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439 views67 pagesShip Calculations 2
Ship calculation 2
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adeshinexxCopyright
© © All Rights Reserved
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Ship Calculations IT
Stability at Small Angles of Heel
Longitudinal Stability
Stability at Large Angles of Heel
Dynamical Stability
Effect of Free Surface on Stability
Effect of Lifting on Stability
List Caused by Transverse Movenent of Items of Deadwieght
Draft at Center of Floatation Given Drafts at Perps.
Drafts and Trim Given Displacement and LCG
14
25
al
47
56
62
64
65
vit
156
Hoe
(767
VA CONDITIONS OF EQUILIBRIUM
When a ship is floating freely, its mass is supported by
the buoyancy of the water, therefore, the force of buoyancy is
equal to the force of gravity acting upon the ship.
The center of buoyancy [CB], which is the point through
which we assume all the forces of buoyancy to be acting, is the
geometric center of the underwater form. If the under water form
of a ship was a solid object, the center of gravity of this
object would correspond with the CB.
The CB of a ship floating freely, must lie directiy below
the center of gravity [CG], which is the common point through
which we assume the force of gravity on the ship to be acting
Therefore, if a ship is floating freely, the force of
buoyancy must equal the force of gravity, and the centers of
buoyancy and gravity must lie in the same vertical line. THE STABLE SHIP
A ship is floating upright at waterline wl, the force of
gravity (W), acting vertically downwards through the center of
gravity (G), is ballanced by the force of buoyancy (B) acting
vertically upwards through the center of buoyancy. Both the
centers of buoyancy and center gravity lie on the centerline of
the ship.
Imagine a ship being heeled by an external force, such as
a gust of wind, to a small angle, ®, and is floating at waterline
WI, Li. The center of buoyancy moves so as to remain at the
geometric center of the underwater hull form (BI). The loading of
the ship is unchanged, the center of gravity does not move. The
force of gravity acts perpendicularly downwards. The opposing
forces of buoyancy and gravity form a couple, equal to W x GZ, to
return the ship to an upright condition.
It can be seen that the line of buoyant force, when the
ship is heeled, meets the line of buoyant force when the ship was
upright, at (M). This point is called the metacenter and the
distance from G to M, the metacentric height.
As M is above G, GM is said to be positive and the ship
is stable. The gravitational and buoyant forces will act to
return the ship to an upright condition THE UNSTABLE SHIP
A ship has a similar hull form to the ship illustrated in
the previous example but with a much higher center of gravity.
This may produce an unstable conditiion
When floating in an upright condition B and G are both on
the centerline. When heeled to a small angle 8, the line of
buoyant force intersects the original line of buoyant force below
the center of gravity. The opposing forces of buoyancy and
gravity will act to heel the ship further
The sketch shows the metacenter to be below the center of
gravity, therefore GM is negative and the vessel is in a
condition of unstable equilibrium. The moment W x GZ is
now an upsetting moment and will tend to heel the vessel
further NEUTRAL EQUILIBRIUM
A ship is said to be in a condition of neutral
equilibrium if when heeled to a small angle 6, the line of
buoyant force intersects the original line of buoyant force at
the center of gravity
In this condition neither
a righting arm nor a heeling arm
are produced. When an object in
this condition is heeled , there
is no tendency to either return
to an upright condition or to
heel further. ws
For all practical purposes,
a ship with neutral equilibrium,
or zero GM, is considered unstable.
INITIAL STABILITY
A ship with a positive GM is said to be stable. A ship
with a negative GM is unstable. Therefore, the GM is used as a
measure of stability at small angles of heel.
The positions of the center of gravity and metacenter are
normally specified by their heights above the baseline, KG
and KM. Previous work illustrated the calculations necessary
to find the KG. Calculations to find the position of the center
of buoyancy have also been covered. If we can calculate the
height of the metacenter above the center of buoyancy, we can
find the value of GM. 6
EIRST MOMENTS OF AREA
The first moment of an area about an axis is
equal to the sum of all the elements of the area times the
distance of each element from the axis. Calculating the position
of the center of floatation of a waterplane is an example of this
procedure.
