SHIP BUOYANCY AND STABILITY

Lecture 05 – Dynamic lever

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 Summary 1
The second order differential equation with constant coefficient (linear equation)
of roll motion is suited for analyzing ship roll response in regular wave (sinusoidal
wave): I' f + D GM f + N f == 0aW k r g Ñ GM0 e- iwet
Mx,ulk
xx 0 xx
Dividing by I’xx and rearranging:

2 2
f + 2 x wf f + wf f = aW k wf e- iwet Eq.1
Being a linear system, the ship will respond to a sinusoidal input with a sinusoidal
output, characterized by the same input frequency. The amplitude and the phase of
the response are calculated by means of the response amplitude operator (RAO)
Ship
Beam sea wave moment (𝜔𝜙 , 𝜁) Roll motions
(𝜔𝑒 , 𝑎𝑤 𝑘) (𝜔𝑒 , 𝜙𝐴 , 𝜖)
𝜙𝐴
𝑅𝐴𝑂𝜙 = 𝜙𝐴 = 𝑅𝐴𝑂𝜙 ∗ 𝑎𝑤 𝑘
𝑎𝑤 𝑘
𝜖 = 𝑅𝐴𝑂𝜖
RAO links the response amplitude of the system to the input amplitude. It is a
different way of arranging the solution of the equation 1

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 Summary 2
For the roll motions, RAOs are functions of the wave frequency. They are
calculated based on the ship natural roll frequency and roll damping ratio
(𝜔𝜙 , 𝜁).

By performing the roll decay test, and analyzing the decay response (with the
homogeneous differential equation, i.e. with no external actions), it is possible to
evaluate 𝜔𝜙 and 𝜁
Dealing with ship stability, roll motions due to external actions are important to study (and
avoid) ship capsizing. The weakness of the above-presented roll model is its linearity.
Linearity of the restoring moment precludes investigation of ship capsizing. Because of
these reasons, a non-linear approach is developed. Damping, for simplicity, is neglected;
however this assumption is conservative: the method lead to higher roll responses and
ship will be designed to stand a more dangerous condition. Remember also that damping
is a affecting a lot only the resonant responses.

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 Following lecturers
• Introduction
• Ship equilibrium and introduction to hydrostatics
• Ship initial Stability
• The stability curve (GZ curve)
• Preparation for the laboratory test

• Dynamic stability
 Dynamic lever
 Intact stability criteria
 Weater criterion
• Second generation of intact stability criteria

• Ship Damage Stability

• Stability special topics

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 Dynamic stability – Energy balance
• From the point of view of ship stability, the weakness of the above-presented roll
model is its linearity. Linearity of the restoring moment precludes investigation of
ship capsizing.
• The concept of the ‘dynamic lever curve’ makes it possible to investigate ship’s
dynamic heeling (transient roll) taking properly into account nonlinearity of the
righting lever (h-curve i.e. GZ curve). 𝐼´𝑥𝑥 𝜙ሷ + 𝑁𝑥𝑥 𝜙ሶ + Δ𝑮𝑴𝜙 = 𝑀𝑒𝑠𝑡
Let us consider equation of roll in a form comprising inertia, non-linear restoring
and external loading moments; damping moment is disregarded

Roll acceleration is written as follows

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 Maximum heel angle
aika ulkoinen momentti liikkeet
t<0 Mx,ulk = 0 ==0
t=0 Mx,ulk = Mx,ulk(,t) ==0
t>0 Mx,ulk = Mx,ulk(,t) ratkaistava

At a certain time the ship will reach its maximum heel angle to the external
load. The maximum value is characterized by a null roll velocity. 𝜙ሶ ห𝜙=𝜙 = 0
𝐷

• The first term on the left side, is actually a difference in kinetic. The kinetic energy is
zero both at the beginning (for t= 0 and =0) and at the instant when maximum heel D
is dynamically reached.
• Note that external loading may be a function of heel angle. However, usually it is taken
as a constant reached instantly at time t=0.
Definition

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 Dynamic Lever


h [m] e() = h() d

e() [m rad] 0

de()
h() =
d

0 20 40 60 80 [aste]
• the dynamic lever represents the area under the
static lever curve (GZ i.e. h)
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 Work lever curve of external loading
 = D
2 D D  
Ixx 
+ h() d = Mx,ulk() d Mx,ulk() d =  lulk() d =  ld()
2 =0
0 0 0 0

• External loading moment work, up to the angle D.

