STABILITY

BASIC COARSE

CHAPTER 3
A-DENSITY B-RELATIVE DENSITY

A-DENSITY
DENSITY : DEFINDED AS THE MASS PER UNIT VOLUME MEASURED IN KG/M3 OR TON/M3 .

DENSITY = kg/m3 or T/m3

MASS IN KG OR TONS ---------------------------------VOLUME IN M3

VOLUME = L * B * D (LENGTH * BREADTH * DEPTH )

B-RELATIVE DENSITY
RELATIVE DENSITY:
DEFFINED AS THE RATIO BETWEEN THE DENSITY OF ANY LIQUID TO THE DENSITY OF FRESH WATER.
R.D = DENSITY OF ANY LIQUID DENSITY OF FRESH WATER
DENSITY OF FRESH WATER = 1000 KG/M3 OR 1.000 T/M3 DENSITY OF SALT WATER = 1025 KG/M3 OR 1.025 T/M3

CHAPTER 4
LAW OF FLOATATION

LAW OF FLOATATION
LAW OF FLOATATION THE MASS OF ANY SUBSTANCE IS EQUAL TO THE MASS OF THE WATER THE SUBSTANCE DISPLACES.
MASS OF SUBSTANCE = MASS OF WATER DISPLACED

AS THE SHIP MASS

AND

DENSITY OF SHIP * SHIPS . VOLUME ( L * B * DEPTH)

AS THE WATER MASS = DENSITY OF THE WATER * WATER VOLUME

DISPLACED BY THE PART UNDER WATER

SO

SHIPS MASS DENSITY OF SHIP * DEPTH

( L * B * DRAFT ) = WATER DISPLACED MASS = DENSITY OF WATER * DRAFT

LAW OF FLOATATION
THE WEIGHT OF ANY SHAPE IS ACTING ONLY AT A CERTAIN POINT WHICH IS CALLED CENTRE OF GRAVITY CENTRE OF GRAVITY : IS DEFINED AS A POINT WHERE THE SHIPS WEIGHT IS CONCENTRATED , THIS FORCE IS ACTING DOWNWARD & THE POINT ALWAYS LIES AT THE DEPTH OF THE SHAPE KG = DEPTH EXAMPLE DEPTH = 4m SO KG = 2m

DEPTH

LAW OF FLOATATION
THE CENTRE OF BOUYANCY IS DEFINED AS A POINT WHERE THE SHIPS BOUYANCY IS CONCENTRATED, THIS FORCE IS ACTING UPWARD ,AND ALWAYS CENTERED AT THE DRAFT . KB = DRAFT ,e.g; DRAFT = 4m , SO KB = 2m

W B

DRAFT

LAW OF FLOATATION
W KG = DEPTH DEPTH

DRAFT

G B K
KB = DRAFT

LAW OF FLOATATION
KG DEFINED AS THE HEIGHT THAT LIES BETWEEN THE KEEL & THE CENTRE of GRAVITY. KB DEFINED AS THE HEIGHT THAT LIES BETWEEN THE KEEL & THE CENTRE OF BOUYANCY. REMARK ( B FORCE , G FORCE ) BOTH FORCES ACTS AGAINEST EACH OTHER S , IF THE G FORCE INCREASED OVER THE B FORCE THE SHIP STARTS TO GO DOWN ;INCREASING THE SHIPS DRAFT BY THE DIFFRENCE IN FORCES .

RESERVE BOUYANCY
DEFINED AS THE SPACE THAT LIES BETWEEN THE WATER SURFACE AND THE FIRST WATER TIGHT INTEGRITY ( MAIN DECK).
RESERVE BOUYANCY = DEPTH - DRAFT OR RESERVE BOUYANCY = VOLUME OF SHIP - VOLUME UNDER WATER OR RESERVE BOUYANCY = AREA OF THE SHIP - AREA UNDER WATER

Reserve bouyancy

depth
Volume under water Area under water

draft

EFFECT OF DENSITY ON SHIPS VOLUME & DISPLACEMENT

A- BOX SHAPE VESSELS B- SHIP SHAPE VESSELS

CHAPTER 5

A-BOX SHAPED VESSELES

1-EFFECT OF DENSITY ON SHIPS VOLUME 2-EFFECT OF DENSITY ON SHIPDISPLACEMENT

EFFECT OF DENSITY ON SHIPS VOLUME & DISPLACEMENT

ANY BOX SHAPED VESSEL SAILS FROM ONE PORT TO ANOTHER CERTAIN CHANGES OCCURES OVER THE SHIP, AS A RESULT OF THE EFFECT OF DENSITY ON SHIPS VOLUME & DISPLACEMENT AS WE KNOW THAT THE
DENSITY = MASS kg VOLUME

A RELATION BETWEEN THE DENSITY & MASS WOULD BE ; DIRECT PROPORTION

DENSITY MASS ( DIRECT PROPORTION ) WHICH MEANS THAT WHEN DENSITY DECREASES THE MASS DECREASES WHEN DENSITY INCREASES THE MASS INCREASES

