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Functions:
Competences:
Monitor the loading, stowage, securing, care during the voyage
and the unloading of cargoes
Maintain the seaworthiness of the ship
(ML) Plan and ensure safe loading, stowage, securing, care during
the voyage and unloading of cargoes
(ML) Control Trim, Stability and Stress
STCW Code Table A-II/1 and A-II/2
Learning Outcomes:
Knowledge of the effect of cargo including heavy lifts, on the
seaworthiness and stability of the ship
Working knowledge and application of stability, trim and stress
tables, diagrams and stress-calculating equipment
Understanding of fundamental actions to be taken in the event
of partial loss of intact buoyancy
STCW Code Table A-II/1 and A-II/2
Learning Outcomes:
Understanding of fundamental principles of ship construction and
the theories and factors affecting trim and stability and measurers
necessary to preserve trim and stability
Knowledge of the effect on trim and stability of a ship in the event
of damage to and consequent flooding of a compartment and
countermeasures to be taken
Knowledge of IMO recommendations concerning ship stability
STCW Code Table A-II/1 and A-II/2
TOPICS:
1. Draught, Trim and Stability 10. Movement of Center of Gravity
2. Cargo Calculations and Cargo Plans 11. List and its Correction
3. Displacement 12. Effect of Slack Tanks
4. Buoyancy 13. Trim and Draught Calculations using Trim
5. Fresh Water Allowance Tables
14. Actions to be taken in the Event of Partial
6. Statical Stability Loss of Intact Buoyancy
7. Initial Stability 15. Stress tables and stress calculating
8. Angle of Loll equipment
9. Curves of Statical Stability
STCW Code Table A-II/1 and A-II/2
TOPICS:
16. Draught, Trim and Stability 16. Rolling of Ships
17. Stability 17. Dry-Docking and Grounding
18. Effects of Density 18. Shear Force, Bending Moments and
19. Simplified Stability Data Torsional Stress
20. Trim and List 19. Effects of flooding on Transverse Stability
and Trim
21. Dynamical Stability 20. Effect of Flooding on Trim
22. Approximate GM by Means of Rolling 21. Theories Affecting Trim and Stability
Period Test
23. The Intact Stability Code 22. Responsibilities under the International
Conventions and Codes
24. Intact Stability Requirements for the
Carriage of Grain
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REVIEW:
Draw a longitudinal and transverse section of a vessel and identify
the discussed ship measurements by labeling the drawing.
SEAM 4
Plimsoll mark and Loadline
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ACTIVITY:
1. Draw to scale the International Loadline mark.
2. Identify the importance of defining Loadline zones
3. Print out a chart of the Loadline Seasonal zones
SEAM 4
Example:
Determine the TPC at the fully loaded draft from the DWT scale
(next slide) and
.
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Solution:
FWA
Fresh Water Allowance
TPC
Summer Displacement
Tonnes Per Cm Immersion
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Solution:
From the figure above, TPC is approximately 31.45 and the permitted
fresh water sinkage as shown on the freeboard marks is 19 cm with
displacement being almost 23,900 T.
Hence this vessel has loaded up an extra 19cm of draft in fresh water
whilst keeping her displacement at 23,902T (Equivalent to salt water draft
9.17)
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Effect of change of density when displacement is constant
• When a ship moves from water of one density to another,
without changing her mass, the draft will change.
• This will happen because the ship must displace the same mass
of water in each case.
• Since the density of water has changed, the volume of water
displaced must also change. This can be seen from the formula:
Mass = Volume x Density
SEAM 4
Effect of change of density when displacement is constant
FWA = DISPLACEMENT
4 * TPC
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DWA ( Dock Water Allowance)
• Defined as the number of mm that increases or decreases in
ship’s mean draft when the ship sails from salt water to dock
water and vice versa
(1.025 - DWD)
DW A = FWA ----------------------
25
SEAM 4
Box-shaped vessels
Example:
A ship of 1000 tonnes displacement is floating in sea water. What
will the change of draft be when she sails into river water? TPC
at load line is 23.5 tonnes.
a. Increased 0.65 cm
b. Decreased 0.65 cm
c. Increased 0.85 cm
d. Decreased 0.85 cm
SEAM 4
Box-shaped vessels
Example:
A ship has a fresh water allowance of 2 cm and the harbour
specific gravity is 1,010. How much can the loadline be
submerged before proceeding to sea?
a. 1.00 cm
b. 1.30 cm
c. 1.60 cm
d. 1.50 cm
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Trim:
The difference in draft reading between the forward draft marks
and after draft marks
Example:
Consider a vessel with the following drafts:
Fwd draft = 3.60m and Aft draft = 3.80m,
Find the mean draft and trim of the vessel
SEAM 4
Hydrostatic Table:
• This table is found in the Stability manual onboard the vessel.
• The table lists variables used in the calculation of stability
• On smaller vessels, the mean draft is calculated and used to
enter on the hydrostatic table.
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Hydrostatic Table (extract from stability booklet M.V. Twosuch) :
Sample:
SEAM 4
Hydrostatic Table (extract from stability booklet M.V. Twosuch) :
Sample:
If the table is entered with a mean draft of 2.60m the values
associated with this draft can be viewed. The Displacement
would be 156.5 tonnes and all the other values in the table in
this row would be valid for this draft.
If the vessel had a draft of 2.75m the Displacement would be
174.0 tonnes.
If the vessel had a displacement of 168 tonnes, the mean draft
would be 2.70 metres.
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Longitudinal Stablity:
• Change of Trim: If any loads are added or removed from the
ship, there will an effect on the ships drafts and consequently on
the trim
• The loads will change the drafts for and aft by the same value,
that only happens if the Centre of Floatation is amidship, if not,
the change will depend on the change in trim
SEAM 4
DEFINITIONS:
Stowage Factor (SF) - Indicates how
many cubic metres of space one
metric tonne (or cubic feet of space
one long ton) of a particular type of
cargo occupies in a hold of a cargo
ship.
SF = volume / weight
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DEFINITIONS:
Broken Stowage - The loss of space caused by irregularity in the shape
of packages. Any void or empty space in a vessel or container not
occupied by cargo.
Obstructions in holds, such as pillars, ladders, stanchions, large angle
brackets and beams, will promote broken stowage though modern
construction has minimized this.
SEAM 4
DEFINITIONS:
Ullage - describe the empty space in large tanks or holds used to
store or carry liquids or bulk solids such as grain.
SEAM 4
Solve:
A ship has a total grain capacity of 31,958.3 m3 shall load a bulk
cargo with SF of 1.219 m3 /MT. Based on the cubic capacity, how
many tons can the ship take of this cargo?
a. 26,217 MT
b. 38,957 MT
c. 26,271 MT
d. 38,579 MT
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Displacement
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DISPLACEMENT
Can be described in two ways:
(1) First, by way of displaced water. The displacement of a
floating ship is equal to mass of water which the submerged
portion of the ship displaces, (Archimedes Principle)
Buoyancy
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BUOYANCY
The upward thrust exerted by water on the submerged portion of
a body is called force of buoyancy.