• Dividing for the displacement, the work of the external loading leverage is
obtained
• In general this leverage lulk could vary with the heeling angle .
• ld() is called ‘Work lever curve of external loading'.

 Assuming an external moment, described by a step function, the work done by this
moment to carry the ship to the maximum angle (𝜙𝐷 ) is equal to the area under the
h curve (i.e GZ curve), multiplied the displacement.

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 Dynamic angle
aika ulkoinen momentti liikkeet
t<0 Mx,ulk = 0 ==0
t=0 Mx,ulk = Msx,ulk = vakio ==0
Step function: external moment
t>0 Mx,ulk = Msx,ulk = vakio ratkaistava

Mx,ulk
With the static equilibrium
method (Mst=Mulk) we were
0 t able to calculate just the heel
Ship roll responce angle at equilibrium 𝜙𝑆

It can be demonstrated that

𝜙𝐷 the maximum angle (𝜙𝐷 ), due
to the external moment, is
equal to almost two times the
final value at equilibrium.
𝜙𝑆 This dynamic effect cannot be
neglected in assessing ship
stability.

The dynamic angle has to be

checked.
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 Work lever curve of external loading
 
Mx,ulk() d =  lulk() d =  ld()
0 0

• External loading moment work, up to the angle .

• Dividing for the displacement, the work of the external loading leverage is
obtained
• In general this leverage lulk could vary with the heeling angle .
• ld() is called ‘Work lever curve of external loading'.
𝑑𝑙𝑑
• Let’s define 𝑙𝑢𝑙𝑘 = 𝑙𝑑𝑠 = the derivative of the work lever curve, i.e
𝑑𝜙
the external loading lever itself. With a step moment lever, 𝑙𝑑𝑠 is constant
and ld is a line with angular coefficient equal to 𝑙𝑑𝑠 :
𝑙𝑑 = 𝑙𝑑𝑠 𝜙

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 Maximum heel caused by a step
function type loading 𝑀𝑠𝑡 = 𝑀𝑢𝑙𝑘
h tai GZ [m]
lulk [m] ΔGZ(ϕS)=Δlsd (ϕS)
φS represents the static
a=b h
heeling angle at equilibrium.
b lulk = lSd
a e(D) = lSd D
c

0 S 40 60  [aste] 80
e 1rad = lsd

b)
e [m rad] 
l d [m rad]
e() = h() d
0

ld = lSd  φD represents the maximum

lSd dynamic heeling angle
lSd D during the transient stage.
0
0 20 D 57.3 80 100
 [aste]

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 The step function loading value that
causes ship capsizing
a)
h tai GZ [m] a=b
lulk [m] h
b lsd,k is the value of the external
l ulk = lSd,k lever that leads to a dynamic
angle equal to the capsizing
a angle: 𝜙𝐷 = 𝜙𝐾

0 20 S 40 60 k [aste]

e [m rad] b)
ld [m rad]
Over the tangent value there is
no intersection; so there is no
balance between the ship
ld,k = lSd,k k energy and the external load
lSd,k
work anymore.
Instability phenomena would
arise leading the ship to
0 20 40 57.3 k
[aste]
capsize.
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 Dynamic lever of a step function loading that
causes ship heeling up to flooding angle
• Flooding angle F is the angle at which the ship immerges the unprotecting openings.
• When ship immerges unprotecting openings it means that water is free to come inside the vessel.
• If the flooding point is reached before the capsizing F < k, then, in evaluating dynamic stability,
the maximum energy of the ship have to be stopped at F.