EFFECT OF DENSITY ON SHIPS VOLUME & DISPLACEMENT

A RELATION BETWEEN THE DENSITY & VOLUME WOULD BE ; INV. PROPORTION

DENSITY 1 / VOLUME ( INV. PROPORTION ) WHICH MEANS THAT WHEN WHEN DENSITY DECREASES THE VOLUME INCREASES DENSITY INCREASES THE VOLUME DECREASES

THE VOLUME IS THE SUM OF L * B * DRAFT , THE L & B NEVER CHANGE FROM PORT TO ANOTHER SO THE ONLY PARAMETER THAT CHANGES IS THE DRAFT ,THERFORE THE VOLUME CHANGES ASWELL

A-BOX SHAPED SHIPS

1-EFFECT OF DENSITY ON VOLUME

EFFECT OF DENSITY ON VOLUME

LETS SAY A BOX SHAPED VESSEL DISPLACES 20,000 TONS SAILED FROM PORT A HAS WATER DENSITY 1.OOO TO PORT B HAS WATER DENSITY 1.025 , ACCORDING TO THE RELATION BETWEEN DENSITY AND VOLUME INV.PROPORTIONS , WE DISCOVERS THAT AT PORT B, THE VOLUME WILL DECREASES AS THE WATER DENSITY INCREASES ( 1.000 PORT A TO 1.025 PORT B ) , WHILE THE SHIP STILL DISPLACES THE SAME 20,000TONS SINCE THE VOLUME = L * B * DRAFT , SO THE CHANGE IN THE VOLUME COMES FROM THE CHANGE IN THE DRAFT

EFFECT OF DENSITY ON VOLUME

SHIPS MASS AT PORT A = SHIPS MASS AT PORT B WHERE THE MASS = DENSITY * VOLUME
( OLD DENSITY * OLD DRAFT ) = ( NEW DENSITY * NEW DRAFT )

A-BOX SHAPED SHIPS

2-EFFECT OF DENSITY ON DISPLACEMENT

EFFECT OF DENSITY ON DISPLACEMENT

A BOX SHAPED VESSEL DISPLACES 20,000 TONS SAILED FROM PORT A OF WATER DENSITY 1.OOO & DRAFT 7.0 mtrs TO PORT B OF WATER DENSITY 1.025 , AS SHE ARRIVED TO PORT B , THE SHIPS DRAFT STAYED THE SAME 7.0 mtrs. DESPITE THE DENSITY IS ALREADY CHANGED FROM 1.000 TO 1.025 , THAT MEANS A CHANGE OCCURRED ON THE SHIPS DISPLACEMENT (MASS) YOU WILL FIND THE SHIP DISPLACEMENT BECAME 21,000 TONS AS EXAMPLE.

THE RELATION BETWEEN DENSITY & DISPLACEMENT (MASS) IS DIRECT PROPORTIONS ,AS A RESULT THE DISPLACEMENT INCREASED WHEN DENSITY INCREASED ( 1.000 TO 1.025)

EFFECT OF DENSITY ON DISPLACEMENT

SHIPS VOLUME AT PORT A = SHIPS VOLUME AT PORT B

THE SHIP DISPLACES THE SAME VOLUME OF WATER IN BOTH PORTS A & B WHERE THE VOLUME = OLD MASS ------------------------OLD DENSITY NEW MASS

---------------------NEW DENSITY

B- SHIP SHAPED VESSELS

EFFECT OF DENSITY ON SHIPS VOLUME & DISPLACEMENT

EFFECT OF DENSITY ON VOLUME & DISPLACEMENT

INORDER TO UNDER STAND THE EFFECT WE SHOULD VERY WELL UNDERSTAND THE PLYMSOL MARK ( DRAFT MEASURES)

FREE BOARD (RESERVE BOUYANCY )

230mm

Tropical Tropical F
FWA
54

Fresh Summer

300mm 540mm

Winter WNA

EFFECT OF DENSITY ON VOLUME & DISPLACEMENT

FWA ( FRESH WATER ALLOWANCE )

DEFINED AS THE NUMBER OF MM THAT INCREASES OR DECREASES IN SHIPS MEAN DRAFT WHEN THE SHIP SAILS FROM SALT WATER TO FRESH WATER & VISE VERSA

FWA = DISPLACEMENT 4 * TPC

T P C ( TONS PER CENTIMETRE)

DEFINED AS THE NUMBER OF TONS LOADED OR DISCHARGED INORDER TO CHANGE SHIPS DRAFT 1 CM IN SALT WATER

EFFECT OF DENSITY ON VOLUME & DISPLACEMENT

DWA (DOCK WATER ALLOWANCE)

DEFINED AS THE NUMBER OF MM THAT INCREASES OR DECREASES IN SHIPS MEAN DRAFT WHEN THE SHIP SAILS FROM SALT WATER TO DOCK WATER & VISE VERSA.