Review:
Density is the amount of mass in a given volume
Density is a ratio or comparison of mass and volume
Density is how tightly packed the atoms of an object are
SEAM 4
FRESH WATER ALLOWANCE
Review:
Density
Activity:
Using previously taken up knowledge (physics), explain why the
draught of a ship decreases when it passes from fresh water to
sea water and vice versa. (the use of illustration is encouraged)
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FRESH WATER ALLOWANCE
SEAM 4
FRESH WATER ALLOWANCE
A hydrometer
is an instrument used to measure the specific gravity (relative
density) of liquids; that is, the ratio of the density of the liquid
to the density of water. A hydrometer is usually made of glass
and consists of a cylindrical stem and a bulb weighted with
mercury or lead shot to make it float upright.
SEAM 4
FRESH WATER ALLOWANCE
Hydrometer
SEAM 4
FRESH WATER ALLOWANCE
Answer:
Draft at DW = 13.454. Show your solution.
SEAM 4
DOCK WATER ALLOWANCE
Activity2:
The vessel MV Max Panama is fully loaded to her summer
displacement of 78,849 T. Find the mean draft if she is floating
in dock water density of 1.012 t/m3. TPC is 64.4T, and summer
draft = 13.295m
Answer:
Draft at DW = 13.452. Show your solution.
SEAM 4
Statical Stability
SEAM 4
STATICAL STABILITY
It is defined as the ability of a ship to regain its upright
equilibrium position, after the removal of external factor which
caused the vessel to heel at an angle.
It gives the stability information of a vessel under the condition
that the outside water is static.
It is expressed in terms of metacentric height. i.e. GM ( for
angle of heel up to 10 degree) and righting lever GZ ( for angle
of heel above 10 degree)
SEAM 4
STATICAL STABILITY
It’s unit is meter
Static stability at two different angle of heel can be the same.
Terms to remember:
1. Heel. A ship is said to be heeled when she is inclined by an
external force. For example, when the ship is inclined by the
action of the waves of wind
2. List. A ship is said to be listed when she is inclined by forces
within the ship. For example, when the ship is inclined by shifting
weight transversely within the ship. This is a fixed angle of heel
SEAM 4
STATICAL STABILITY
(G) The weight force of the ship is
considered to act at a point called center of
gravity. The location of the center of gravity
is described by the longitudinal, transverse
or vertical distance from a reference point.
Vertically, center of gravity is measured from
the keel and referred as KG.
SEAM 4
STATICAL STABILITY
(B) Up thrust force is buoyancy is
considered to act at the geometric center
of the submerged portion of the ship. The
point is called the center of buoyancy. The
location of the center of buoyancy is also
described by longitudinal and vertical
distances from a reference point. The
distance or height of center of buoyancy
from the keel is called KB.
SEAM 4
STATICAL STABILITY
The location of center of gravity (G) is
dependent on the distribution of weight on
the ship.
The location of center of buoyancy (B) is
dependent on the draft of the ship
SEAM 4
STATICAL STABILITY
The figure shows a ship which has
been inclined by an external force .
The centre of buoyancy has
moved from B to B1 parallel to gg1,
and the force of buoyancy (b) acts
vertically upwards through B1.
SEAM 4
STATICAL STABILITY
The weight of the ship (W) acts
vertically downwards through the
center of gravity (G).
The perpendicular distance
between the lines of action of the
forces (GZ) is called the righting
lever.
SEAM 4
STATICAL STABILITY
These two equal and opposite
forces produce a moment or couple
which may tend to right or capsize
the ship.
The moment is referred to as the
moment of statical stability.
SEAM 4
STATICAL STABILITY
The length of GZ will be different
at different angles of heel.
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STATICAL STABILITY
Taking moment about the centre
of gravity, the moment of statical
stability is equal to the product of
the righting lever and the
displacement, or:
Moment of statical stability = W x GZ
SEAM 4
Initial Stability
SEAM 4
INITIAL STABILITY
is the resistance of a boat to small
changes in the difference between the
vertical forces applied on its two sides.
( for angle of heel up to 10-15 degree)
Metacenter (M) is the intersection point
of the vertical line of force acting through
B1 with the original line of force of
buoyancy
SEAM 4
INITIAL STABILITY
Ѳ
for small angles of heel, M can be
considered as a fixed point on the
centreline on a diagram of a ship
The triangle is bounded by the points M,
G and Z. The legnth of the ship’s righting
arm, GZ, is directly proportional to the
length of GM.
GM is called the metacentric height.
SEAM 4
INITIAL STABILITY
Ѳ
At these “initial” stages of inclination, the
GM can be used as a measure of the
“initial stability” of a ship since GM is a
function of GZ and GZ is a function of
righting moment.
GZ = GM x sin Ѳ
As a general rule if initial stability of a ship
is improved, then stability at all angles of
inclination will also improve.
SEAM 4
INITIAL STABILITY M
At greater angles of inclination, M will
Ѳ
move and the metacenter cannot be
reckoned as a fixed point anymore. The
GZ is no longer equal to GM x sinѲ.
Calculating GZ must be resorted to by
using other methods.
for a cargo ship, the recommended
initial GM should not normally be less
than 0.15m
SEAM 4
INITIAL STABILITY
STIFF SHIP
Large GM when she heels,
GZ is large
Statical righting moment is large
Rolling period is short
Ex: War ships, olympic sailing boats
TENDER SHIP
Small GM when she heels,
GZ is small
Statical righting moment is small
Rolling period is long
Ex: Passenger ships, Cargo Ships
SEAM 4
INITIAL STABILITY
Hydrostatic Particulars of a ship
Hydrostatic particulars of a real ship will be different. Consider the ship
whose lines plan is shown below. At different draughts, the ship will have
different waterplane areas, volumes and centroids. Hence, the hydrostatic
particularly will vary as the draughts changes.
If areas, volumes, moments, centroids of the waterplanes and sections of
the ships can be calculated, hydrostatic particulars of a ship can be
obtained. These are calculated at the design stage, once the shape and size
of the ship has been decided.
SEAM 4
INITIAL STABILITY
Hydrostatic Particulars of a ship
The particulars can be presented in two forms, either as a set of curves
or in tabular format.
Note: GM = KM- KG
Angle of Loll
SEAM 4
ANGLE OF LOLL
Stability Conditions
The positions of Gravity and the Metacenter will indicate the initial stability
of a ship. Following damage, the ship will assume one of the following three
stability conditions:
1. Positive Stability
2. Neutral Stability
3. Negative Stability
SEAM 4
ANGLE OF LOLL
Stability Conditions
Positive Stability- The metacentre is
located above the ship’s center of
gravity. As the ship is inclined,
Righting Arms are created which tend
to return the ship to it’s original,
vertical position.
SEAM 4
ANGLE OF LOLL
Stability Conditions
Neutral Stability- The metacenter
and the ship’s center of gravity are in
the same location. As the ship is
inclined, no Righting Arms are
created. (until the metacenter starts
to move after the ship is inclined past
7o-10o)
SEAM 4
ANGLE OF LOLL
Stability Conditions
Negative Stability- The ship’s center
of gravity is located above the
metacenter. As the ship is inclined,
negative Righting Arms (called
upsetting arms) are created which
tend to capsize the ship.
SEAM 4
ANGLE OF LOLL
It has been shown
previously that a ship
having a negative initial
metacentric height will
be unstable when in-
clined to a small angle.
This is shown in the
figure.
SEAM 4
ANGLE OF LOLL
As the angle of heel
increases, the center
of buoyancy will
move out still further
to the low side. If the
center of buoyancy
moves out to a
position vertically
under G, the cap-
sizing moment will
have disappeared as
shown
SEAM 4
ANGLE OF LOLL
The angle of heel at
which this occurs is
called the Angle of
loll.