Ord # — HBIm) SM P/Area Lev P/Mom
0 0.2 1 0.2 2 0.4 Aft Tot
1 2.5 4 10. i 10.0 10.4
1 3.0 2 6. ° 0.0
3 24 4 8. 1 8.4 Fwd Tot
4 0.2 1 o 2 0.4 8.8
Total waterplane area = h x area prod tot. x 2
3
x 24.8 x 2
Finding the center of floation, using the moments of
area from the number 2 ordinate, follows.
moment difference x h
product for area total
= 10.4 - 8.8 x 3m
24.8
= 0.194m aft of ord #2 SECOND MOMENT OF AREA
The secon¢ moment of area of a waterplane, commonly known
as the moment of inertia, is a measure of the resistance of the
waterplane to a change in its state of rest. When dealing
with rotations about an axis, as in the transverse
inclination of a ship about the centerline of its waterplane, it
is the moment of inertia or resistance to that inclination, that
has to be measured
The moment of inertaia is found by putting the cube of
the halfbreadths through Simpson's multipliers. The sum of these
products is multiplied by h/3, by two for both sides and by 1/3
which is a factor in waterplane inertia.
Ord # Bim) HBicu) SM P/INERTIA
° 0.2 0.008 1 0.008
1 2.5 15.625 4 62.5
2 3.0 27.0 2 54.0
3 2.1 9.261 4 37.044
4 0.2 0.008 1 0.008
153.56
It = Tot. Prod/I x hx 2x1
3 3
183.56m? x 3m x 2
3 3
102.37 6 is small angle of heel in radians,
WL and yl are original and inclined waterl ines.
8 and By are original and inclined centers of buoyancy.
v 4s volume of emerged or immersed wedges NOH, or LOL].
V is volume displacement.
g and gj are centers of emerged and immersed wedges.
d1 is an element of vessels length.
When vessel heels, the wedge of water is transferred from one side
of the vessel to the other.
Moment of transfer = v x 9g)
Result of transfer = 6 moves to By
v2 vx gg) V x BBy
= VBMe
Now vir Yh Ye at
= eesrye al
and 99) 2
So sesy2d1 x = VBMe
szeryd x ©
va
BH = 2/3 ya
eM
“E
Now y is waterplane 1/2 ord.
dl is element of length,
so 2/3 y3dl is the moment
of inertia. MOMENT OF INERTIA OF A RECTANGLE
It is often necessary to find the moment of inertia of a
rectangular shape, for example, when performing stability work on
box shaped barges, where the waterplane is rectangular in shape
It may also be used when calculating the liquid free surface of
rectangular tanks. Note that free surface calculations will be
covered in a later chapter
The moment of inertia of regular figures can be reduced
to simple formulae. For a rectangular figure, where the axis is
passing through its center and parallel to side L, the formula is
The moment of inertia of a circle, where the axis is
passing through its center is:
ot
64
‘The mome
© of inertia of a triangle about an axis passing
through its center of gravity andperpendicular to the base is
'
x A box shaped barge is floating in sea water. The main
dimensions are; Length, 35m. Breadth, 10m. The barge is floating
with an even draft of 3.0m
Find the transverse BM.
Work should proceed in the following manner:
a/ Calculate the volume displacement
b/ Find the tranverse moment of inertia about the
centerline using the formula I = LB
12
c/ Find the transverse BM using the formula
BM = I
v
BARGE WATERPLANE
-—+e-- A box shaped barge has been fitted with a triangular bow
If the barge is floating with an even keel draft of 2.2m, find
the transverse BM and KM
I Calculate KM for CCGS Tracy (LBP 50 m) to 4.5 m waterplane, SWA = 1630¢.