DW A =

FWA

(1.025 - DWD) ---------------------25

Example : FWA 200mm (0.2mtrs) , DW DENSITY = 1.015 SO DWA = 0.2 * ( 10 ) = 0.08 mtrs ( 80 mm )

25

EFFECT OF DENSITY ON VOLUME & DISPLACEMENT

IF THE SHIP SAILS FROM PORT A WHOSE WATER DENSITY IS 1.000 TO PORT B WHOSE WATER DENSITY IS 1.025 ( THE DENSITY INCREASED) , SO ACCORDING TO THE RELATION BETWEEN DENSITY & VOLUME. DENSITY 1 / VOLUME ( INV. PROPORTION ) WHICH MEANS THAT WHEN DENSITY DECREASES THE VOLUME INCREASES WHEN DENSITY INCREASES THE VOLUME DECREASES THE SHIPS DRAFT WILL DECREASES , THE VALUE OF DRAFT DECREASING EQUALS THE FWA. Eg. SHIP SHAPE V/L SAILED FROM PORT A WITH DENSITY 1.000 TO PORT B WITH DENSITY 1.025 FWA 200MM .OLD DRAFT 7.0mtrs so the new draft will decrease to 7.0 mt - FWA 200MM ( 20CM, 0.2mt ) 7 - 0.2 = 6.8 mt ( NEW DRAFT )

EFFECT OF DENSITY ON VOLUME & DISPLACEMENT

EXAMPLE SHIP SHAPE V/L SAILED FROM PORT A WITH DENSITY 1.025 TO PORT B WITH DENSITY 1.015 FWA 200MM .OLD DRAFT 7.0mtrs , DWA 200MM , SO THE NEW DRAFT WILL INCREASE ACCORDING TO THE INV. RELATION BY THE VALUE OF THE DWA ( FROM SALT WATER DENSITY TO DOCK WATER DENSITY ) , OLD DRAFT + DWA = NEW DRAFT 7.0 + 200mm( 0.2mtrs) = 7.2mtrs

STATIC STABILITY
CHAPTER 6

STATIC STABILITY
HEELING , IS THE ANGLE OCCURES WHEN IN THE SHIP WHEN HEELS TO ONE SIDE DUE TO EXTERNAL FORCES (WIND,WAVES) LIST, IS THE ANGLE OCCURES IN THE SHIP WHEN HEELS TO ONE SIDE DUE TO INTERNAL FORCES , LIST PORTSIDE OR LIST STRB SIDE. ( BALLAST,CARGO) TRIM, IS THE DIFFRENCE BETWEEN THE FORWARD DRAFT & THE AFT DRAFT. TRIM COULD BE BY FORE ( FORWARD DRAFT LARGER THAN AFT DRAFT) 10 M FORE - 8.0 M AFT = 2.0 M BY FORE ( TRIM ) TRIM COULD BE BY AFT ( AFT DRAFT LARGER THAN FORE DRAFT)

10 M FORE - 15 M AFT = 5.0 M BY AFT ( TRIM )

STATIC STABILITY

M M

G
G

B K

KG

B K

KM

B K

G.M

STATIC STABILITY
KM KM KG KG GM = = = = = KG KB KB KM KM + GM + BM + BG - GM - KG

KB = DRAFT , KG = DEPTHKB = DRAFT , KG = DEPTH

KB = DRAFT , KG = DEPTH

CENTRE OF BOUYANCY ALWAYS MOVES TO THE HEELED SIDE TO BE CENTERED IN THE UNDER WATER VOLUME

STATIC STABILITY
KG
DEFINED AS THE HEIGHT BETWEEN THE KEEL & CENTRE OF GRAVITY KM DEFINED AS THE HEIGHT BETWEEN THE KEEL & METACENTRE .THE HEIGHT OF METACENTRE GM DEFINED AS THE HEIGHT BETWEEN CENTRE OF GRAVITY & METACENTRE . CALLED ( METACENTRIC HEIGHT) GM COULD BE +VE ( G BELOW M ) STABLE SHIP GM COULD BE -VE ( G ABOVE M ) UNSTABLE SHIP M W G G M L

+ VEGM

-VE GM

STATIC STABILITY
METACENTRE POINT
DEFINED AS THE POINT THAT EXISTS WHEN THE SHIP HEELS OR LISTS TO A SIDE , THIS POINT OCCURS WHEN THE LINE OF BOUYANCY THAT ACTS UPWARD INTERSECT WITH THE CENTRE LINE.
B

G K B

STATIC STABILITY EQUILIBRIUM

STABLE SHIP
STABLE SHIP MEANS THAT THE SHIP HAS A +VE GM . AND WHEN HEELS OR LISTS A RIGHTING LEVER APPEARS , THE LEVER HAS A MOMENT TO RIGHTEN THE SHIP & BRINGS HER BACK TO THE UPRIGHT CONDOTION . THE STATICAL RIGHTENING MOMENT IS THE SUM OF THE RIGHTENIG LEVER & THE SHIPS DISPLACEMENT.
STATICAL RIGHTENIG MOMENT = RIGHTENING LEVER * DISPLACEMENT RM ( TON METER) = GZ (mtrs) * ( tons ) THE RIGHTENING LEVER IS REPRESENTED BY GZ. THE GZ THAT APPEARS , STARTS FROM THE G POINT TO THE LINE OF MAKING A RIGHT ANGLE.