It will be noticed
that at the angle of
loll, the GZ is zero. G
remains on the
centre line.
SEAM 4
ANGLE OF LOLL
If the ship is heeled
beyond the angle of
loll from θ1 to θ2, the
center of buoyancy θ 2 > θ1
will move out still
further to the low
side, and there will
be a moment to
return her to the
angle of loll.
SEAM 4
ANGLE OF LOLL
From this it can be seen
that the ship will oscillate
about the angle of loll
instead of about the θ 2 > θ1
vertical
If the center of buoyancy
does not move out far
enough to get vertically
under G, the ship will
capsize
SEAM 4
ANGLE OF LOLL
The angle if loll will be to
port or starboard and
back to port depending on
external forces such as θ 2 > θ1
wind and waves. One
minute it may flop over to
3degPort and then
suddenly over to
3degStbd.
SEAM 4
ANGLE OF LOLL
There is always the danger that G will rise above M and create a
situation of unstable equilibrium. This will cause capsizing of the ship.
SEAM 4
Example: Using the given stability cross curves, find the GZs at 15-deg
intervals between 0 to 90 deg heel when the displacement is 35,000 T
and KG = 9m.
SEAM 4
CURVES OF STATICAL STABILITY
SEAM 4
CURVES OF STATICAL STABILITY
GZ cross curves of stability
Answer:
Can be found by erecting a perpendicular through 35,000 T and read off
the GZs from the left-hand scale
Angle of heel 0° 15° 30° 45° 60° 75° 90°
GZ in Meters 0 0.86 2.07 2.45 1.85 0.76 -0.5
SEAM 4
83.75°
b. Angle of vanishing GM curve
stability 83.75°
c. Maximum GZ = 2.39m Origin
occuring at 45° heel
d. Approximate GM = 1.4m
Vanishing
point
SEAM 4
CURVES OF STATICAL STABILITY
KN cross curves of stability
It must be emphasized that only the early part of the curve up to about 40°
heel can be regarded as giving a reasonable representation of the actual GZ
value, since beyond that it is probable that:
1. cargo will have shifted
2. Equipment will have broken loose
3. Water will have entered the ship
Thus making invalid the assumption that G does not shift.
SEAM 4
Let us now consider the effect on the center of gravity of a body when the
distribution of mass within the body is changed.
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of removing or discharging mass
In each of the below figures, G represents the centre of gravity.
“w” represents the mass on board that is being discharged with a distance of d
meters from G.
G to G1 represents the shift of the ship’s center of gravity due to discharging the
mass.
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of discharging mass
In figure (a), it will be
noticed that the mass is
vertically below G, and that
when discharged G will move
vertically upwards to G1
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of discharging mass
In figure (b), the mass is
vertically above G and the
ship’s centre of gravity will
move directly downwards to
G1
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of discharging mass
Where:
“w” = discharged mass
W = total displacement
d = distance of the mass
from G
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of loading mass
Where:
“w” =mass added
W = total displacement
d = distance of the mass
from G
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of discharging/ loading mass
To sum both cases on discharging and loading masses:
GG1 = w x d
meters
W
Where:
“w” =mass added/ removed
W = final displacement (after loading or discharging)
d = distance of the mass from G
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of shifting weights
In the figure, G represents the original
position of the gravity with a weight
of “w” tons in starboard side of the
lower hold having its center of gravity
in g1. It this weight is now discharged,
the ship’s center of gravity will move
from G to G1 directly away from g1.
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of shifting weights
When the same weight is reloaded on
deck with its center of gravity at g2
the ship’s center of gravity will move
from G1 to G2
From this, it can be seen that if the
weight had been shifted from g1 to g2,
the ship’s center of gravity would have
moved from G to G2
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of shifting weights
GG1 = w x d meters
W
Where:
“w” =mass moved
W = displacement of the ship
d = distance mass is moved
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of suspended weights
Consider the center of gravity of a
weight suspended from the head of a
derrick as shown on the figure.
It can be seen that whether the ship is
upright or inclined in either direction,
the point in the ship through which
the force of gravity may be considered
to act vertically downwards is g1, the
point of suspension.
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of suspended weights
Thus for any suspended weights
onboard, the centre of gravity is
considered to be at the point of
suspension.
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Effect of suspended weights
If the point of suspension is moved
horizontally, the centre of gravity of
the ship also moves horizontally
If the point of suspension is raised
or lowered, the centre of gravity of
the ship is raised or lowered
SEAM 4
MOVEMENT OF THE CENTER OF GRAVITY
Example Activity
A ship has a displacement of 15,800 T. Some containers with a total
weight of 60 T are moved from aft deck to the fore deck of the ship
at a distance of 83m. By how much will the ship’s LCG (longitudinal
center of gravity) move?
a. 0.513 going forward
b. 0.153 going aft
c. 0.315 going forward
d. 0.315 going aft
SEAM 4
tan θ = GG1
GM
= 0.12 = 0.20
0.60
Ans. List θ is = 11°18.5’
SEAM 4
LIST AND ITS CORRECTION
Example2:
A ship of 8000 tons displacement has KM= 8.7m and KG= 7.6m the
following weights are then loaded and discharged.
Load 250 tons cargo KG 6.1m and centre of gravity 7.6m to starboard of
the centerline
Load 300 tons fuel oil KG 0.6m and the centre of gravity 6.1m to port of
centerline
Discharge 50 tons of ballast KG 1.2m and center of gravity 4.6m to port of
centerline.
SEAM 4
LIST AND ITS CORRECTION
Example2:
Note: In this type of
problem, find the final
KG by taking moments
about the keel, and the
final distance of the
center of gravity from
the centerline by taking
moments about the
centerline.
SEAM 4
LIST AND ITS CORRECTION
Example2: Final KG = Final moment
Final displacement
Moments about the keel
= 62,445
Weight KG Moments
about the keel
8,500
8000 7.6 60,800 Final KG = 7.35 m
250 6.1 1,525
300 0.6 180 KM = 8.70m
-50 1.2 -60 Final KG = -7.35m
8500 62,445
Final GM = 1.35m
SEAM 4
LIST AND ITS CORRECTION
GG1 = Final moment
Example2: Final displacement
Moments about the centerline = -300
Weight d Listing 8,500
Moments GG1 = 0.035 m to starboard
+250 -7.6 -1,900
tan θ = GG1
+300 +6.1 +1,830
GM
-50 +4.6 -230
= -0.035 = -0.0259
-300 1.35
Ans. Final List θ is = 1°29’ to Stbd
Note: For levers to port, use +
For levers to stbd, use -
SEAM 4
LIST AND ITS CORRECTION
Example3:
A ship of 13,750 tons displacement has GM= 0.75m is listed 2.5° to stbd
and has yet to load 250 tons of cargo. There is space available in each
side of No. 3 tween deck (centre of gravity, 6.1m out from the centerline).