The 4.5 m WL halfbreadth offsets are as follows:
Stn
sta
ASW =
v=
FP
BM
oO 1
H/B(m) 2.59 3.64 4.50
Be 9
H/B(m) 3.95 3.18 1.82
7 x 1,025
sua | 1630, |
1.025 ~ 1.025
HBa HB? su
259 17.37
3.64 48.23 2
4.50 91.13 1
5.07 130.32 2
5.42 159.22 Ly
5.76 191110 &
5.80 195.11 2
5.82 197.16 4
5.77 192.10 2
5.42 199.22 4
4.65 100.54 Ls
3195 61.632
318 32:16 1
1.82 6.032
0.15 0.00
byl ri
Bx dx 2 x Funcs/t
51
3x 5x 2 x 3978.32
4420.36 n*
z
v
4420.36 a
7590 mn
2.780
VW 2
5.07 5.42
10
0.15
1590 m3
Func.
8.69
96.46
91.13
260.65
238.83
764.41
390.22
788.55,
384.20
636.88
150.82
123.26
32.16
12.06
0
3978.32
3
5.76
4
5.80
5
5.82
6
5.77
7
5.42
8
4.65 PROBLEMS
1/ Calculate the transverse moment of inertia for the
following ships waterplane. Note that full ordinate spacing is
1.9m.
0.0 0.5 1.0 1.5 2.0 3.0 4.0 5.0 6.0 7.0 8.0 8.5 9.0
2.3m 2.5m 2.6m 2.8m 2.8m 2.8m 2.8m 2.8m 2.8m 2.5m 2.0m 1.6m 1.2m
9.5 10.0 (£wa
0.7m 0.15m
If the underwater volume is 138 cu.m, find transverse BM.
Find KM if KB is 1.86m
2/ A box shaped barge, 24m x 5m, is floating with an even
keel draft of 1.5m. If the Kg is 1.7m calculate the GM
3/ The second moment of area of a ships waterline, about
the centerline, is 20 $00n#. The displacement is 7 100. The ship
is floating in harbour water with density of 1 021kg/m*.The KB is
1.9m and KG 3.2m. Find the GM.
4/ A rectangular catamaran barge has dimensions as shown
Calculate the metacentric height
Length 6.0m
Breadth 6.0m
Hull breadth 2.0m
Draft 1.0m
KG 2.0m Re
1
LONGITUDTNAL BM AND MOMENT TO CHANGE TRIN
‘These notes deal with inclinations in a fore-and-aft or
longitudinal direction. Previous lectures have considered transverse
inclinations and dealt with the transverse metacenter, it is now time
to consider the longitudinal metacenter,
A vessel is floating at a given waterline WL, B being the center
of buoyancy and the force of buoyancy is acting vertically to the water-
Line through the center of buoyancy, ‘The vessel trims by the bow but
still retains the same volume displacement and the center of buoyancy
moves to 3}, The force of buoyancy acts vertically to the trinmed
waterline (WIL!) through u} intersecting the previous line of force at Wt,
The point M, 19 cerned the Longitudinal watacenter,
IL
The distance between the ships center of gravity (G) and the
longitudinal metacenter is termed the longitudinal metacentric height. 15
In the sketch below, the ship has trimmed from the original
waterline WL to waserdine gi
Me
e
FOG Pp As
Ta re
.
««
3 4s the CB when" floating at waterline WL
ul 4s the CB when floating at waterline WIL!
F is the center of flotation
v 4s the volume of either the emerged or inmersed wedges
g and g! the centers of gravity of the wedges
Ys the volume displacement
® is the angle of longitudinal inclination.
v x egt vx ppt
so BB: vx gg!
v
but ppl = nM x 0
SMe Oe vx Ib
To find the moment of transfer of the wedges (v x gg!) take
a small transverse slice of a wedge at P, The Width of the slice is
6x, length is
‘The
and
The
ax
2y and distance x from F,
depth of the slice is x x 6
the volume ts 2y x 26 x 6x
moment of this volume from F is
2y x XOx ox
ryt ea ox
If we summed all such moments over the whole length of the
ship we vould
So
get the moment v x gg)
vas! = S2yx206x
= 20Syat ox
BM x 0 = 20fyx?ox
v
2 = afyatex
L v
In considering the expression 2/yx26x, the elenentary area is
2yéx, and x is its distance fron a transverse axis passing through the
center of flotation,
As previously stated the second moment of area or moment of
inertia is when each small elenent of area is multiplied by the square
of its distance from a given axis and all such products added together.