e [m rad]
ld [m rad]

ld,k
A
e(F)
lSd,F
ld,F

0 20 40 F 57.3 k
[aste]

• In this way the max allowed value of ld is not lsd,k (that regards the tangent value ld,k),
but the one intersecting the lever curve in F i.e. ld,F = lsd,F F
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 Ship safety and stability assessment
• The actual «General intact stability criteria» are based on a study carried
out by Rahola in 1939. Rahola studied in the 1930’s statistics of capsized
ship to determine acceptable and unacceptable form of the righting arm
curve. Rahola tried to quantify the minimum values that ships have to
comply regarding static and dynamic stability to avoid capsizing.
• Analysis of the characteristics of the righting arm curve were introduced in
1968 in the IMO Resolution A.167 regarding the intact stability code (IS
code).
• GZ
• GM (derivative of GZ at the initial
equilibrium)
• Dynamic lever (integral of GZ)
• Restoring moment: GZ*

These parameters are sufficients to

understand and carry out the current intact
stability analysis as required by the rules!

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 Stability criteria based on GZ-curve
From ”IMO Resolution A.167”: RECOMMENDATION ON INTACT STABILITY FOR PASSENGER
AND CARGO SHIP'S

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 Intact Stability criteria: IMO RESOLUTION A.167

A. AREA FROM 0 TO 30 > 0.055

B. AREA FROM 0 TO 40 OR FLD > 0.090

C. AREA FROM 30 TO 40 OR FLD > 0.030
D. RA AT 30 > 0.200
E. ANGLE AT MAX > 25
F. GM AT EQU > 0.150

downflooding angle

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 Weather criterion: motivation
• Criteria on the stability curve the do not take into account the size of the vessel in
any way.
• Natural forces that affect the stability of the vessel , instead, are approximately
proportional to the vessel surface area ( for example, wet surface or side surface
area).
• The GZ curve requirements are independent from the dimensions of the vessel.
• Rahola collected his data on small-vessel accident data, that means the GZ- curve
requirements could not be proper for huge ships.
• Rahola -type criteria has been criticized for the fact that the external actions are
actually ignored.
• Several countries , including the Soviet Union and Japan, have developed rules,
where the ship's air surface and rolling effect were taken into account .
• These rules are based on the dynamic stability.
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 Wind and gust
• Wind speed and direction at sea are random variables.
• If treated within hours period, it can be assumed that the average wind
speed and direction will remain mainly constant and their fluctuations are
called 'gusts'.
• Gusts increase wind speed of about 20% - 40%.
Usually, it is assumed that the direction of the wind gusts will remain the
same as the average wind direction.
• Ship performance must take into account both wind direction and speed
with respect to the vessel velocity.
• From the stability point of view, the most important is the cross wind that
generates transversal heeling moments MW.

Mean Wind speed

Acting at ship side
VW

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 Heeling moment caused by side wind

FW,y FW,y
W W
G Z cos  G
Z
B T
B FH,y
T/2  FH,y




• Wind main direction is assumed to be cross-side to the ship

• The ship above water projected lateral plane is AL.
• The lever Z in evaluating the heeling moment is the distance between the vertical
coordinate of the centroid of AL and the point of application of the hydrodynamic
reaction FH,Y assumed to be at T/2.
• Steady wind heeling moment is given by the following formula:

MW = 1 a V2W AL Cy() Z
2
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 Aerodynamic Side force coefficient
MW = 1 a V2W AL Cy() Z Initial value for φ=0
2

1,2

Cy 1

0,8

0,6

0,4

0,2

0
0 15 30 45 60 75 90 105 120 135 150 165 180
[aste]
Wind heeling moment varying with φ
MW = 1 a V2W AL Cy() Z cos2
Rule formula: MW = P AL Z
2
Rule defines P = 504 N/m2
assuming Vw=25 m/s and Cy=1.14

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 The combined action of ship roll motion
and side wind
• From statistical analysis it is known that the most dangerous
situations for ship's stability is the oscillatory rolling motions due to
wave action, combined with the gusty wind.
• In particular in resonant rolling condition, gusty wind that hits the
ship, when it is inclined windward side, may lead the ship to capsize.
• At the same time, if the ship's freeboard is small, rolling, combined
with gusty winds, can allow water to go on deck.
• Water that is not fast enough discharged from the deck into the sea,
causes an increase in the inclination and contribute to the downfall
of the ship.
• Anyway water on deck is not covered by weather criterion!!!