Find how much cargo to load on each side if the ship is to be upright on
completion of loading
SEAM 4
LIST AND ITS CORRECTION
Example3:
Load ‘w’ tons to port and (250-w) tons to stbd
In triangle GG1M:
GG1 = GM tan θ
= 0.75 tan2.5°
GG1 = 0.0328 m
SEAM 4
LIST AND ITS CORRECTION
Example3:
Moments about the centerline
If the ship is to Weight d Listing
Moments
complete loading
13,750 -0.0328 -451
upright, then
w +6.1 +6.1w
Listing Moment
(250-w) -6.1 -(1525-6.1w)
must be zero
0
Hint:
1. Always make a sketch from the given information
2. Use a moment of weight table
3. Use values from table to calculate the final requested data.
SEAM 4
When the tank is completely filled with a liquid, the liquid cannot move
within the tank when the ship heels. For this reason, as far as stability
is concerned, the liquid may be considered as a static weight having
its center of gravity at the center of gravity of the liquid within the
tank.
Now consider the same ship floating at the same draft and having the
same KG, but increase the depth of the tank so that liquid now only
partially fills as show on the next figure.
SEAM 4
EFFECT OF SLACK TANKS
When the ship heels, as shown, the
liquid flows to the low side of the tank
such that its center of gravity shifts
from g to g1. This will cause the ship’s
center of gravity to shift from G to G1,
parallel to gg1.
SEAM 4
EFFECT OF SLACK TANKS
This indicates that the effect of the free
surface is to reduce the effective
metacentric height from GM to GvM.
GGv is therefore the virtual loss of GM
due to the free surface.
Any loss in GM is a loss in stability.
SEAM 4
EFFECT OF SLACK TANKS
If free surface be created in a ship with a
small initial metacentric height, the
virtual loss of GM due to the free
surface may result in a negative
metacentric height.
This would cause the ship to take up an
angle of loll which may be dangerous
and in any case is undesirable.
SEAM 4
EFFECT OF SLACK TANKS
This should be borne in mind when
considering whether or not to run
water ballast into tanks to correct an
angle of loll, or to increase the GM.
Until the tank is full there will be a
virtual loss of GM due to the free
surface effect of the liquid.
SEAM 4
EFFECT OF SLACK TANKS
The increase in KG is affected mainly by
the breadth of the free surface and is
not dependent upon the mass of liquid
in the tank.
In tankers the tanks are often
constructed with a longitudinal
subdivision to reduce the breadth of
free surface.
SEAM 4
Causes of Trim:
1. Moving loads fore and aft from one point to another changes the
trim of the ship but not the mean draft
2. Adding or removing loads to and from the ship will involve a
decrease or increase of the mean draft as well as a change in trim
3. The change in water density where the ship floating changes the
mean draft as well as the trim of the ship.
SEAM 4
TRIM AND DRAUGHT CALCULATIONS
When on even keel, the center of
gravity (G) and the center of
buoyancy (B) will be in the same
vertical line.
Now, let a weight ‘w’, already on
board, be shifted aft through a
distance ‘d’. This causes the center
of gravity of the ship to shift from G
to G to G1 parallel to the shift of the
center of gravity shifted.
SEAM 4
TRIM AND DRAUGHT CALCULATIONS
GG1 = w x d
W
or W x GG1 = w x d
A trimming moment of W x GG1 is
produced, but W x GG1 = w x d,
Therefore,
The trimming moment = w x d
SEAM 4
TRIM AND DRAUGHT CALCULATIONS
The ship will now trim until the
centers of gravity and buoyancy are
again in the same vertical line.
Point F, the point about which the
ship trims, is the center of gravity of
the water-plane area.
The point F is called the ‘center of
flotation’ or ‘tipping center’
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TRIM AND DRAUGHT CALCULATIONS
A vessel with a rectangular water-
plane has its centre of flotation on
the centre line amidships but, on a
ship, it may be a little forward or
abaft amidships, depending on the
shape of the water-plane.
In trim problems, unless stated
otherwise, it is to be assumed that
the center of flotation is situated
amidships.
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TRIM AND DRAUGHT CALCULATIONS
A vessel with a rectangular water-
plane has its centre of flotation on
the centre line amidships but, on a
ship, it may be a little forward or
abaft amidships, depending on the
shape of the water-plane.
In trim problems, unless stated
otherwise, it is to be assumed that
the center of flotation is situated
amidships.
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TRIM AND DRAUGHT CALCULATIONS
The moment to change trim one centimetre (denoted by MCT 1 cm or MCTC)
The MCT 1 cm or MCTC, is the moment required to change trim by 1 cm,
and may be calculated by using the formula:
MCT 1 cm = W x GML
tons m/cm
100L
Where
W = the vessel’s displacement in tonnes
GML = the longitudinal metacentric height in meters
L = the vessel’s length in meters.
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TRIM AND DRAUGHT CALCULATIONS
Change of draft forward and aft due to change of trim
When a ship changes trim it will obviously cause a change in the drafts
forward and aft.
One of these will be increased and the other decreased.
Observe properly the next slide
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TRIM AND DRAUGHT CALCULATIONS
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TRIM AND DRAUGHT CALCULATIONS
Trimming moment = displacement x trimming arm
Trimming moment = displacement x horizontal distance of GG1
At even keel the LCG and LCB are equal, hence the LCG at even keel can be
substituted by the value of LCB, Thus trimming arm also equals
Trimming arm (GB) = LCG-LCB
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TRIM AND DRAUGHT CALCULATIONS
Trim = Trimming moment
meters (the unit of trim is meter)
MTC x 100
or
Trim = Displacement x trimming arm meters
MTC x 100
or
Trim = Displacement x (LCG-LCB)
meters
MTC x 100
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TRIM AND DRAUGHT CALCULATIONS
Change of Trim = Trimming moment cm
MTC 1 cm
where
Change of draft (aft)= l X Change of trim cm l = the distance of the center of
L flotation from aft in meters
L = the ship’s length in meters
Therefore,
Change of draft (fwd) = Change of trim – Change of draft (aft)
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TRIM AND DRAUGHT CALCULATIONS
Change of Trim = Trimming moment cm
MTC 1 cm where
Change of draft (aft)= l X Change of trim cm l = the distance of the center of
L flotation from aft in meters
L = the ship’s length in meters
Change of draft (fwd)= (L – l) X Change of trim cm
or L
Change of draft (fwd) = Change of trim – Change of draft (aft)
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TRIM AND DRAUGHT CALCULATIONS
Example1:
A ship 126 m long is floating at drafts of 5.5m F and 6.5m A. The center of
flotation is 3m aft of amidships. MCT 1cm = 240 tons-m. Displacement =
6000 tons. Find the new drafts if a weight of 120 tons already on board is
shifted forward a distance of 45 meters.
Solution: Trimming moment = w x d
= 120 x 45
= 5,400 tons m by the head
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TRIM AND DRAUGHT CALCULATIONS
Example1:
A ship 126 m long is floating at drafts of 5.5m F and 6.5m A. The center of
flotation is 3m aft of amidships. MCT 1cm = 240 tons-m. Displacement =
6000 tons. Find the new drafts if a weight of 120 tons already on board is
shifted forward a distance of 45 meters.
Solution: Change of trim = Trimming moment/ MCT 1 cm
= 5,400 / 240
= 22.5 cm by the head
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TRIM AND DRAUGHT CALCULATIONS
Example1:
A ship 126 m long is floating at drafts of 5.5m F and 6.5m A. The center of
flotation is 3m aft of amidships. MCT 1cm = 240 tons-m. Displacement =
6000 tons. Find the new drafts if a weight of 120 tons already on board is
shifted forward a distance of 45 meters.
