Addition, Removal & Transfer of Masses

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MASS ADDITION, REMOVAL & TRANSFER

(LOCATING & TRACKING OF G ) 3

MODULE

References & Extracts from: Lewis, E.V. (Editor)

Principles of Naval Architecture
S.N.A.M.E., Jersey City 1988

1 Introduction

The location of a vessel’s centre of gravity is fundamental to the vessel’s stability and trim
characteristics. Unlike many other hydrostatic parameters of a vessel, the values for which are
purely functions of the hull geometry, (e.g., LCF, LCB, VCB, etc.,) the centre of gravity of a
vessel is a function only of the mass distribution throughout. The determination of a vessel’s
centre of gravity is often the objective (or an interim stage) of stability calculations and analysis.

During the operation of a vessel the centre of gravity does not remain stationary, but will move
either marginally or significantly due to changes in the vessel’s mass distribution as a
consequence of events such as fuel consumption, ballast transfer, cargo loading and discharge,
overboard deployments and retrieval, shifts in liquids contained aboard, ice accretion, etc. The
location and prediction of movement of the centre of gravity is therefore an essential component
of design and its constant tracking (by the vessel operators) is integral to the safe operation of the
vessel.

2 Centre of Gravity (G)

The centre of gravity, G, of an object is the point at which the whole mass of the object may be
regarded as acting. The location of the centre of gravity of a body relative to a selected axis is
equal to the quotient of the total moment of mass about that axis divided by the total mass.

Σ (m × d ) AXIS
GAXIS = (3.1)
Σ (m)

where: d = distance of mass centre of gravity from selected axis

The position of the centre of gravity of a vessel may be found by taking moments of the
individual masses. The actual calculation of the centre of gravity of a vessel (the weight
estimate) is a very lengthy process, and since many of the masses must be estimated, it is not
considered to be sufficiently accurate for stability calculations. Such a calculation is undertaken
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for vessels in the preliminary and detailed design stages but the results are always to be
confirmed by an alternative method (an inclining experiment) upon the vessel’s completion.
Once the position of G is determined for the completed vessel, less any consumables, payloads,
crew and effects, (i.e., the lightship condition), the centre of gravity of the vessel in any loaded
condition may be found.

2.1 VCG, KG, LCG & TCG

It is usual to measure the vertical position of the centre of gravity (VCG) of the vessel relative to
the moulded base line (K) and this distance is usually denoted KG. (VCG is equally appropriate.)
The height of the individual centre of gravity of an item on, or component of the vessel relative
to the keel is denoted by kg.

The longitudinal position of the centre of gravity of the vessel (LCG) is most commonly given as
a distance forward or aft of midships. The distance of the individual centre of gravity of an item
on, or component of the vessel relative to midships is denoted by lcg.

G WL

VCG (or KG)

LCG

Figure 3.1 VCG (relative to the moulded baseline) and LCG relative to midships.

The transverse position of the centre of gravity of the vessel (TCG) is given as a distance from
the vessel’s centreline. The distance of the individual centre of gravity of an item on, or
component of the vessel relative to the centreline is denoted by tcg. Ideally, the TCG for a vessel
in any condition should lie on the centreline.

2.2 Convention for Levers

As a convenient means of tracking the position of G relative to the reference datum used
(midships, baseline, centreline) the sign convention adopted in these notes is to consider moment
levers or distances (lcg) aft of midships as positive, and moment levers (lcg) forward of midships
as negative. Levers or distances (tcg) to starboard of the centreline are positive while those to
port are considered negative. Distances (vcg) above the keel (baseline) are always positive.
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+ ve
− ve
FWD
− ve

PORT

+ ve
+ ve

STBD
baseline

AFT

Figure 3.2 Moment lever sign convention.

2.3 Illustrative Example Calculation

The final construction phase of a vessel is the assembly of pre-outfitted modules with masses
(tonnes) and centres of gravity (in metres relative to each datum) quoted as shown. Determine
the completed lightship displacement and centre of gravity.

Module Mass vcgK lcgMS tcgCL

Stern section 145.3 5.8 27.2 (A) 0.6 (P)

Aft hull centre sect. 322.7 2.9 9.6 (A) 1.1 (S)
Fwd hull centre sect. 261.4 3.7 11.8 (F) 0.2 (S)
Port side section 255.8 3.8 1.6 (F) 4.3 (P)
Stbd side section 255.4 3.8 1.6 (F) 4.3 (S)
Bow section 173.2 5.1 24.3 (F) 0.4 (P)
Superstructure level 1 28.3 9.7 18.2 (A) 0.2 (S)
Superstructure level 2 18.1 11.9 15.5 (A) 0.6 (P)
Stern crane 2.8 9.9 21.3 (A) 2.4 (P)
Nav. mast 2.1 15.4 16.1 (A) 0.0

Solution

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The calculation is undertaken using a tabular format as shown:

Module Mass vcgK Vert. Mom. lcgMS Long. Mom. tcgCL Trans. Mom.