BOUANCY

STATIC STABILITY STABLE SHIP

STABLE SHIP
B G

B
B M G B

W
M G B k Z B

K
w W
STATICAL RIGHTENING MOMENT = GZ * DISPLACEMENT A COUPLING IS SET TO BRING THE SHIP BACK TO UP RIGHT CONDOTION

STATIC STABILITY UNSTABLE SHIP

UNSTABLE SHIP
MEANS THAT THE SHIP HAS A -VE GM ,THERFORE A CAPSIZING LEVER WILL APPEARS ,WITH THE SHIPS DISPLACEMENT A CAPSIZING MOMENT OCCURES; WHICH HEELS THE SHIP EVEN MORE TO THE HEELED OR THE LISTED SIDE.

STATICAL CAPSIZING MOMENT =

- GZ

* DISPLACEMENT

- RM

- GZ

STATIC STABILITY UNSTABLE SHIP

UNSTABLE SHIP
B G M B B Z G B

Z G
M B

K
W

K
W

STATICAL CAPSIZING MOMENT = - GZ * DISPLACEMENT A COUPLING IS SET & INCREASES THE SHIPS HEEL OR LIST

STATIC STABILITY NEUTRAL SHIP

NEUTRAL SHIP
DEFINED AS A SHIP HAS HER G POINT COINSIDE WITH THE M POINT AS A RESULT NO LEVER APPEARS THERFORE NO MOMENT OCCURS ,& NO COUPLING ARISES .THE SHIP STAYES HEELED . UNABLE TO BE UPRIGHT.

G W

G M

B K

THE

B B K

STATIC STABILITY TENDER & STIFF SHIPS

TENDER SHIP
A SHIP SAID TO BE TENDER WHEN SHE
HAS A SMALL GM , WHEN SHE HEELS GZ SMALL CONSEQUNTLY STATICAL RIGHTENING MOMENT IS ALSO SMALL. THERFORE PERIOD OF ROLLING IS LONG EXAMPLE : PASSENGER SHIPS , CARGO SHIPS M G

STATIC STABILITY TENDER & STIFF SHIPS

STIFF SHIP
A SHIP SAID TO BE STIFF WHEN SHE HAS A LARGE GM , WHEN SHE HEELS GZ LARGE CONSEQUNTLY STATICAL RIGHTENING MOMENT IS ALSO LARGE. THERFORE PERIODE OF ROLLING IS SHORT EXAMPLE : WAR SHIPS
M

STATIC STABILITY ANGLE OF LOLL

ANGLE OF LOLL
THE ANGLE THAT APPEARS WHEN THE SHIP HEELS TO A SIDE WHILE THE SHIP HAS A VE GM . A CAPSIZING MOMENT CREATED INCREASES THE HEELING ,

BY THAT TIME THE CENTRE OF BOUYANCY B STARTS TO MOVE TO THE HEELED SIDE UNTILL B REACHES A POINT JUST BELOW THE LINE OF GRAVITY. THE ANGLE WHERE THAT HAPPENS IS CALLED ANGLE OF LOLL .
WE NOTICE THAT THE SHIP AT THE ANGLE OF LOLL , HAS NO GZ, NO GM, NO MOMENT AT ALL.AS A RESULT THE SHIP STAYES ON THIS CONDITION ( HEELED)

STATIC STABILITY ANGLE OF LOLL

IF THE SHIP HEELED MORE CAUSE OF ANY REASON (WIND), THE CENTRE OF BOUYANCY B MOVES FAR FURTHER AWAY IN THE HEELED SIDE, AS A RESULT B IS NO MORE ACTING BELOW THE SAME LINE OF GRAVITY, AND

A RIGHTNING MOMENT CREATED TO BRING BACK THE SHIP NOT TO THE UPRIGHT CONDITION BUT TO THE ANGLE OF LOLL AGAIN. THE SHIP KEEPPS ROLLING AROUND THE ANGLE OF LOLL ,TILL THE PROBLEM IS SOLVED.

STATIC STABILITY ANGLE OF LOLL

B
WIND WIND

B M G B B W M G Z B B
Fig.2

LOLL

Z G M
CAPSIZING MOMENT

B K
Fig.1

B W

WIND

RIGHTENING MOMENT

Fig.