Solution: Change of draft (aft) = l / L x Change of Trim
= 60 / 126 x 22.5
= 10.7 cm
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TRIM AND DRAUGHT CALCULATIONS
Example1:
A ship 126 m long is floating at drafts of 5.5m F and 6.5m A. The center of
flotation is 3m aft of amidships. MCT 1cm = 240 tons-m. Displacement =
6000 tons. Find the new drafts if a weight of 120 tons already on board is
shifted forward a distance of 45 meters.
Solution: Change of draft (fwd) = (L-l) / L x Change of Trim
= (126 - 60) / 126 x 22.5
= 66/126 x 22.5
= 11.8 cm
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TRIM AND DRAUGHT CALCULATIONS
Example1:
A ship 126 m long is floating at drafts of 5.5m F and 6.5m A. The center of
flotation is 3m aft of amidships. MCT 1cm = 240 tons-m. Displacement =
6000 tons. Find the new drafts if a weight of 120 tons already on board is
shifted forward a distance of 45 meters.
Solution:
Original Drafts 6.500 m A 5.500 m F
Change due to trim -.107 m +0.118 m
Answers New drafts 6. 393 m A 5.618 m F
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TRIM AND DRAUGHT CALCULATIONS
Activity:
A ship 100m long, and with a displacement of 2,200 tons, has a longitudinal
metacentric height of 150m. The present drafts are 5.2m F and 5.3m A.
Centre of flotation is 3m aft of amidships. Find the new drafts if a weight
of 5 tons already onboard is shifted aft through a distance of 60m.
Hint: Review the formula for finding MCTC.
Show your complete solution.
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TRIM AND DRAUGHT CALCULATIONS
Effect of Loading and/or Discharging weights
When a weight is loaded at the centre of flotation it will produce no
trimming moment, but the ship’s drafts will increase uniformly so
that the ship displaces and extra weight of water equal to the weight
loaded.
When a weight is loaded away from the centre of flotation, it will cause
both a bodily sinkage and a change of trim.
When a weight is discharge away from the centre of flotation, it will
cause a bodily rise and a change of trim.
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TRIM AND DRAUGHT CALCULATIONS
Effect of Loading and/or Discharging weights
Bodily sinkage/ rise = w
TPC
Added or subtracted from the original drafts depending on
operation:
Loading – Added to original draft
Discharging- Subtracted from draft
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TRIM AND DRAUGHT CALCULATIONS
Example:
A ship 90m long, is floating at drafts 4.5m F and 5.0m A . The Centre of
flotation is 1.5m aft of amidships. TPC 10 tonnes. MCTC 120 tons m. Find
the new drafts if a weight of 450 tons already onboard is loaded in a
position 14m forward if amidships.
Solution: Bodily sinkage = w / TPC
= 450 / 10
Bodily sinkage = 45 cm (to be added on original draft)
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TRIM AND DRAUGHT CALCULATIONS
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TRIM AND DRAUGHT CALCULATIONS
Example:
A ship 90m long, is floating at drafts 4.5m F and 5.0m A . The Centre of
flotation is 1.5m aft of amidships. TPC 10 tonnes. MCTC 120 tons m. Find
the new drafts if a weight of 450 tons already onboard is loaded in a
position 14m forward if amidships.
Solution: Change of trim = Trim moment / MCTC
= (450 x 15.5) / 120
Change of trim = 58.12 cm by the head
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TRIM AND DRAUGHT CALCULATIONS
Example:
A ship 90m long, is floating at drafts 4.5m F and 5.0m A . The Centre of
flotation is 1.5m aft of amidships. TPC 10 tonnes. MCTC 120 tons m. Find
the new drafts if a weight of 450 tons already onboard is loaded in a
position 14m forward if amidships.
Solution: Change of draft (aft) = l / L x Change of Trim
= 43.5 / 90 x 58.12
= 28.09 cm
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TRIM AND DRAUGHT CALCULATIONS
Example:
A ship 90m long, is floating at drafts 4.5m F and 5.0m A . The Centre of
flotation is 1.5m aft of amidships. TPC 10 tonnes. MCTC 120 tons m. Find
the new drafts if a weight of 450 tons already onboard is loaded in a
position 14m forward if amidships.
Solution: Change of draft (fwd) = (L-l) / L x Change of Trim
= (90 – 43.5) / 90 x 58.12
= 46.5 /90 x 58.12
= 30.03 cm
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TRIM AND DRAUGHT CALCULATIONS
Example:
A ship 90m long, is floating at drafts 4.5m F and 5.0m A . The Centre of
flotation is 1.5m aft of amidships. TPC 10 tonnes. MCTC 120 tons m. Find
the new drafts if a weight of 450 tons already onboard is loaded in a
position 14m forward if amidships.
Solution: Original Drafts 5.00 m A 4.500 m F
Bodily Sinkage +0.450 m +0.450 m
5.540 m 4.950 m
Change due to Trim -0.281 m +0.300 m
Answers New drafts 5.169 m A 5.250 m F
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TRIM AND DRAUGHT CALCULATIONS
Activity1:
A box-shaped vessel 40m x 60m x 3m is floating in salt water on an evel keel
at 2m draft F and A. Find the new drafts if a weight of 35 tons is discharged
from a position 6m from forward. MCTC = 8.4 tons m.
Hint: Review the formula for finding TPC.
Show your complete solution.
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TRIM AND DRAUGHT CALCULATIONS
Example2:
A ship 100m long, arrives in port with drafts 3m F and 4.3m A . TPC 10 tons
and MCTC 120 tons m. The Centre of flotation is 3m aft of amidships. If 80
tons of cargo is loaded in a position 24m forward of amidships and 50
tones of cargo discharged from 12m aft of amidships, find the new drafts.
Solution: Bodily sinkage = w / TPC
Cargo Loaded 80 tons = 40/ 10
Cargo Discharged 40 tons = 4 cm (to be added on original draft)
Net loaded 40 tons
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TRIM AND DRAUGHT CALCULATIONS
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TRIM AND DRAUGHT CALCULATIONS
Example2:
A ship 100m long, arrives in port with drafts 3m F and 4.3m A . TPC 10 tons
and MCTC 120 tons m. The Centre of flotation is 3m aft of amidships. If 80
tons of cargo is loaded in a position 24m forward of amidships and 50
tones of cargo discharged from 12m aft of amidships, find the new drafts.
Solution: To find change of trim, take moments about the centre of flotation.
Weight Distance from Moment to change trim by
C.F. If resultant moment
head stern
is - negative sign, it
+80 -27 -2160 means by the head
-40 +9 -360
-2520
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TRIM AND DRAUGHT CALCULATIONS
Example2:
A ship 100m long, arrives in port with drafts 3m F and 4.3m A . TPC 10 tons
and MCTC 120 tons m. The Centre of flotation is 3m aft of amidships. If 80
tons of cargo is loaded in a position 24m forward of amidships and 50
tones of cargo discharged from 12m aft of amidships, find the new drafts.
Solution: Change of trim = Trim moment / MCTC
= 2520/ 120
Change of trim = 21 cm by the head
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TRIM AND DRAUGHT CALCULATIONS
Example2:
A ship 100m long, arrives in port with drafts 3m F and 4.3m A . TPC 10 tons
and MCTC 120 tons m. The Centre of flotation is 3m aft of amidships. If 80
tons of cargo is loaded in a position 24m forward of amidships and 50
tones of cargo discharged from 12m aft of amidships, find the new drafts.