We may therefore say that 2fya2dx is the moment of inertia,
so that ay
1
FE fimere 15 49 the Ht. of the vaterplane about
a erensverse axis passing through the center
of flotation. aT
To calculate the longitudinal moment of inertia of a waterplane
about the center of flotation we must first find the moment of inertia
about the midship ordinate (I), 1f 'a' is the distance of the CF from
the midship ordinate and 'A' the area of the waterplane.
Tos 1, + Aa®
I, = I= Aa?
The moment of inertia of an area about the CF is determined
by subtracting from the moment of inertia about the midship ordinate the
Product of the area and the square of the distance between the two axes,
It can be seen that the moment of inertia of a aterplane about an axis
passing through the CF {s always less than about any other axis parallel
to it,
Study the example on the following page. 8
Vessels vol. displacement = 93,07 m3 Ordinate spacing = 2.164 m
ord.? b(n) Sif Func/Awp Lev. Fune/LCF Lev. Fune/Iy
fwd. 10 0,000 y 5 0.90 5 0.00
Hs 0.42 2 % 3.78 17.01
9 0.81 Ts 4 4.86 4 19.46
8 168 4 3 17.76 3 53.28
7 192 2 2 7.68 2 15.36
6 209 4 1 1 8.36
5 2.20 2 o o 0,00
4 28 4 1 1 8.72
3 2092 2 2 16.72
2 1.93 4 3 3 69.48
255s 4 4 37.20
Loe 2 as Be WGA.
aft. 0 0.22 4 5 5 2.75
aft. 39,90 792.50
fwd, 42,44
uPA = 49,82 x 2.164 x2 = 71.876
3
cF = 17.46 x 2.164 = 0.75Bn afe, of #5 ordinate
BR
MI @ ord.f5 = 292.5 x 2.166 x 2.1642 x2 = 1976,088 mé
I, = I~ Aat
= 1976.088 m* -(71,874 m? x 0.758 m x 0.758 m)
= 1976,088 n* - 44.296 ni?
= 1924468 n*
myo 1
= 1924. 468 oe
93.07 m3
= 20.678
a 19
Change in Trim
Let 'w' be a weight on deck when the vessel is floating at waterline HL
and G is the center of gravity. Now 'w' is moved d meters forward G moves to G’.
col = wxd
a (A= displacement of ship)
The ship will now erin by the bow until the center of buoyancy
is again under the center of gravity (B will move to 3!) and will float
at waterline t!, The original vertical through G & B will meet the
new vertical through Glé BI at M, the longitudinal netacenter and GM,
will be the longitudinal metacentric height. Referring to the sketch again, CL = wiv, the change of trin
is why + LE or cL}.
The angle of inclination of WIL! to WL is the same as the
angle between WIL! and WIC, say 8degrce
“tan o = cut
Length
also tan &
got
so cL!
Tengen
Change in trim (cL!) x Length
Change in trim in Ga = wx
“Pay, * Length x 100
and the monent to change trim 1 cm is the value of w x d that gives a
result of 1.
wxd = 4x GUL tonne meters
Lx 100
soMCT Lem = A x GML
Torios tonne meters
20 2a
We have previously covered the calculations necessary for
us to find the BM, but to find the MCTL en we really require the
In actual practice the longitudinal metacenter is far enough above
either Bord to nake the distance between li & G rather insignificant
so that it is usually ignored and we can say that
ty, Du, (nearly)
1 1
eturning to the vessel for which we calculated the value
of BI, we will now calculate the MCT1 cm using her A of 95,4 tonnes.
neti on = a x BM,
Txt
= 95. tx 20.6785
100 21.64
0,9$% tonne meters,
Although the MOTI cm is not strictly a hydrostatic property
as its value is controlled by the center of gravity, changes in theVoc
are relatively small and effects on the MCTI cm are small enough to be
Yenored. Therefore NCTI cn values are established at various waterlines
wand the results plotted in the form of a curve on the “curves of hydrostattns”
Tenet. 22
Chanpe in Trin duc_to Movement of Weiplits
Assune a weight 'w' is to be moved a distance 'd’ fron aft to
forward in a ship, a moment w x d is produced. Knowing the MCTI cm
the change in trin will be
wxd
Hct en
Tt may be sufficiently accurate to assume that half of the total
change in trin be applied forvard and half aft. The change in trin due to
novenent of a weight from aft to forward will increase draft forward by
half of the change and decrease draft aft by half of the change, lowever,
it will be remembered that a vessel trins about its C.F, which may be
some distance away fron amidships.