STATIC STABILITY CORRECTING ANGLE OF LOLL

INORDER TO CORRECT < OF LOLL WE MUST LOWER THE G
BELOW M , PUTTING INTO CONSIDERATION THE SEQUENCE.
1. 2. 3. 4. FILLING THE FULL BALLAST TANKS ( TO REMOVE FREE SURFACE) LOWERING DOWN ANY UPPER LOADS ( CRANES , TOPSIDES TODOUBLE BOTTOM TANKS) FILLING THE D.B TANKS IN THE HEELED SIDE THEN FILL THE D.B TANKS IN THE OTHER SIDE TO THE HEELED SIDE & THAT SHOULD BE GRADUALLY.

WHY THE HEELED SIDE FIREST ?

AS FILLING THE TANKS IN THE HEELED SIDE THE G WILL MOVE UP SLOWLY &INCREASING LOLL ANGLE ;DUE TO FREE SURFACS ,BUT EVENTUALLY AFTER A WHILE THE G STARTS TO MOVE DOWN ,ANGLE OF LOLL STARTS TO BE REDUCED GRADUALLY ,UNTILL IT DISAPPEARS . G RETURNS BELOW M TO THE + VE CONDITION CREATING A RIGHTENING MOMENT, MAKES THE SHIP BACK TO THE UPRIGHT CONDITION.

STATIC STABILITY CORRECTING ANGLE OF LOLL

IF WE STARTS FILLING D.B TANKS IN THE HIGH SIDE , THE TANKS GETS FILLED GRADUALLY ,AND OFCOARSE FREE SURFACE WILL MAKES THE G MOVES MORE UP ,INCREASING THE HEEL;& ANGLE OF LOLL ; EVENTUALLY THE FREE SURFACE EFFECT STARTS TO DISAPPEAR & THE SHIP STARTS TO BE ADJUSTED & RETURNS TO THE UPRIGHT CONDITION CAUSE THE G STARTS TO MOVE DOWN ,ANGLE OF LOLL DECREASES GRADUALLY , & THEN DISAPPEARS , & G TURNS TO BE BELOW THE M (+VE GM),A RIGHTENING MOMENT IS CREATED BUT VERY STRONG ONE. UNFORTUNATLY ,THE GZ CREATED IS VERY LARGE , THE RETURN WILL BE VERY SEVERE ,STIFF AND IN A MATTER OF SECONDS; & LEADS TO A VERY DANGEROUS SITUATION TO THE SHIP.

FINAL KG
CHAPTER

FINAL KG
ANY SHIP DURING LOADING / DISCHARGING CARGO; THE CENTRE OF GRAVITY G STARTS TO MOVE EITHER TOWARD OR AWAY FROM THE CENTRE OF GRAVITY g OF THE WEIGHTS LOADED / DISCHARGED .

As WE SEE(fig.1) G MOVED TO G RELATED TO g of the weight As WE SEE(fig.2) G MOVED TO G RELATED TO g of the weight

G G

G G g K K

Fig. 1

Fig.2

FINAL KG
ACCORDING TO THE ILLUSTRATION , WE DISCOVER THAT THE G OF THE SHIP KEEPS MOVING UP AND DOWN WITH THE g OF THE WEIGHTS LOADED /DISCHARGED ,UNTILL IT IS SET IN A FINAL POSITION AFTER FINISHING THE LOADING/DISCHARGING PROCESS.

SO ,WE HAVE AN INITIAL KG , ENDS UP BY FINAL KG . THE FINAL KG LEADS TO THE FINAL GM.

FINAL GMGM = KM - FINAL FINAL = KM FINAL KG KG

FINAL KG
INORDER TO GET THE FINAL KG , EVERY WEIGHT HAS ITS Kg , THE G MOVES BY THE EFFECT OF THE MOMENT OCCURRED FROM THE Kg & w ,TILL G STOPS AT A FINAL POSITION ( KG )

w/tons 100 200 Total w 300

Kg/m 10 5.0

MOMENT/ ton m 1000 1000 Total M 2000

FINAL KG = TOTAL MOMENT 2000 = FINAL KG TOTAL W 300 IF THE SHIPS KM = 8 m so the final G.M = KM - FINAL KG 8 6.6 = final GM

6.6m

1.4m

FINAL KG
GGIS THE MOVE OF G TO G DURING
LEADING TO THE FINAL KG, & FINAL GM
LOAD/DISCH

100 T g

M 200 T g G
INITIAL GM Final GM

10m (kg)
FINAL KG

G 5m (kg)
Initial KG

GZ CURVES
CHAPTER

GZ CURVES
GZ IS THE LEVER THAT OCCURES WHEN THE SHIP HEELS ,THE GZ LEVER IS RESPONSIBLE FOR RETURNING THE SHIP BACK TO THE UP RIGHT CONDITION. THE LENGTH OF GZ LEVER DEPENDS ON TWO PARAMETERS , GM & ANGLE OF HEEL.