Solution: Change of draft (aft) = l / L x Change of Trim
= 47 / 100 x 21
= 9.87 cm
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TRIM AND DRAUGHT CALCULATIONS
Example2:
A ship 100m long, arrives in port with drafts 3m F and 4.3m A . TPC 10 tons
and MCTC 120 tons m. The Centre of flotation is 3m aft of amidships. If 80
tons of cargo is loaded in a position 24m forward of amidships and 50
tones of cargo discharged from 12m aft of amidships, find the new drafts.
Solution: Change of draft (fwd) = (L-l) / L x Change of Trim
= (100 – 47) / 100 x 21
= 53 /100 x 21
= 11.13 cm
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TRIM AND DRAUGHT CALCULATIONS
Example2:
A ship 100m long, arrives in port with drafts 3m F and 4.3m A . TPC 10 tons
and MCTC 120 tons m. The Centre of flotation is 3m aft of amidships. If 80
tons of cargo is loaded in a position 24m forward of amidships and 50
tones of cargo discharged from 12m aft of amidships, find the new drafts.
Solution: Original Drafts 4.300 m A 3.00 m F
Bodily Sinkage +0.040 m +0.040 m
4.340 m 3.040 m
Change due to Trim -0.099 m +0.111 m
Answers New drafts 4.241 m A 3.151 m F
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TRIM AND DRAUGHT CALCULATIONS
Activity2:
A ship of 6000 tons displacement has drafts of 7m F and 8m A. MCT1 cm 100 tons m,
TPC 20 tons, center of flotation is amidships; 500 tons of cargo is discharged from each
of the following four holds:
• No. 1 hold, centre of gravity 40m forward of amidships
• No. 2 hold, centre of gravity 25m forward of amidships
• No. 3 hold, centre of gravity 20m aft of amidships
• No. 4 hold, centre of gravity 50m aft of amidships
The following bunkers are also loaded:
• 150 tons at 12m forward of amidships
• 50 tons at 15 m aft of amidships.
Find the new drafts forward and aft. Show your solution
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TRIM AND DRAUGHT CALCULATIONS
Using the hydrostatic curves.
After the end drafts have been taken it is necessary to interpolate to find
the ‘mean draft’. This is the draft immediately below the LCF, which may
be aft, forward or even at amidships. This draft can be labeled dH.
Next slide shows an example of hydrostatic values for a 135.5m general
cargo ship about 10,000 tons deadweight.
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TRIM AND DRAUGHT CALCULATIONS
Given either the draft or displacement of the ship, the change in draft
(either increase or decrease) can be estimated by:
1. Using FWA
2. Using DWA
3. Using the formula
4. Using the Hydrostatic Tables
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To find the new draft, apply the change in draft to the old draft as:
Example: MV Max is 78,849 MT at draft of 13.295 in SW, Find the FWA and her draft when floating in FW. 64.4 TPC
Solution:
FWA = Displ / 4 x TPC
FWA = 78,849 / 4 x 64.4
FWA = 306 mm or 0.306 m
SW mean draft = 13.295 m
FWA = 0.306 m
FW mean draft = 13.601 m
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DWA = change in draft when a vessel is operating from SW then to density between FW and
SW or vice versa.
Solution:
Note:
• In the event of more than one weight being loaded or
discharged, the net weight loaded or discharged is used
to find the net bodily increase or decrease in draft, and
the resultant trimming moment is used to find the change
of trim.
• Also, when the net weight loaded or discharged is large, it
may be necessary to use the TPC and MCT at the original
draft to find the approximate new drafts, and then rework
the problem using the TPC and MCT 1cm for the mean of
the old and the new drafts to find a more accurate result.
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Example: A ship 100 m long arrives in port with drafts 3 m F and 4.3m A. TPC 10 tonnes.
MCT 1 cm 120 tonnes m. The centre of flotation is 3 m aft of amidships. If 80 tonnes of
cargo is loaded in a position 24 m forward of amidships and 40 tonnes of cargo is
discharged from 12 m aft of amidships, what are the new drafts?
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Example: A ship of 6000 tonnes displacement has drafts 7 m F and 8 m A. MCT 1 cm 100
tonnes m, TPC 20 tonnes, centre of flotation is amidships; 500 tonnes of cargo is discharged
from each of the following four holds:
No. 1 hold, centre of gravity 40 m forward of amidships
No. 2 hold, centre of gravity 25 m forward of amidships
No. 3 hold, centre of gravity 20 m aft of amidships
No. 4 hold, centre of gravity 50 m aft of amidships
The following bunkers are also loaded:
150 tonnes at 12 m forward of amidships
50 tonnes at 15 m aft of amidships
Find the new drafts forward and aft.
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Example: A ship arrives in port trimmed 25 cm by the stern. The centre of flotation is
amidships. MCT 1 cm 100 tonnes m. A total of 3800 tonnes of cargo is to be discharged
from 4 holds, and 360 tonnes of bunkers loaded in No. 4 double bottom tank; 1200 tonnes
of the cargo is to be discharged from No. 2 hold and 600 tonnes from No. 3 hold. Find the
amount to be discharged from Nos. 1 and 4 holds if the ship is to complete on an even keel.
Centre of gravity of No. 1 hold is 50 m forward of the centre of flotation
Centre of gravity of No. 2 hold is 30 m forward of the centre of flotation
Centre of gravity of No. 3 hold is 20 m abaft of the centre of flotation
Centre of gravity of No. 4 hold is 45 m abaft of the centre of flotation
Centre of gravity of No. 4 DB tank is 5 m abaft of the centre of flotation
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Total cargo to be discharged from 4 holds 3800 tonnes
Total cargo to be discharged from Nos. 2 and 3 1800 tonnes
Total cargo to be discharged from Nos. 1 and 4 2000 tonnes
The moment to change trim by the head = The moment to change trim by the stern.
Let the centre of flotation be ‘x’ metres aft of amidships. Taking moments, then,
If the angle between the new and old verticals is equal to , then the angle between the
new and old horizontals must also be equal to (the angle between two straight lines
being equal to the angle between their normals).
It will also be seen in Figure that the triangles GG1ML and CDE are similar triangles.
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STABILITY
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DYNAMICAL STABILITY
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DYNAMICAL STABILITY
• Defined as the work done in
inclining a ship.
• Consider the ship shown in Figure.
When the ship is upright the force
‘W’ acts upwards through B and
downwards through G.
• These forces act throughout the
inclination; b = w.
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• This is known as Moseley’s formula for dynamical stability.
• If the curve of statical stability for a ship has been constructed the
dynamical stability to any angle of heel may be found by multiplying
the area under the curve to the angle concerned by the vessel’s
displacement. i.e.
• Dynamical stability = W x Area under the stability curve
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• It should be noted that in finding the area under the stability curve by
the use of Simpson’s Rules, the common interval must be expressed in
radians:
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• For small angles of roll in still water, the initial metacentric height, GMo is given
by:
GMo= [fB / Tr]2
Where:
f = rolling factor
B = breadth of the ship
Tr = rolling period in seconds
• The formula may be given as:
GMo= F / Tr2
Where the F-value is provided by the Administration
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• For small angles of roll in still water, the initial metacentric height, GMo is given
by:
GMo= [fB / Tr]2
Where:
f = rolling factor
B = breadth of the ship
Tr = rolling period in seconds
• The formula may be given as:
GMo= F / Tr2
Where the F-value is provided by the Administration
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Test Procedure in determining the approx. GM by Rolling Period Test
The rolling period required is the time for one complete oscillation of the ship and to
ensure the most accurate results in obtaining this value the following precautions
should be observed:
1. The test should be conducted with the ship in harbour, in smooth water with the
minimum interference from the wind and tide.