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 Roll motion combined with steady
and gusty wind
• Let’s introduce now the effect of the steady wind with the constant steady angle
W.
• Then let’s evaluate the roll angle i.e. the amplitude of the rolling motion (that for
some requirements should be under 25°)
• Let’s find the worst inclined condition  = - A + W, with the ship rolling on a side
and the wind coming from the same side. In this condition the combination of the
external actions has its worst effect on ship stability.
• In the table a summary of the assumed conditions is shown:
aika ulkoinen momentti liikkeet
t < t0 Mx,ulk = MW  = W + A sin  t  900

t = t0 Mx,ulk = MWD + MW = vakio  =  A + W,  = 0

t > t0 Mx,ulk = MWD + MW = vakio ratkaistava

MW is the constant wind moment  lw is the leverage

MWD is the gust moment equal to 0.5MW  lsw is the leverage
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 Weather criterion assumptions
h tai GZ [m]
lulk [m] 1.0 a=b  WD  WD
b  h() d = Mx,ulk() d .
0.5
 A + W  A + W
lW a lW + lSW

 A+  W 
W 20 40  WD  [aste] 60

-0.5 e(WD)  e( A + W) = lW + lSW WD + A  W

• The area b is the same of the area a

0.6
to have a maximum dynamic angle
e [m rad]
ld [m rad]
WD .
0.4
• And the maximum inclination
lW + lSW allowed by the ship isWD <2.
0.2
• 2 is the minimum value between
A
[1, F, 50], respectively:
  A + W 0 W 20 40  WD  [aste] 60
57,3 capsizing, downflooding, or 50°
angle.
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 h tai GZ [m]
lulk [m] 1.0 a=b

b
0.5

lW a lW + lSW This theoretical approach makes

 A+  W

-0.5

W 20 40  WD  [aste] 60
the balance between external
energy and ship energy and then
e [m rad]
0.6 it looks at the maximum dynamic
ld [m rad]

0.4 angle achieved .

lW + lSW
0.2

  A + W 0 W 20 40  WD  [aste] 60
The rules are presented in the
57,3
opposite way round: it means
they calculate the work done by
the external action and then it
checks that this work is smaller
that the energy required to bring
the ship to the maximum allowed
dynamic angle

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 Weather criterion: IMO Res. 562(14)
• The ship rolling in beam seas with a constant amplitude, and affected by
steady wind must have a sufficient reserve of stability and not capsize under
gust effects.
• The ability to withstand beam wind plus gust and roll actions must be verified
for all the ships (i.e. for all the vessels with L > 24 m) for every loading
conditions.
lever

angle

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 Weather criterion: assumption

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 Weather criterion: roll angle θ1

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 Weather criterion: roll angle table

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 Additional intact stability criteria
• The general intact stability criteria and the weather criterion apply to every
kind of ship.
• For the specific type of ship, according to the cargo transported or
according to her specific operations, additional stability criteria (for intact
and damage stability) are demanded by the rules,
• Here a short list of some intact additional stability criteria:
 IMO Grain Rules, regarding the heel due to grain shifting for bulk carrier.
 Heel due to passenger crowding and heel due to turning maneuver to take into account
for passenger ship.
 Heel due to the effect of the towing force in the beam direction for tug.
 Heel due to the reaction force of the water jet in the beam direction due to the monitors
fitted on board, for fire-fighting vessel.
 Heel due to cargo lifting and to the hypothetical loss of cargo during lifting for pontoon-
crane barge.
 Etc.
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