GZ = GM * SIN
M B

heel
B G Z K

G Z

GZ CURVES GM

AS THE INCREASES , GZ INCREASE TILL REACHES THE MAX THEN DROP DOWN AGAIN TO REACH THE VANISHING ANGLE. THE RED LINE CALLED ARCHI . LINE ,FROM THIS LINE WE GET THE INITIAL GM OF THE SHIP. FROM 57.3 : EXTEND UP A LINE TO CUT THE ARCHI .LINE AT A POINT. FROM THIS POINT WE EXTEND A HORIZONTAL LINE TO READ THE GM, ON THE GZ SCALE .THE ARCHI LINE DRAWN AS A TANGENT FROM 0 AND SLOPE OF THE CURVE AS SHOWN BELOW.

4 3 GZ 2

3.9m
Max GZ

40: Max GZ
ARCHI LINE

GM 1.1 m

Vanishing angle 91 :

10

20

30

40

50

57.3

60

70

80

90

GZ CURVES STABLE SHIP

MAX GZ INITIAL GM GZ = 4.0 m AT 39.0: = 1.3 m AT 57.3: RANGE OF STABILITY = 090 : VANISHING ANGLE = 90:

4 3 2
1.3

STABLE SHIP +VE GZ

GM GM

1 0
10 20 30 40

50 57,3 60

70

80

90

GZ CURVES STATICAL MOMENT

IF THE SHIP DISPLACEMENT = 5000T THE MOMENT AT 25: WOULD BE GZ * W = MOMENT 3.0 * 5000 = 15000 Tm ( at 25: ) GZ 4 3 2 GM 1
20 25 30

10

40

50

57,360

70

80

90

GZ CURVES UNSTABLE SHIP

GZ
4.0 3 GZ 2 < LOLL 1 0
10 20 30 40 50 60 70

RANGE OF STABILITY 17 :--- 83:

LOLL 17:

MAX GZ 3.8m at 43: VANISHING 83:

MAX GZ AT 43:
UNSTABLE SHIP VE GZ CURVE

-1 -2

LOLL 17:

43:

80 83:

90

RANGE OF UNSTABILITY 0: --- 17:

GZ CURVES UNSTABLE SHIP

GZ UNSTABLE SHIP -VE GZ

4_ 3_

RANGE OF UNSTABILITY 0:--- 22: RANGE OF STABILITY 22: -- 92: INITIAL GM - 3 m

2_
1_
LOLL 22:

57.3

0 -1
-2 -3

|
10

|
20

|
30

|
40

|
50

|
60

|
70

|
80

|
90

|
100

GM 3m

FREE SURFACE
CHAPTER 7

FREE SURFACE
FREE SURFACE
IS DEFINED AS THE SURFACE THAT CAN MOVE FREELY FROM ONE SIDE TO ANOTHER FREELY , EXAMPLE A TANK FULL OF BALLAST .

THE FREE SURFACE HAS A NEGATIVE EFFECT OVER THE SHIPS STABLE CONDITION, MORE CLEARLY THE FREE SURFACE LEADS TO LOSS IN THE G M , WHICH MEANS THAT IT COULD REDUCES THE GM TO THE EXTENT OF CONVERTING THE +VE GM TO -VE GM ( STABLE SHIP TO UNSTABLE SHIP ),SPECIALLY IF THE SHIP STARTED HER VOYAGE WITH A SMALL INITIAL G.M , AS A RESULT THE SHIP CAN EASILY CAPSIZE & SINKS.

FREE SURFACE
THE FREE SURFACE REDUCES THE SHIP RIGHTENING MOMENT BY REDUCING THE GZ LEVER, THE LEVER WHICH USED TO BRING THE SHIP BACK TO THE UPRIGHT CONDITION . , THE FREE SURFACE MAKES AN EXTRA CAPSIZING MOMENT OVER THE SHIP, AS A RESULT OF THE EXTRA WEIGHT ADDED FROM THE LIQUID IN THE FULL TANK IN THE HEELED SIDE. g moved to g1 ALSO // G MOVED TO G AS LIQUIDE HEELED M GZ < GZ NEW MOMENY< OLD MOMENT NEW G1M < OLD GM GG1 = LOSS IN GM
G1 G B Z1

Z B

FREE SURFACE
CONSEQUENTLY IT IS OBVIOUS THAT THE EFFECT OF THE FREE SURFACE ON THE SHIPS STABILITY IS SIMMILLAR AS SHIFTING A LOAD VERTICALLY UP. THE RIGHTENING MOMENT IS AFFECTED FROM THE FREE SURFACE ,AS THE G MOVES HORIZONTALLY TO G & PARALLEL TO g g1 , THAT MEANS THE GZ WILL BE REDUCED TO GZ AND CONSEQUENTLY THE RIGHTENING MOMENT WILL ALSO BE REDUCED . RM = GZ * W IN PRESENCE OF FREE SURFACE ,THE EFFECT RM = GZ *W AS THE G ALSO MOVES UP VERTICALLY TO G1 , GM REDUCED BY THE VALUE OF THE MOVE OF G TO G1 & THAT IS CALLED THE LOSS IN GM (LOSS IN STABILITY) , THE NEW IS G1M

FREE SURFACE
SUMMARY
1. 2.
3. 4. 5. 6.