2. Starting with the ship at the extreme and of a roll to one side (say port) and the ship
about to move towards the upright, one complete oscillation will have been made
when the ship has moved right across to the other extreme side (i.e. starboard) and
returned to the original starting point and is about to commence the next roll.
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3. By means of stop-watch, the time should be taken for not less than about
five of these complete oscillations; the counting of these oscillations
should begin when the ship is at the extreme end of a roll. After allowing
the roll to completely fade away, this operation should be repeated at
least twice more. If possible, in every case the same number of complete
oscillations should be timed to establish that the readings are consistent,
i.e. repeating themselves within reasonable limits. Knowing the total time
for the total number of oscillations made, the mean time for one complete
oscillation can be calculated.
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4. The ship can be made to roll by:
• rhythmically lifting up and putting down a weight as far off the middle-line as
possible;
• by pulling on the mast with a rope;
• by people running athwartships in unison; or by any other means.
However, and this most important, as soon as this forced rolling has commenced, the
means by which it has been induced should be stopped and the ship allowed to roll
freely and naturally. If rolling has been induced by lowering or raising a weight it is
preferable that the weight is moved by a dockside crane. If the ship’s own derrick is
used, the weight should be placed on the deck, at the middle-line, as soon as the
rolling is established.
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5. The timing and counting of the oscillations should only begin when it is judged that the
ship is rolling freely and naturally, and only as much as is necessary to accurately count
these oscillations.
6. The mooring should be slack and the ship “breasted off” to avoid making any contact
during its rolling. To check this, and also get some idea of the number of oscillations
that can be reasonably counted and timed, a preliminary rolling test should be made
before starting to record actual times.
7. Care should be taken to ensure that there is a reasonable clearance of water unde the
keel and at the sides of the ship.
8. Weights of reasonable size which are liable to swing (e.g. lifeboat), or liable to move
(e.g. a drum), should be secured against such movement. The free surface effects of
slack tanks should be kept as small as is practicable during the test and the voyage.
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LIMITATION to the use of this method:
• A long period of roll, corresponding to a GM0 of 0.20 m or below, indicates a condition
of low stability. However, under such circumstances, accuracy in determination of the
actual value of GM0 is reduced.
• If, for some reason, these rolling test are carried out in open, deep but smooth waters,
inducing the roll, for example, by putting over the helm, then the GM0 calculated by
using the method and coefficient should be reduced by (figure to estimated by the
Administration) to obtain the final answer.
• The determination of stability by means of the rolling test in disturbed waters should
only be regards as a very approximate estimation.
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• Figure below shows the resulting rolling periods based on the Rolling Period formula,
with the variables of GMT up to 5 m and breadth B up to 60m incorporated.
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Inclining test
•An inclining test is a test performed on
a ship to determine its stability, lightship
weight and the coordinates of its center of
gravity.
•The test is applied to newly constructed
ships greater than 24m in length, and to
ships altered in ways that could affect
stability.
•Inclining test procedures are specified by
the International Maritime Organization
and other international associations.
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ROLLING OF SHIPS
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ROLLING OF SHIPS
• The time period of roll is
completely independent of the
actual amplitude of the roll so
long as it is a small angle.
• The time period of roll varies
directly as K, the radius of
gyration. Hence if the radius of
gyration is increased, then the
time period is also increased. K
may be increased by moving
weights away from the axis of
oscillation. Average K value is
about 0.35 x Br. Mld.
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ROLLING OF SHIPS
• The time period of roll varies
inversely as the square root of
the initial metacentric height.
Therefore ships with a large
GM will have a short period
and those with a small GM will
have a long period.
• The time period of roll will
change when weights are
loaded, discharged or shifted
within a ship, as this usually
affects both the radius of
gyration and the initial
metacentric height.
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Several anti-rolling devices have
been designed to reduce rolling:
• bilge keels,
• anti-rolling tanks
• and stabilizing fins
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• A ship generally heels when turning
• While turning, the ship is subject to an acceleration towards the centre of the turn
• The force producing the acceleration acts at the underwater centre of lateral
resistance, which is situated at about half-draught above the keel
• The force in the above statement is called the centripetal force, given by:
F = Mv2 / r
Where: M = mass of the ship in tonnes
v = speed in metres per second
r= radius of turn in metres
F = centripetal force in kilonewtons
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• There are, thus, three parallel forces to consider when calculating the effect
of the force P on the ship’s stability.
• Two of these forces may be replaced by their resultant in order to find the
effective metacentric height and the moment of statical stability.
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Method (a)
• In the figure, consider 2 parallel forces P and (W – P).
Their resultant W will act upwards through M1 such
that:
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• There are now two forces to consider: W acting
upwards through M1 and W acting downwards
through G.
• These produce a righting moment of W x GM1 x sin .
• Note also that the original metacentric height was
GM but has now been reduced to GM1.
• Therefore MM1 is the virtual loss of metacentric
height due to drydocking. Or,
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Method (b)
• Now consider the two parallel forces W and
P in the Figure. Their resultant (W x P) acts
downwards through G1 such that:
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• There are now two forces to consider: (W - P) acting
upwards through M and (W - P) acting downwards
through G1. These produce a righting moment of (W
P) x G1M x sin
• The original metacentric height was GM but has now
been reduced to G1M. Therefore GG1 is the virtual
loss of metacentric height due to drydocking. Or,
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The virtual loss of GM after taking the blocks overall
• When a ship takes the blocks overall, the water level will then fall uniformly about
the ship, and for each centimetre fallen by the water level P will be increased by a
number of tonnes equal to the TPC. Also, the force P at any time during the
operation will be equal to the difference between the weight of the ship and the
weight of water she is displacing at that time.
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Example
• A ship of 5000 tonnes displacement enters a drydock on an even keel.
KM = 6m, KG = 5.5m and TPC = 50 tonnes. Find the virtual loss of
metacentric height after the ship has taken the blocks and the water
has fallen another 0.24 m.
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Example
• A ship of 5000 tonnes displacement enters a drydock on an even keel. KM = 6m, KG = 5.5m and
TPC = 50 tonnes. Find the virtual loss of metacentric height after the ship has taken the blocks
and the water has fallen another 0.24 m.
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Example
• A ship of 5000 tonnes displacement enters a drydock on an even keel. KM = 6m, KG = 5.5m and
TPC = 50 tonnes. Find the virtual loss of metacentric height after the ship has taken the blocks
and the water has fallen another 0.24 m.
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Case 1
• The beam AB in the Figure is fixed at one end only and carries a
weight ‘W’ at the other end.
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Case 1 (cont…)
• If the weight of the beam is ignored then
at any point Y in the beam, which is at
distance X from the end B, there is a
positive shearing force W and a positive
bending moment W x X. There is thus a
positive shearing force W at all sections
throughout the length of the beam.
• This is shown graphically in the Figure
where AB represents the length of the
beam (l), and the ordinate AC, which
represents the shearing force at A, is
equal to the ordinate BD which
represents the shearing force at B.
SEAM 4
Case 1 (cont…)
• The bending moment at any section of
the beam is the algebraic sum of the
moments of forces acting on either
side of the section.
