FREE SURFACE EFFECT ON

SHIP STABILITY

Submitted by

G. Vinod kumar
M100 420 CE
Over View of the presentation
LAW OF FLOATING BODIES

 A floating object has the property of buoyancy

 A floating body displaces a volume of water equal in weight to
the weight of the body.
 A body immersed (or floating) in water will be buoyed up by a
force equal to the weight of the water displaced.
STABILITY REFERENCE POINTS

Metacenter

G ravity

B uoyancy

K eel
CL
CENTER OF BUOYANCY (B)

 The centroid of the underwater volume of the ship is the location

where the resultant buoyant force acts.
RESERVE BUOYANCY
WATERLINE

B1

B “B” FOLLOWS THE

WATERLINE
WL
WL

BB BBB
CENTER OF GRAVITY (G)

 Point at which all weights could be concentrated.

 Center of gravity of a system of weights is found by taking
moments about an assumed center of gravity, moments are
summed and divided by the total weight of the system
 G moves towards the weight addition.
 G moves away from the weight removal.
 G1
G
G
G
G
G
G
G

KG1
KGo
META CENTER (M)

 The intersection of vertical lines through the center of buoyancy

of a floating body when it is at equilibrium and when it is floating
at an angle.
 The location of the metacenter is an indication of the stability of
a floating body.
 the metacenter will change positions in the vertical plane when
the ship's displacement changes.

“M” MOVES OPPOSITE OF “B”

LINEAR MEASUREMENTS IN STABILITY

M
GM  METACENTRIC HEIGHT
METACENTRIC RADIUS  BM
G
HEIGHT OF METACENTER  KM
B
KG  HEIGHT OF GRAVITY
CL

K
OVERALL STABILITY

 The horizontal distance between the positions of the ship’s

displacement vector and the buoyant force vector help
determine stability.
 The relationship changes when a ship is heeled by an external
moment.
External forces :- wind, waves
External moment:-
 It can be caused by wind pushing on one side of the vessel and
water resisting the motion on the other side.
 Each distributed force can be resolved into a resultant force
vector. The wind acts above the waterline and the water
resistance acts below the waterline.
Continued…..

 The two forces create couple because they are equal in

magnitude, opposite in direction, and not aligned.
 The couple causes rotation or heeling.
 The vessel will continue to rotate until it returns to Static
Equilibrium.
Internal forces :- The resultant weight , The resultant buoyancy
 Internal Forces create a Righting Moment to counter the
Upsetting Moment of the External Forces.
Internal Righting Moment

 The perpendicular distance between the Weight and the

Buoyancy Force vectors is defined as the RIGHTING ARM (GZ).
 The moment created by the resultant Weight and the resultant
Force of Buoyancy is defined as the RIGHTING MOMENT (RM). It
may be calculated by
RM  GZ   GZ F b

Where:
 RM is the internal righting moment of the ship
 s is displacement of the ship in
 Fb is the magnitude of the resultant buoyant force
 GZ is the righting arm
 M

OVERALL
STABILITY
G Z

B B1

RM = GZ x Wf
CL

FINAL DISPLACEMENT
 CURVE OF STATICAL STABILITY

 Shows the Heeling Angle () versus the righting arm (GZ).
 Assumes the vessel is heeled over quasi- statically in calm water.
Continued…..

 Predictions made by the Curves of Intact Statical Stability are

not accurate for dynamic seaways because additional external
forces and momentum are not included in the analysis.
 Since stability is a function of displacement, there is a different
curve for each displacement and KG! These are called the Cross
Curves.
RANGE OF STABILITY

 The range of angles for which there exists a positive righting

moment.
 The greater the range of stability, the less likely the ship will
capsize.
 If the ship is heeled to any angle in the range of stability, the ship
will exhibit an internal righting moment that will right the ship if
the external moment ceases
DYNAMICAL STABILITY
 The work done by quasi-statically rolling the ship through its
range of stability to the capsizing angle.
 It can be calculated by the the product of the ship’s displacement
with the area under the Curve of Intact Statical Stability.
 Does not account for the actual dynamics, because it neglects
the impact of waves and momentum.

MAXIMUM RIGHTING MOMENT

 The largest Static Moment the ship can produce.
 Calculated by multiplying the displacement of the vessel times
the maximum Righting Arm
 The larger the Maximum Righting Moment, the less likely the
vessel is to capsize.
 The angle of inclination where the maximum Righting Arm occurs
Is called angle of maximum righting arm.
Continued…..