Take the vessel previously used for calculating BM, and MCT1 cm.
Wer principle particulars were
LBP 21.64
CF 0.758 m aft of anidships
SW A at EWL 9S. tonnes
MCTL cm 0.992tm
If this vessel transferred 5 tonnes of fuel oil from an aft
D.B. tank co a forward D.B, tank a distance of 10,8 m, calculate the
change in drafts at the A.P. and F.P. Moment of fuel transfer = 5t x 10.8m = 54tm
MCTIcm = 0.912tm
Change in trim = 54
0.912tm/em
= 59cm
CF = 0.758m aft of amidships.
(distanc
Increase in d fwd = ({21.64m / 2] + 0.758m)
164m
31.57em
23
from FP to CF)
x 59cm
(distance from AP to CF)
({21.64m / 2] - 07758m)
21. 64m
Decrease in d aft
27.433cm
x 59cm 23/r
Longitudinal stability - A Summary
‘he longitudinal metacenter (M,) is the point of intersection of
adjacent lines of force of buoyancy. Its position is normally very much
higher than that of the transverse metacenter.
The distance from the CG to the My, is referred to as the longitudinal
is not often known to
metacentric height. Because the actual position of "
the naval architect, mM, is usually used instead of GM, in hydrostatic
calcualtions.
BM, = Io/V where Ig is the longitudinal moment of inertia of the
waterplane about an axis passing through the center of flotation. I about
amidships is found by multiplying each element of area by the square of its
distance from amidships. Ip = I~ Aa.
he moment to change trim 1 cm (MCT) is equal tod x BM,/100 xL.
otal trim (for a ship) equals a trimming moment/MCT.
Total trim = w x a/McT
As a vessel trims about an axis passing through the longitudinal center
of flotation (LC ) the change in draft forward will not be the same as the
change in draft aft unless the LCF is at amidships.
‘he formula for finding the change in draft at either the FP or AP is:
DISTANCE FROM PERP TO LCF/LBP X TOTAL TRIM (CM) 24
TRIM PROBLEMS
1/ A ship 121m LBP is floating with drafts of 5.5m fwd
and 6.5m aft. the CF is 2m aft of amidships and MCTicm is 200tm
The displacement is 5500t.
Find new drafts if an item with a mass of 125t is moved
45m forward.
2/ A box shaped barge with a length of 100m, breadth 10m,
is floating in salt water with an even keel draft of 5.0m
Pind new drafts if deadweight with a mass of 50t is moved
aft a dstance of 45m.
Note that you will have to find BMl, displacement and
MCTicm, prior to calculating the draft change.
3/ A small ship, LBP 19m, with a displacement of 150t is
floating in sea water with drafts of 3.0m fwd and 4.5m aft. The
CF is 1.1m aft of amidships and the MCTIcm is 0.82tm.
Find the new drafts if the engineer transfers 6.5t of
fuel oil from an aft tank to one near amidships, a distance of
6.95m. CHANGE IN TRIM DUE TO LOADING OR DISCHARGING WEIGHTS
If a relatively small mass is added above the center of flotation
the displacement and draft will increase but the ship will not change
trim as the mass is added at the C.F. producing no trimming moment.
If the added mass is now shifted away from the C.F., either forvard
or aft it will produce a trimming moment and a change in trim,
When performing calculations regarding the addition of small items,
the item is first placed at the C.F. producing even sinkage and then moved
to its rightful position.
The discharge of small items is treated in a similar manner, the
item first being shifted to the C.F, and then removed.
EXAMPLE: A 90 m ship has a draft fwd, of 4,6 m and draft aft of 5.0m.
