB, V,,
(5)
and for the damaged ship:
V, G,M, V, KB, + I, V, KG,
with: V, KO, = Vo KG, + 1.ov KG,,, (6) . .

These restrictions are not imposed by the computer programme, which also
permits recessed and stepped bulkheads, but were chosen for the reason of
simplicity.
 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS 229

where: V is the volume of the ship

w the volume of the flooded compartment
the transverse moment of inertia of the intact water-
1

plane
i the inertia of the damaged compartment
IL the permeability, and 1./.' the surface permeability.
Hence from the above:
GoMo Vi G,M, Vo KB° V, KB, lAw KG, -I- Io
(li i) (7)
Now making: V, G,M, V0(2 in.)* -
and introducing the abbreviations:
fm =-- (1/V0d) [Vo KB0 V, KB, +
.1 = (1/Vod) [10 11 ± i]
the minimum permissible metacentric height (for the intact shit))
can be expressed as:
GMozi012d[fm +ft] +'2 (in.) (8)
Systematic plotting of the DASK results showed that the
function fm depends on the following parameters:
8, hld, pi/aL, 8/x and L.C.B. position
and the function ft on:
8, B/d, p.//aL, hid and L.C.B. position,
where 8 is the block coefficient
cc the waterplane coefficient
h the height of the double bottom
the initial draught
the breadth of the vessel
L the length of the vessel
I the length of the compartment flooded
p. and p.' the permeabilities as before, and L.C.B. the
longitudinal centre of gravity.
For station 6, situated 0-2 L abaft amidships, Fig. 13 illustrates
the variation of the functions fm and fl with the different path-.
meters. fm is shown to be negative, ft on the other hand is
positive. If the former dominates, the stability improves when
the ship is flooded. Diagrams of this type can be useful in the
first stages of ship design, and also when modifications' to a
certain design are considered, as they clearly indicate the change
* The Convention requirement, as far as the Alithor is aware, is based on the
adoption of the principle of lost buoyancy, whereas in the present calcula-
tion the principle of added weight has been chosen.
MESA mummummairommemma
REM EmmoximmoorrAcerieder-.....-_,.
RPM nowArgaircerrieffirPPP-...000-_,000P-1
,.., :
MOM '
1/1
1
,-,
,-.1
\\\ \44111111h,4111.111bb' -::=-
"+ r.,. ,7,7.--4're' --,-.70.7-7L;..'''.
'..-,:711:1 , ''';'74-"'
733

,-r
10
ran ''-''1..' IIIIIIILSINtitlit. ''' -'' ';1 -.i''l '-'-' - '

' .

. ,,,,i'.
7.: .441 -.4141%11111411 ' :.,' t'
Ike:.
1L
. ,
PP!'
..), Jr,a ,. .4,,
MA rlci ''
..,
:4s , ' Is ctalpi -7411
-,,-2=','-,.=
f : leAk: - '?.

,
232 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATION'S

in GM,,,,,, which can be expected to result from changes in the

various parameters. But the diagram reproduced, and the rest
of the series under preparation, should never be relied upon for
the final design. Differences in form of the above-water hull
from that adopted for the series in question might play an im-
portant part; also the actual form of the water lines might be
insufficiently characterized by their waterplane coefficients. The
0,2
-- CRS

From dmgroms , without corrector,

0,1 V- form
!for

From computer calculaton

sce

Fig. l4.Cs diagram for a vessel for which the stability is calculated hr
Appendix 1.

function ft in Fig. 13 is therefore not highly accurate and the

comparatively higher accuracy of the fm diagram will not com-
pensate for this.
In concluding this Part of the paper the Author therefore
emphasizes that an enormous amount of research work will
have to be one 'before it becomes possible to. determine with
sufficient accuracy from simple diagrams the limiting GM values
required by the present Safety Convention. Today the direct
calculation is the only possible answer to the problem, and
 It ES U LTS OF SOME .SYSTEMATIC STABILITY CALCULATIONS 233

fortunately naval architects have in the computer the most

magnificent toola super naval architectat their disposal.
Acknowledgments. The stability research programme described
in Part I of the paper is part of a joint Swedish-Danish pro-
gramme, carried out at the Departments a Naval Architecture
at the Chalmers Technical University, Gothenburg, and the
Technical University of Denmark, Copenhagen. The results
referred to in the paper, all originating from the latter University,
were worked out by the. Author's assistant, Mr. H. E. Guld-
hammer, M.Sc., who also designed all the body plans and
prepared the final_diaeram_s. The Danish Shipbuilders' Associa-
tion provided the necessary funds, and the staff of the Danish
Shipbuilders' Computing Office assisted in the DASK calculations.
The damage stability calculations (Part II of the paper) are
entirely the work of Mr. J. Strom-Tejsen, M.Sc. -
The i\tuthor warmly acknowledges the assistance given by the
above-mentioned persons and institutions.
BIBLIOGRAPHY
"Residuary Stability," by C. W. Prohaska. Trans. Inst. Nay. Arch.,
1947, vol. 89, p. 342.
"Influence of Ship Form on Transverse Stability," by C. W. Prohaska.
ibid., 1951, vol. 93, p. 258.
"Calculation of Hydrostatic Data for Ships by Means of Digital Com-
puters," by E. Kantorowitz. Ingenidren, Int. Ed. No. 1, January,
1958.
"Damage Stability During Flooding," by J. Strom-Tejsen (in Danish).
Trans. 5th. Scand. Ship Tech. Conf. (N.S.T.M.) 1960, Oslo.
"Le Calcul Electronique dans la Construction Navale," by C. W.
Prohaska. Bull. de l'Assoc. Tech. Marit. et Acro., 1959, vol:
59, p. 121.