FREE SURFACE COMES FROM FULL TANKS FREE SURFACE LEADS TO LOSS IN SHIPS STABILITY (LOSS IN GM) FREE SURFACE REDUCES THE SHIPS RIGHTENING MOMENT FREE SURFACE REDUCES THE GZ FREE SURFACE EFFECT ON SHIPS STABILITY IS EQUIVILANT TO THE EFFECT OF SHIFTING A LOAD VERTICALLY UPWARD . FREE SURFACE MAKES THE LIQUID IN TANK TO LEAN TO THE HEELED SIDE , & ADDS AN EXTRA HEELING MOMENT(CAPSIZING) ,I.E REDUCES THE RIGHTENING MOMENT WHICH MAKES THE SHIP TO HEEL WITH A LARGER

TRANSVERSE STABILITY LIST

CHAPTER

TRANSVERSE STABILITY LIST

LIST IS THE ANGLE THAT OCCURES WHEN THE SHIP LEAN TO EITHER SIDE
PORT OR STRB AS ARESULT OF THE EFFECT OF AN INTERNAL FORCE SUCH AS BALLAST TANKS , CARGO DISTRIBUTION / SHIFTING .
DURING LOADING /DISCHARGING A SHIP, THE WEIGHTS ADDED/REMOVED FROM THE SHIPS SIDES LEADS TO LIST HER TO EITHER SIDE. THE LIST THAT OCCURES DEPENDS ON THE MOMENT THAT EXISTS FROM THE SUM OF WEIGHTS ADDED /REMOVED & THERE DISTANCE FROM THE CENTRE LINE. LIST MOMENT = W * d ( distance from centre line)

TRANSVERSE STABILITY LIST

The IDEA IS EQUIVILANT FROM THE point of VIEW OF A SIMPLE BALANCE.
d d

2OO 1OO 100 Fig .1 3OO 5O

3OO

AS THE Fig . 1 SHOWS, EVERY WEIGHT IS FAR FROM THE CENTRE BY d , INORDER TO KNOW WHICH SIDE IS HEAVIER AND LEADS THE BALANCE TO LEAN ,WE SHOULD GET THE TOTAL MOMENT PORT & TOTAL MOMENT STRB ,
MOMENT = W * D

TRANSVERSE STABILITY LIST

The SHIP LIST IS VERY SIMILLAR TO THE LAST EXAMPLE CONCEPT. PORT STB

100 150 d

d 200 d

50

200
d d 150 100 d

50 300 d 300 d

SO ,EACH WEIGHT IN THE SHIP IS FAR FROM THE CENTRE LINE BY DISTANCE d The SHIP WILL LEAN TO ONE SIDE ACCORDING TO THE MOMENT OF EACH SIDE. MOMENT = W * D

TRANSVERSE STABILITY LIST

A
DEEPER VIEW TOWARD THE EFFECT OVER THE SHIPS STBILITY GM B THE G MOVES TO THE WEIGHT g
FINALLY THE SHIPS G GETS OUT OF THE CENTRE LINE TO THE SIDE WHICH HAS THE BIGGER MOMENT; AS A RESULT THE SHIP LEANS TO THAT SIDE, & STOPS WHEN THE B COMES JUST UNDER THE G ,AND ACTS ON THE SAME LINE OF WORK. SO THE SHIPS G , SETTELED AT G ,

G B K M G

G B

TAN = GG GM

IS THE LISTING ANGLE

W G

TRANSVERSE STABILITY LIST

w 50 200 150 300 100 D ( gg ) Distance from centre line 10 20 10 5 5 Moment port Moment Strb 500 4000 1500 1500 500

100
200 150 50

10
5 10 5

1000
1000 1500 250

300
1600 1600ton

10
FINAL GG

3000
6750 8000 1250 strb

TRANSVERSE STABILITY LIST

LISTING MOMENT = 1250 STRB TOTAL WEIGHT = 1600 TON FINAL GG = TOTAL MOMENT TOTAL WEIGHT IF THE FINAL GM = 5.5 mtrs TAN = GG 0.781 = 8: strb GM 5.50 1250 = 0.781 mtrs. 1600
M 8: 5.5 G 0.781 G

LONGITUDINAL STABILITY TRIM

CHAPTER

LONGITUDINAL STABILITY TRIM

TRIM IS THE DIFFERENCE BETWEEN THE AFT DRAFT & THE FORE DRAFT. TRIM COULD BE BY AFT OR BY FORE. IF THE FOR & AFT DRAFT WERE EQUAL & HAD NO DIFFERENCE ,THEN THE SHIP SAID TO BE ON AN EVEN KEEL.