Stern section 145.3 5.8 842.74 27.2 3 952.16 − 0.6 − 87.18

Aft hull centre sect. 322.7 2.9 935.83 9.6 3 097.92 1.1 354.97

Fwd hull centre sect. 261.4 3.7 967.18 − 11.8 − 3 084.52 0.2 52.28

Port side section 255.8 3.8 972.04 − 1.6 − 409.28 − 4.3 − 1 099.94

Stbd side section 255.4 3.8 970.52 − 1.6 − 408.64 4.3 1 098.22

Bow section 173.2 5.1 883.32 − 24.3 − 4 208.76 − 0.4 − 69.28

S’structure level 1 28.3 9.7 274.51 18.2 515.06 0.2 5.66

S’structure level 2 18.1 11.9 215.39 15.5 280.55 − 0.6 − 10.86

Stern crane 2.8 9.9 27.72 21.3 59.64 − 2.4 − 6.72

Nav. mast 2.1 15.4 32.34 16.1 33.81 0.0 0.00

∆= 1 465.1 ΣVM = 6 121.59 ΣLM = − 172.06 ΣTM = 237.15

tonnes tonne-metres tonne-metres tonne-metres

∆ LIGHTSHIP = 1 465.1 tonnes

ΣVM
VCG = (3.2)
∆
6 12159
.
=
1 4651.
= 4.178 m (above moulded baseline)

ΣLM
LCG = (3.3)
∆
−172.06
=
1 4651
.
= − 0.117 m (fwd of midships since −ve)

ΣTM
TCG = (3.4)
∆
237.15
=
1 4651
.
= 0.162 m (to stbd of centreline since +ve)

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3 Shift in CoG due to Addition (or Removal) of Mass

When a mass is added to a vessel, the centre of gravity of the vessel, G, moves towards the
position of the added mass. The distance moved by the vessel’s G depends upon the magnitude
of the added mass, the distance of the mass from G, and the displacement, ∆, of the vessel. For
example, if a mass is placed on the port side of the focsle, G moves forward, upwards, and to
port. The actual distance and direction of this movement is seldom required, but the separate
components are most important, i.e., the longitudinal, vertical, and transverse shift in G. When
an item is removed from a vessel, G moves away from the original position of that item.

gcrane

G
G1

Figure 3.3 Shift in LCG due to an addition of mass. G moves some distance
towards the centre of gravity of the added mass to a new point, G1 .

mass added to vessel mass removed from vessel

gM gM

shift in TCG
G1 G
shift in G shift in VCG
shift in VCG
shift in G

G1
G shift in TCG

Figure 3.4 Shift in G in terms of VCG and TCG in the case of (i) an addition of mass (left), and
(ii) a removal of mass (right). G moves to G1 some distance along a line joining G and gM .
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In determining the shift in G under circumstances where a mass has been added or removed, the
same lever convention (refer Section 2.2) applies, and masses added are treated as positive and
masses removed are negative.

3.1 Illustrative Example Calculation

A vessel with a displacement of 2 319.1 tonnes and VCG = 3.787 m, LCG = 1.608 m (F), and
TCG = 0.100 m (S) loads the following items:

Item Mass vcgK lcgMS tcgCL

Traction winch 11.5 8.7 13.8 (A) 0.15 (S)

Ballast 165.0 0.5 8.3 (A) 0.00

At the completion of a voyage the vessel has consumed the following:

Fuel 460.0 3.1 4.1 (F) 0.00

Provisions 3.1 6.5 18.3 (F) 1.60 (P)

Determine the vessel’s displacement and G on arrival.

Solution

Item Mass vcgK VM lcgMS LM tcgCL TM

vessel 2 319.1 3.787 8 782.20 − 1.608 − 3 729.60 0.10 230.900

traction winch 11.5 8.7 100.05 13.8 158.70 0.15 1.725

ballast 165.0 0.5 82.50 8.3 1 369.50 0.0 0.000

fuel − 460.0 3.1 − 1 426.00 − 4.1 1 886.00 0.0 0.000

provisions − 3.1 6.5 − 20.15 − 18.3 56.73 − 1.60 4.960

∆= 2 032.5 ΣVM = 7 518.6 ΣLM = − 258.67 ΣTM = 237.59

tonnes t-m t-m t-m

∆ = 2 032.5 tonnes

ΣVM
VCG =
∆
7 518.6
=
2 032.5
= 3.699 m (above moulded baseline)

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ΣLM
LCG =
∆
−258.67
=
2 032.5
= − 0.127 m (fwd of midships since −ve)