From the hydrostatic curves, the C.F, is 1,5 m aft amidships, the
T.P.C. 1s 11 tonnes and the M.C.T. 1 cm 4s 125 ¢ m. Cargo weighing
500 tonnes is to be loaded 15 m forward of amidships and we wish to find
the new drafts. PROBLEM SHEET
A ship has the following particulars: LBP 22 m
Fwd 3.2m
AFT d 3.5 0
MCT lem 1.15 tm
CF 2,25 m AFT ®
TPC 1.2
NOTE: Each of the following parts of the question are based on
this data.
(a) Calculate drafts assuming 6.5 t WB is pumped from FP tank
to AP tank, a distance of 18.5 m.
(b) How much cargo would have to be moved 5 m FWD in the hold to
make d FWD equal d AFT and what would be the draft?
(ce) How much cargo would have to be moved 15 m FWD in the hold to
make d FWD equal d AFT?
(d) Calculate drafts if 8,5 t F,0, is loaded into 2 tank 8 m AFT
of ®. Note: Two calculations are involved, firstly increase
in drafte assuming no change in trim, then calculate change in
trim by moving cargo to required position.
20 m wooden combination vessel, 18.5 m LBP, has drafts of AFT 1.7 m,
FWD 1,5 m, (Use hydrostatic curves, page 37).
NOTE: Each of the following parts is based on this light ship condition.
(a) Calculate drafts after removal of a 2.1 t net drum located
8.0 m aft #.
(b) Calculate drafts if 2.1 t net drum was moved 2.5 m fwd.
(c) Drafts if 5 tons F.0, were loaded in aft fuel tanks 8.2 m aft
of amidships and 2 tons ice were loaded in the fwd part of the
fish hold at amidships. 26a
CHANGE IN TRIM - PROBLEMS
1/ A 100m ship is floating with drafts of 4.25m fwd and
4.75m aft. The CF is 1.4m aft of amidships, MCTicm 120tm and the
TPC is 10t
Find new drafts and trim, assuming the ship is designed
with a level keel, after 400t of deadweight is loaded 15m fwd of
amidships.
2/ A ship has a displacement of 5000t. The drafts are 6m
fwd and 7m aft. The MCTicm is 100tm and TPC is 20t. The CF is
0.1m aft of amidships.
Find new drafts and trim, assuming zero designed rake of
keel, for the following deadweight changes.
HOLD LOCATION CARGO DISCHARGED
1 40m £wd of amidships 500t,
2 20m fwd of amidships 400t,
3 20m aft of amidships 300t,
4 45m aft of amidships 500t,
The following items are loaded
155t 15m fwd of amidships
49t 14m aft of amidships
3/ A 90m LBP ship has drafts of 3.3m fwd and 4.3m aft.
The TPC is 10t, MCTicm 120tm and the CF 2.5m aft of amidships
Find new drafts and trim, assuming zero designed rake of
keel, if 70t of cargo is loaded at amidships and 80t of cargo is
loaded 15m fwd of amidships. LARGE ANGLE STABILITY
Using the GM as a measure of stability is only accurate
at relatively small angles of heel, say up to 7 or 10 degrees
heel. Beyond this range, inclined waterlines no longer intersect
on the centerline and the metacenter moves away from its
previous position on the centerline
At large angles of heel in excess of 10 degrees, the
righting lever, GZ, is used as a measure of stability
As the righting lever is GZ, the righting moment is W x
GZ in tonnes metres.
W is the mass of the ship acting vertically downwards
through the center of gravity and remains constant at all angles
of heel.
The length of the righting arm is governed by the
position of the center of buoyancy through which the force of
buoyancy acts. As a ship heels, the center of buoyancy moves in
the direction of the heel so as to remain at the geometric center
of the underwater hull form. GZ is zero when a vessel is upright
but gradually increases with heel. Beyond a certain point
depending on hull shape, displacement and the VCG, righting arms
gradually decrease, eventually dropping to zero so that no
righting arm is available. If a ship heels further than this
point, she will capsize. 28
Values of GZ were traditionally established using a
mechanical device called an integrator. The integrator was used
to find areas and moments of areas of underwater sections of a
ships hull at various displacements and angles of heel. The
values of GZ obtained were then plotted as curves known as cross
curves of stability, see page 38. The long tedious hours, or
days of work, producing stability information with an
integrator, are history. Computers have taken over this task.