LBP L2 L1

LBP IS THE LENGTH BETWEEN PERPENDICULAR L1 DISTANCE FROM AFT B. TO MID SHIP ,CF L2 DISTANCE FROM FORE B. TO MID SHIP,CF MIDSHIP

LONGITUDINAL STABILITY TRIM

IF ANY LOADS ADDED OR REMOVED FROM THE SHIP ,THERE WILL BE AN EFFECT ON THE SHIPS DRAFTS & CONSEQUENTLY ON THE TRIM. THE LOADS WILL CHANGE THE DRAFTS AFT & FORE 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 OCCURRED.& L1 ,L2 & L. L
LBP L2

CF

L1

DRAFT FORE

DRAFT AFT

LONGITUDINAL STABILITY TRIM

WHEN A LOAD IS ADDED ,THE G WILL MOVE TOWARD THE g of the weight,making THE SHIP TO LEAN FORWARD .THE SHIP STOPS LEANING FORWARD ONCE B MOVES & REACH JUST BELOW THE G , WHICH MEANS BOTH G & B ACTS AGAIN ON THE SAME LINE OF WORK. THE FINAL GG ( DISTANCE BETWEEN G &G) COULD BE CALCULATED FROM THE FINAL MOMENTS OF THE WEIGHTS & TOTAL WEIGHTS.
GML

G
B

G
B

LONGITUDINAL STABILITY TRIM

CENTRE OF FLOATATION
IS THE CENTRE WHERE THE LINES OF WATER INTERSECTS . THE SHIP TRIM LONGITUDINALY AROUND THIS POINT. THE DRAFT AT THIS POINT IS CONSTANT.

LBP L2 L1

NEW DRAFT FORE

CF

NEW DRAFT AFT

LONGITUDINAL STABILITY TRIM

IF A LOAD IS ADDED AFT ,THE SHIPS DRAFT AFT WILL BE INCREASED WHILE THE SHIPS DRAFT FORE DECREASES, AS SHOWN IN THE fig. 1 BELOW. THE EFFECT OF THE WEIGHT OVER THE SHIPS TRIM COMES FROM THE MOMENT IT MAKES. TRIMMING MOMENT IS THE MOMENT TO CHANGE THE SHIPS TRIM ,& IT IS THE SUM OF THE W & DISTANCE OF W FROM CF. trimming moment = _w * d MEASURED IN TON METER
W

LBP L2 L1

NEW DRAFT FORE

CF Fig.1

NEW DRAFT AFT

LONGITUDINAL STABILITY TRIM

TRIMMING MOMENT = w * d MEASURED IN TON METER W MCTC : IS THE MOMENT THAT CHANGE THE TRIM BY 1 CM . CHANGE OF TRIM IS THE TOTAL CHANGE IN THE SHIPS TRIM FROM THE RATIO BETWEEN THE MOMENTS OCCURRED & THE MCTC. MEASURED IN CM = TRIMMING MOMENT MCTC LBP L2 L1

NEW DRAFT FORE

CF Fig.1

NEW DRAFT AFT

LONGITUDINAL STABILITY TRIM

THE TOTAL CHANGE IN TRIM IN CM ,WILL BE DISTRIBUTED BETWEEN THE DRAFTS FORE & AFT. IF THE CF OF THE SHIP IS COINSIDE WITH THE MID SHIP POINT ,THE CHANGE IN TRIM WILL BE DIVIDED EQUALLY ON BOTH DRAFTS. EXAMPLE . CHANGE IN TRIM = 6 CM CF MID SHIP SO DRAFT AFT = +3 CM DRAFT FORE = - 3 CM

LBP L2

CF Fig.1 d

L1

LONGITUDINAL STABILITY TRIM

THE TOTAL CHANGE IN TRIM IN CM ,WILL BE DISTRIBUTED BETWEEN THE DRAFTS FORE & AFT. IF THE CF OF THE SHIP IS NOT IN THE MID ,THE CHANGE IN TRIM WILL BE DISTRIBUTED BETWEEN THE DRAFTS BY THE FOLLOWING. DRAFT FORE = L2 * CHANGE OF TRIM (L2 DIST FROM CF TO FORE B ) L ( L1 DIST FROM CF TO AFT B ) DRAFT AFT = L1_ * CHANGE OF TRIM ( L IS THE LBP ) L L L2 L1

NEW DRAFT FORE

CF Fig.1

NEW DRAFT AFT

LONGITUDINAL STABILITY TRIM

THE ADDED /DISCHARGED WEIGHT ALSO HAS AN EFFECT OVER THE SHIP , THE EFFECT APPEARS OVER THE SHIPS MEAN DRAFT CALLED BODILY SINKAGE/RISE ,THIS CHANGE ADDED OR REMOVED TO BOTH DRAFTS FORE & AFT. IF A WEIGHT ADDED THE EFFECT CALLED BODILY SINKAGE = _W _ IF A WEIGHT DISCH. THE EFFECT CALLED BODILY RISE TPC
L L2 L1

NEW DRAFT FORE

CF Fig.1

NEW DRAFT AFT