ΣTM
TCG =
∆
237.59
=
2 032.5
= 0.117 m (to stbd of centreline since +ve)

4 Shift in G due to Movement of On-board Mass

Movement of a mass that is already located on board the vessel has no effect on displacement.
However, the effect of such a mass transfer is to move the vessel’s centre of gravity in a direction
parallel to the movement of the centre of gravity of the mass. The distance through which the
vessel’s G will move depends only on the magnitude of the mass, the distance through which the
mass is moved and the vessel’s displacement.

gM gM gM

gM G
shift in G
shift in TCG only shift in VCG
G1 G G1
shift in TCG

Figure 3.5 Shift in G in terms of VCG and TCG in the case of transferring a mass
already on board. G moves to G1 in a direction parallel to the mass shift.

Consider a system composed of masses of m1 , m2 , and m3 . The centre of gravity of each of

these masses measured vertically from some datum is h1 , h2 , and h3 respectively. The height
of the centre of gravity for the system may be determined by dividing the total moment of mass
about the datum, by the sum of the masses.

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total moment of mass

G = (3.5)
total mass

m1h1 + m2 h2 + m3 h3
= (3.6)
m1 + m2 + m3

= y

If the mass m3 is now raised through a distance d to a new position, then G of the whole
system is also raised. This new centre of gravity, G1 , could be expressed as:

m1h1 + m2 h2 + m3 (h3 + d )
G1 = (3.7)
m1 + m2 + m3

m1h1 + m2 h2 + m3 h3 m3 d
= + (3.8)
m1 + m2 + m3 m1 + m2 + m3

m3 d
= y+ (3.9)
m1 + m2 + m3

Thus it can be seen that the shift in G (referred to as GG1 ) is equal to:

m3 d
GG1 = (3.10)
m1 + m2 + m3

mass moved × distance moved

= (3.11)
total mass

The distance a mass is moved may be given the nomenclature gg1 (rather than d as in the above
expressions) and the total mass, in the case of a vessel, will be the displacement. Hence equation
3.11 may be expressed as:

m × gg1
GG1 = (3.12)
∆

where: m = mass of item moved

gg1 = distance through which the item’s centre of gravity is moved

This expression is most useful and is applied throughout stability and trim analysis. It should be
noted that it is not necessary to know either the position of the vessel’s G or the position of the
mass relative to the vessel’s G. For example, the rise in G is the same whether the mass is
moved from the tank top to the main deck, or from the main deck to the mast head, as long as the
distance moved is the same.
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4.1 Illustrative Example

A ship of 2 032 tonnes displacement has a winch of 11.5 tonne on the stern deck 13.8 m aft of
midships. Calculate the shift in the vessel’s G if the winch is moved to a position 0.5 m forward
of midships.

Solution
m × gg1
GG1 =
∆
. × (138
115 . + 0.5)
=
2 032
= 0.081 m (forwards)

5 Effect of a Suspended Mass

The centre of gravity of a mass suspended freely from a point on a vessel (e.g., the jib-head of a
deck crane) will remain vertically below that point regardless of the vessel’s angle of heel. The
point of suspension therefore, is the metacentre through which the mass of the item acts. It
makes no difference in the stability of the vessel whether the mass hangs high above the deck or
not, provided that the point of support remains the same. A suspended mass therefore may be
treated as though its centre of gravity relative to the vessel were located at the point of
suspension.

This principle has particular significance when loading/discharging a vessel by means of the
vessel’s cranes. If, for example, a mass positioned low in a cargo hold is being discharged, at the
instant the mass is lifted free, the item’s centre of gravity is effectively raised to the jib−head of
the crane (which may be 30 metres above the mass) and causes a rise in the G of the vessel.
Vessels which are equipped to load heavy cargoes by means of high-capacity cranes must have a
standard of stability which will prevent excessive heel when the cargo is suspended. Similar
standards of stability should be applied in the design of trawler vessels for the operating
condition when the trawl is lifted clear of the water and prior to contact with the vessel’s deck.

5.1 Illustrative Example

A navigation-services vessel of 2 032 tonnes displacement has a marker buoy of 10.7 tonnes
positioned on deck. The vessel’s stern crane with its jib-head 21.5 m above the centre of gravity
of the buoy is to be used to deploy the buoy. Calculate the shift in the vessel’s G when the buoy
is lifted just clear of the stern deck.

Solution
m × gg1
GG1 =
∆
10.7 × 215
.
=
2 032
= 0.113 m (upwards)

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g1

jib-head

gg1

centre of gravity
of mass

MASS UNSUSPENDED MASS SUSPENDED

Figure 3.6 Effect of a crane lift.

The centre of gravity of the suspended mass is immediately transferred to the point of suspension.

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