MEASURE OF STIFINESS
 The initial slope of the intact statical stability curve indicates the
rate at which a righting arm is developed as the ship is heeled
over. This slope is GM.
 A steep initial slope indicates the rapid development of a righting
arm and the vessel is said to be stiff. Stiff vessels have short roll
periods and react strongly to external heeling moments.
 A small initial slope indicates the slower development of a
righting arm and the vessel is said to be tender. Tender vessel
have longer roll periods and react sluggishly to external heeling
moments.
FREE SURFACE EFFECT
 A free surface is fluid that is allowed to move freely, such as
water in a partially filled tank. As the ship lists, the fluid in the
tank moves.
 The fluid movement acts like a weight shift, causing the center of
gravity of the fluid to move which causes the ship's center of
gravity to shift in both the vertical and horizontal directions
 The effect of the vertical shift is negligible at small angles and is
discounted, but the horizontal (transverse) shift of the center of
gravity causes a decrease in the righting arm.
 The distance the center of gravity would have to rise to cause a
reduction in the righting arm equivalent to that caused by the
actual transverse shift is called the Free Surface Correction (FSC).
he righting arm (GZ).
 The position of this new center of gravity is called the "virtual"
center of gravity (Gv) and for GM effective meta center.
FREE SURFACE EFFECT

G3 Z3
G2
G GG2G2Z
G Z
2
G2 2 2

B1
B BB
1B11B
B 11
FREE SURFACE CORRECTION

G3

GG3

B1
FREE SURFACE CORRECTION

B3 x L = MOMENT OF
INERTIA
GG3 = SHIP'S
12 x 35 x Wf = DISPLACED
VOLUME

B = BREADTH OF COMPT
L = LENGTH OF COMPT
Wf = SHIP'S DISPLACEMENT
STATIC EFFECTS
 Virtual rise in center of gravity.
 Smaller range of stability.
 Smaller righting arm.
 Small angle at which maximum righting arm occurs.
 exaggerated list and trim if the ship is listing or trimming.

DYNAMIC EFFECTS
 It has nothing to do with the dynamic effects of the water
rushing back and forth.
 This effect is also detrimental but is not described by the free
surface correction.
 EXAMPLES Fire engine with out baffles.
 Baffles are a good way to minimize the dynamic effects of free
surface.
 CASE STUDY
GENERAL PARTICULARS
NAME OF SHIP SURYA PRATHAMA
TYPE PONTOON

MAIN PARTICULARS
LENGTH O.A. 97.054 m
LENGTH W.L 96.839 m
LENGTH B.P. 96.839 m
BEADTH MLD. 33.3 m
DRAFT 3.7 m
DISPLACEMENT 11080 T

TONNAGE
GROSS TONNAGE 18347.72 T
NET TONNAGE 1570.23T
 MODELLING OF THE SHIP
PLAN AND PROFILE VIEW
ISOMETRIC VIEW
TANK PLAN
 LOADING CONDITIONS

10 % ARRIVAL FSM =8623.68T-m

Light Weight = 3474 T
Total weight =11076.848T
VCG = 2.655 m
DISP = 11076.910 T
LCG = -0.468 m GMT UNCORR. = 24.854 m
LCB = -0.467 m
FREE SURF. = 0.779 m
LCF = -1.149 m
GMT CORR. = 24.076 m
TPC = 31.083 T
MTC = 222.587 m-t

TRIM = -0.001 m
MEAN DRAFT = 3.699 m

DRAFT FP = 3.700 m
Intact stability curve
COND: 10000000002 10% Arrival
DISPL= 11076.91 LCG= -0.47 VCG= 2.66
30.0

GMT
22.5
GZ IN METRES

15.0

7.5

GZ

0.0
0 15 30 45 60 75 90

ANGLE IN DEGREES -> Starboard

 100% Fully Loaded Departure
Light Weight = 3474 T FSM =6539.36T-m
Total weight =11068T

DISP = 11068.746 T
VCG = 2.509 m
LCG = -0.469 m
LCB = -0.469 m
GMT UNCORR. = 25.017 m
LCF = -1.149 m
FREE SURF. = 0.591 m
TPC = 31.083 T
GMT CORR. = 24.426 m
MTC = 222.587 m-t

TRIM = -0.001 m
MEAN DRAFT = 3.697 m

DRAFT FP = 3.697m
DRAFT AP = 3.696 m
Intact stability curve
COND: 10000000001 100% Fully Loaded Departure
DISPL= 11068.75 LCG= -0.47 GMT VCG= 2.51
22.5

15.0
GZ IN METRES

7.5
GZ

0.0

-7.5
0 15 30 45 60 75 90

ANGLE IN DEGREES -> Starboard