Entering the hull shape data is all that is required.
Cross cuves of stability are produced using an assumed
position for the VCG. This is because the actual position of the
VCG is not known as its position is dependant on loading.
Obviously, a correction must be made for the actual position of
the VCG before actual stability information can be produced
Cross curves may be produced at angles of heel in 15
degree increments. Many computer programs may use 10 degree
increments, thereby improving accuracy 29
GROWTH OF RIGHTING ARMS
The following sketches show how righting arms change with
heel. As the ship heels, righting arms grow, reaching maximum
value at near 40 degrees of heel. Beyond 40 degrees of heel they
begin to get smaller until at 60 degrees, they are zero again.
Any inclination past 60 degrees will result in the creation of
upsetting arms and the ship will capsize.
lero 30
KG CORRECTION
As mentioned previously, cross curves of stability are
drawn using an assumed height for the center of gravity. The
assumed center of gravity may be close to the actual center of
gravity or it may be quite different. It is reatively common to
position the assumed center of gravity at the keel, making the
assumed KG zero.
Obviously a correction for the actual position of the VCG
must be made. The sketch below shows the position of both the
assumed center of gravity and the actual center of gravity. Note
the very large difference in values of the righting arms. The
value obtained from the cross curves, xz, shows a value much
greater than the actual GZ, therefore a correction must be made. CORRECTION TO CROSS CURVE VALUES
If the actual CG is above
the assumed CG (x).
GZ = Az
and Az = xz ~ xA
so GZ = xz - xA
xz is the value obtained
from the cross curves.
xA
Gz
xG sin®
xz - xG sin®
If the actual CG is below
the assumed CG (x)
GZ = xz + xG sin®
If the assumed CG is at
the keel (K).
GZ = Kz ~ KG sin®
a1 32
Variables Affecting Stability
There is no single variable that has an over riding effect on the
stability of a ship. It is very tempting to indicate that a ship considered
to be not too stable, could be improved somewhat by an extra twenty-four
inches of beam, This in fact probably would result in a measure of improve-
ment but more desirable results might be obtained from an increase in free-
board or more likely, a reduction in the value of KG.
In the consideration of stability, all factors such as weight,
shape, bean, freeboard and of course the center of gravity must all be
integrated, but this does not mean that each cannot be discussed on an
individual basis.
breadth,
It has been previously mentioned that the transverse moment of
inertia of a vessel (used in the formula BM = Thy is obtained by cubing the
waterline halfbreadths. From this it can be seen that the greater the water-
plane breadth, the greater is its moment of inertia which can be defined as
the moment of a body to remain in or to return to its original position.
This does not mean that all broad beamed vessels have unlimited stability,
it does not mean that a narrow beamed vessel is unstable. It indicatee that
breadth is just one function of stability. a ee)
3
Freeboard.
A vessel with a high freeboard will probably have a qreater range
of stability than one with little. Some time after a vessels deck edge has
become immersed when heeling, the ability to return to the upright is
gradually reduced. A vessel with high freeboard possibly can be heeled to
a greater angle before reaching this condition than one with low freeboard.
Center of Gravity.
The vertical location of the center of gravity will probably
have the most direct effect on the stability of a ship. A ship with a
heavy cargo in the hold may be quite stable but stow that same cargo on deck
which will raise the center of gravity and she may become unstable. Many
ships have been lost at sea due to the center of gravity rising; using fuel
from double bottom tanks, ice forming on superstructure and rigging, lifting
a heavy cod end full of fish with a dereck, all lead to an increase in K.G.
Hull Shape.
Obviously hull shape must have some effect on the stability of a
vessel as the center of the underwater hull volume is the CB and when a
vessel is heeled it is the force of buoyancy acting through the heeled
position of the CB that provides the restoring couple to return the vessel
to the upright position.