• In the present case, the only force to
consider is W which acts downwards
through the end B.
• Thus the bending moment at B is zero
and from B towards A the bending
moment increases, varying directly as
the distance from the end B.
SEAM 4
Case 1 (cont…)
• The maximum bending moment, which occurs
at A, is equal to W l. This is shown graphically
in the Figure by the straight line BGE.
• The shearing force and bending moment at
any point in the length of the beam can be
found from the graph by inspection.
• For example, at Y the shearing force is
represented by the ordinate YF and the
bending moment by the ordinate YG.
• It should be noted that the bending moment
at any point in the beam is equal to the area
under the shearing force diagram from the end
of the beam to that point.
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Case 2
• Now consider a solid beam of constant cross-section which is supported at
one end as shown in Figure 49.8. Let w be the weight per unit length of the
beam.
SEAM 4
Case 2 (cont…)
• At any section Y in the beam, which is at distance ‘X’ from B, there is a
positive shearing force wX where wX is the weight of the beam up to that
section and, since the weight wX may be taken to act half-way along the
length X, there is a bending moment
• This is shown graphically in the Figure on the next slide, where AB
represents the length of the beam (l).
• The shearing force at B is zero and then increases towards A, varying directly
as X, to reach its maximum value at A of wl. This is represented in the Figure
by the straight line BFC.
SEAM 4
Case 2 (cont…)
• The bending moment at any
point in the beam is equal to
wX2/2. It is therefore zero at
B and then increases
towards A, varying directly
as X2, to reach its maximum
value of wl2/2 at A. The
curve of bending moments
is therefore a parabola and
is shown in the Figure by the
curve BGE.
SEAM 4
Case 2 (cont…)
• Since the bending moment at any section
is equal to the area under the shearing
force diagram from the end of the beam to
that section, it follows that the bending
moment curve may be drawn by first
calculating the area under the shearing
force diagram from the end of the beam to
various points along it and then plotting
these values as ordinates of the curve.
• For example, at section Y in the Figure the
ordinate YF represents the shearing force
at this section (wX), and the area under the
shearing force diagram between B and the
ordinate FY is equal to 1⁄2 x wX x X or
wX2/2.
• The ordinate YG could now be drawn to
scale to represent this value.
SEAM 4
Freely supported beams - Case I
• Consider now a beam which is simply supported at its ends, and loaded in the
middle as shown in the Figure. In this figure AB represents the length of the
beam (l) and W represents the load. If the weight of the beam is neglected
then the reaction at each support is equal to W/2, denoted by RA and RB.
SEAM 4
TORSIONAL STRESS
• When any body is subjected to a twisting
moment, which is commonly referred to as
torque, that body is said to be in ‘torsion’.
• A ship heading obliquely to a wave will be
subjected to righting moments of opposite
direction at its ends twisting the hull and putting
it in ‘torsion’.
• In most ships, torsional moments and stresses
are negligible but in ships with extremely wide
and long deck openings they are significant.
SEAM 4
TORSIONAL STRESS
• Wave-induced torsional stresses are allowed for
in the design of the ship
• Cargo-induced torsional stresses are a problem
mainly in container ships
• Classification societies specify maximum
permissible torsional moments at a number of
specified cargo bays
SEAM 4
• The broken stowage to be used in this formula is the broken stowage per
tonne of stow.
SEAM 4
Permeability, μ
• When a bilged compartment contains cargo, the formula for finding the
increase in draft must be amended to allow for the permeability. If ‘μ’
represents the permeability, expressed as a fraction, then the volume of lost
buoyancy will be ‘μv’ and the area of the intact water-plane will be ‘A - μv’
square metres. The formula then reads:
SEAM 4
Problem No. 1
• A box-shaped vessel is 64 metres long and is floating on an even keel at 3
metres draft. A compartment amidships is 12 m long and contains cargo
having a permeability of 25 per cent. Calculate the increase in the draft if this
compartment be bilged.
SEAM 4
Problem No. 2
• A box-shaped vessel 150m 20m 12 m is floating on an even keel at 5 metres
draft. Acompartment amidships is 15 metres long and contains timber of
relative density 0.8, and stowage factor 1.5 cubic metres per tonne. Calculate
the new draft if this compartment is now bilged.
SEAM 4
Problem No. 2
SEAM 4
Problem No. 3
• A ship is floating in salt water on
an even keel at 6 metres draft. TPC
is 20 tonnes. A rectangular-shaped
compartment amidships is 20
metres long, 10 metres wide and 4
metres deep. The compartment
contains cargo with permeability
25 per cent. Find the new draft if
this compartment is bilged.
SEAM 4
Angle of LOLL
When a ship with negative initial metacentric
height is inclined to a small angle, the
righting lever is negative, resulting in a
capsizing moment. This effect is shown in
the figure below, and it can be seen that
the ship will tend to heel still further.
SEAM 4
Angle of LOLL
At a large angel of heel the centre of buoyancy
will have moved further out the low side and
the force of buoyancy can no longer be
considered to act vertically upwards through
M, the initial metacentre.
If, by heeling still further, the centre of buoyancy
can move out far enough to lie vertically under
G the centre of Gravity, the righting lever and
thus the righting moment, will be zero.
SEAM 4
Angle of LOLL
The angle of heel of heel at which this occurs is
referred to as the angle of loll and may be defined
as the angle to which a ship with negative initial
metacentric height will lie rest in still water.
If the ship should now be inclined to an angle greater
than the angle of loll, the righting lever will be
positive, giving a moment to return the ship to the
angle of loll.
From this it can be seen that the ship will oscillate
about the angle of loll instead of the upright.
SEAM 4
Angle of LOLL
The curve of statical stability for a ship in this condition of loading is shown in the figure.
Note from the figure that the GZ at the angle of loll is zero. At angles of heel less than the
angle of loll the righting levers are negative, whilst beyond the angle of loll the righting
levers are positive up to the angle of vanishing stability.
Note how the range of stability in this case is measured from the angle of loll and not from
the ‘o-o’ axis.
SEAM 4
Angle of LOLL
To correct for loll the following should be observed:
1. Verify if it’s a LOLL not List
2. Lower the center of Gravity by:
a) Taking Ballast
b) Remove the cause
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Angle of LOLL
To calculate the angle of loll
Where:
Ѳ = the angle of loll
GM = a negative initial metacentric height
BM = the BM when upright
SEAM 4
Synchronous rolling
• Synchronous rolling takes place because of resonance between, the
natural period of roll of the ship & the natural period of the
oscillation of the waves. The rolling will gradually increase to high
capsizing values.
• If the synchronous rolling is encountered immediately alter the
course of the ship, if synchronism was occurring in on the original
course it will not occur at new course.
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Parametric Rolling
• During rough seas while moderately pitching the vessel rolls to one
side simultaneously because it is thrown up & down on water.The
bow is down inside water & ship has rolled to one side the sudden
immersion of large flare (this specially takes place in container
vessels since they have very large flares) causes the restoring
buoyancy force to push the bow upwards & to roll to other side. The
opposite happens to the other side & with in few cycles the angle of
roll will reach the large angles. The maximum angle of roll would
occur at the maximum dip of the bow during pitching.
SEAM 4
ACTIVITY:
Research the effects of side winds on ship stability.
List the main factors which affect the rolling period of a vessel.
SEAM 4
FIN