APPENDIX I -
For a flush-decked vessel with the following dimensions and
coefficients:
L = 5000m.
B = 9-50
D = 565m.
d = 3-30 m.
(s. ± 0/2 = 0-915
8 =O615
p=
 234_ RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS

a direct stability calculation was _performed on the DASK.

With a draught of d = 3-30 in., the following results were
obtained: 75.
15° 30° 45° 60' 90°
CR s 0.0094 0.0.709 0.0820 0-0181 0.164l 0-3102
These values define the curve shown in Fig. 14 with a dotted
line.
To illustrate the use of the diagrams given in Part I of the paper
an estimate of the stability of the same vessel is nOw.made.frOm
Figs. 5 to 11:
5.65 + 6-915 5-955; d/D, =-- 3-30/5-955 0-553
[(131/B)/0-6]2 1-09
DJB 5-955/9-50 == 0-627;
0-35 + 0.025/0-075 =-- 0-683, 8, =--

tg91 = (0-627/0.60). Op 1-04_5 tg9.

/..o5
ABLE 1
6 7 8 9 . 10 11
Fig. No. 5
15 30 " 45 60 75 90
9 71 90
7-84 15-65 31.11 46-25 61.10 75.62
2
1000 1-000 0-980 0-776 0-502 0:246 0
3 F7
0 0.003 0 0 +0:001 0
4 0
0 0 0-002 0 0 +0-001 0
5 068f,,
0-653
6F 0-0085. 0035 0-161 0-318
0-001
0-441 0-549
0-025
7f
8 0-68f,
0
0
0
0
0
0 0-001
0001
0.001
0-012
0-008 0-017
0.175 0-345 0481 .0606 0-730
9 1-09 (6 A- 8). 0 0-038

1-009 1-038 1.153 1.121 0-983- - 0-853 0.730

10 3+5+9
11 (131Bw02 x 10 1 0-009 0-038 0-153 0-121 0-017 0447 0.270
0-1365 0.2698 0-5162 0.7220 0-8760 0-9680 1.0000
12 sin 9'
13 CR§ 11 x 12 0-001 0-010 0-078 0-087 0-015 0.142 0.270
The values of CR s thus found are plotted in Fig. 14 with a
full line. The vessel chosen had rather pronounced V-form, and
as no correction has "teen applied for shape of sections, -the
approximation is judged to be satisfactory.
 RESULTS OF SOME SYSTEMA STABILITY ,CALCULATIONS 235

APPENDIX lL,
AVAILABLE PROGRAMMES OF THE DANISH, SHIPBUILDERS'
COMPUTING OFFIGE

The following programmes have been Coded and tested:

Displacement sheet data
Stability levers 1,

Sectional area and moment tables

Trim tables
Ullage tables
Damage stability (symmetrical flooding)
GM required to limit heel during the period of -flooding
Floodable length
Longitudinal strength
Sounding tables for bottom and deep tanks
Launching calculations, including stability during launching
and uniler testing are: ; .

Damage stability (unsymmetrical flooding)

Clapeyron's equations for girders; etc.

- Discussion

Mr. J. M. MURRAY, M.B.E., B.Sc. (Member): -This paper

carries the work which the Author has done on a systematic
series of ship stability calculations to a very advanced stage, and
incidentally induces reference to his most interesting previous
work on the subject. The advance that he has made is well
defined if the diagrams given in this paper are compared with
those in his previous work.
The concept of .a residuary stability undoubtedly clarifies the
presentation of stability information, and it is remarkable that in
this country, at least, the presentation of the righting lever
suggested in his 1947 paper' has not found the favour which it
 236 RESULTS OF SOME SYSTEMATIC STABILITY CALCULATIONS

merits. The results of his systematic work, which could only

have been made practicable by the use of the electronic computer,
are extremely valuable. His suggestion that the results given in
this paper should not replace individual stability calculations is
appropriate, for when the formula was compared with the results
obtained in the normal way the discrepancies were slightly greater
than could be assigned to the effect of the human element in the
direct calculation.
The Author has, of course, been prominent in advocating the
use of the electronic computer for ship calculation, and There is
no doubt that in time calculations made in this way will com-
pletely replace those done in the orthodox manner. The tedious
but important calculations for stability in the damaged condition
seem to be a field in which the electronic computer can be used
with great effect, and the introduction to the systematic investiga-
tion given in this paper demonstrates what can be done. Although
stability in the damaged condition does not lend itself to sys-
tematic investigation so readily as intact stability for the reasons
. given in the paper, a continuation of the preliminary work would
be most valuable, and it is hoped that the Author will be able to
publish design curves for stability in the damaged condition.
His work on stability in the intact condition demonstrates the
value of this systematic approach.

Mr. P. H. JUDD, B.Sc.: The Author has given a method of

estimating the stability of a vessel from curves based on a
systematic series of hull forms.
The advent of the electronic computer has given the naval
architect a powerful tool, and programmes for determining the
statical stability of a vessel are in existence. The writer has
prepared a programme to produce a conventional set of cross
curves of stability in less than 20 min. machine time, and the
Author has used the results of another programme on another
machine. Even so a quick method of estimation is of great
value when commencing a design, and also to indicate the effect
on stability of changes in a hull form. This is the case as, however
fast the computer can perform the calculation, some time is
inevitably lost in the trangmission of data to and from the com-
puting centre.