In summation it can be said that no one characteristic or feature
such as wide beam or high freeboard will necessarily indicate a stable ship
but rather a carefully planned integration of all these features. 34
It may be asked,would not a ship with extra wide beam, high free-
board and low V.C.G. be a very stable ship? The answer would have to be
"yes" but is is quite possible that she would be too stable, would have such
a violent tendency to return to the upright after being heeled that the
abrupt movement would throw crew or passengers off their feet and break
cargo loose regardless of how securely it was stowed. Obviously this
condition could be almost as dangerous as too little stability.
The Righting Lever Curve
The Righting Lever Curve or Curve of Statical Stability, as it is
often called, shows the values of GZ for a particular loading condition of
a vessel (o and VCG) at any angle of heel. The GZ values are obtained from
the cross curves,
‘8
1
os
Gim
ot
.
5
= ANGLE OF
OR. 8 VANISHING
Ly 1 n vou 4
is* 30’ 4s” 75° 90
ANGLE OF HEEL >
RANGE oF s-rapLITY Principal features are:
4,
5.
Maximum Righting Lever and the angle at which it occurs. Beyond this
angle of heel, the ship gradually loses its power to return to the
upright.
The range of stability up to the angle of vanishing stability beyond
which the vessel does not have a righting moment.
The first part of the curve depends on the metacentric height. Up to
about 7° the curve is nearly straight and governed by metacentric theory:
GZ = GM sino = GM 6, The shape of the curve at the origin is constructed
by placing GM to scale vertically from the base line at 57.3° (one
radian).
The angle at which the deck edge becomes immersed, this is where the
curve changes direction.
The righting lever usually continues to rise until its maximum value
is reached and then decreases until it is zero at the angle of vanishing
stability. 36
Sh. AMIDSKIPS
DRAFT IN HETERS Agee Eorront OF k:
720/130] 140| 166) 160 | rho | 180) 190] 200]
PTT ITT
70 | 220)
HYDROSTATIC CURVES
FOR
20m WOODEN COMBINATION
FISHING VESSEL
PREPARED BY E. HARPER
FEBRUARY 1977 - Des By WM. Rew.
MED KG 168m ABoveE
|
EC
|
qo
TONNES DISPLACEMENT IN * >) SALT WaTER
Hot
ao.
30
Wo 38
OF GM ON THE RIGHTING LEVER CURVE
The sketches below show how the values of GM govern the
growth of righting arms at small angles of heel.
OTm
O-bm
+
«Liz
0-67 39
RIGHTING LEVER CURVE
20m WOODEN COMBINATION FISHING VESSEL
daft 2.41m d fwd 2.35m displacement 106t KG 2.69m
From hydrostatic curves, KM 3.53m
GM = KM - KG
3.53m = 2.69m
O.84m
actual KG ~ assumed KG
2.65m - 1.68m
Tota
Heel 18 30 45 60 75
degrees
sin® 0.259} 0.500] 0.707| 0.866 | 0.966
xG sin®|0.262|[ 0.505] 0.714] 0.875 | 0.976
SRL O AE] OTIS Bae ET
cross cucves
Setar POSTE] DBT OTe EO OTE PO TBS
ée [
79
O34 g , + sue.
0-25,
al
‘ous
1
° +:
WeEL 5 3e a5* ew Ts 1
A)
8)
A)
B)
RIGHTING LEVER CURVE PROBLEMS
The 20m Wooden Combination Vessee is sLoating in salt water with dragts
of 2.5m gud and 3.15m aft. The KG in thés condition of Loading is 2.62n.
Show stability by constructing a righting Lever curve. Work should pro-
ceed in the folowing order.
(a) Find mean dragt and establish & and Km gxom hydrostatics.
(6) Cafeugate GM.
(c) Establish G2's from on0ss curves.
{d) Connect G2's.
fe) Construct righting Lever curve (use a scale simikar to that shown on
page 33 notes).
A quantity of fish, 4.5 tonnes, has been placed in pens on deck, causing
the KG to increase’ by 0.013m. ‘Construct a righting Lever curve’ on the
same scate as in question #R and compare stability. Note that the 4.5
tonnes must be added to the displacement established in the previous
question prior to using both hydrostatics and cross curves.
The 20m Wooden Combination Vessel is
