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    © All Rights Reserved
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    63 views67 pages

    Ship Calculations 2

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    adeshinexx
    Ship calculation 2

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    © All Rights Reserved
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    Ship Calculations IT Stability at Small Angles of Heel Longitudinal Stability Stability at Large Angles of Heel Dynamical Stability Effect of Free Surface on Stability Effect of Lifting on Stability List Caused by Transverse Movenent of Items of Deadwieght Draft at Center of Floatation Given Drafts at Perps. Drafts and Trim Given Displacement and LCG 14 25 al 47 56 62 64 65 vit 156 Hoe (767 VA CONDITIONS OF EQUILIBRIUM When a ship is floating freely, its mass is supported by the buoyancy of the water, therefore, the force of buoyancy is equal to the force of gravity acting upon the ship. The center of buoyancy [CB], which is the point through which we assume all the forces of buoyancy to be acting, is the geometric center of the underwater form. If the under water form of a ship was a solid object, the center of gravity of this object would correspond with the CB. The CB of a ship floating freely, must lie directiy below the center of gravity [CG], which is the common point through which we assume the force of gravity on the ship to be acting Therefore, if a ship is floating freely, the force of buoyancy must equal the force of gravity, and the centers of buoyancy and gravity must lie in the same vertical line. THE STABLE SHIP A ship is floating upright at waterline wl, the force of gravity (W), acting vertically downwards through the center of gravity (G), is ballanced by the force of buoyancy (B) acting vertically upwards through the center of buoyancy. Both the centers of buoyancy and center gravity lie on the centerline of the ship. Imagine a ship being heeled by an external force, such as a gust of wind, to a small angle, ®, and is floating at waterline WI, Li. The center of buoyancy moves so as to remain at the geometric center of the underwater hull form (BI). The loading of the ship is unchanged, the center of gravity does not move. The force of gravity acts perpendicularly downwards. The opposing forces of buoyancy and gravity form a couple, equal to W x GZ, to return the ship to an upright condition. It can be seen that the line of buoyant force, when the ship is heeled, meets the line of buoyant force when the ship was upright, at (M). This point is called the metacenter and the distance from G to M, the metacentric height. As M is above G, GM is said to be positive and the ship is stable. The gravitational and buoyant forces will act to return the ship to an upright condition THE UNSTABLE SHIP A ship has a similar hull form to the ship illustrated in the previous example but with a much higher center of gravity. This may produce an unstable conditiion When floating in an upright condition B and G are both on the centerline. When heeled to a small angle 8, the line of buoyant force intersects the original line of buoyant force below the center of gravity. The opposing forces of buoyancy and gravity will act to heel the ship further The sketch shows the metacenter to be below the center of gravity, therefore GM is negative and the vessel is in a condition of unstable equilibrium. The moment W x GZ is now an upsetting moment and will tend to heel the vessel further NEUTRAL EQUILIBRIUM A ship is said to be in a condition of neutral equilibrium if when heeled to a small angle 6, the line of buoyant force intersects the original line of buoyant force at the center of gravity In this condition neither a righting arm nor a heeling arm are produced. When an object in this condition is heeled , there is no tendency to either return to an upright condition or to heel further. ws For all practical purposes, a ship with neutral equilibrium, or zero GM, is considered unstable. INITIAL STABILITY A ship with a positive GM is said to be stable. A ship with a negative GM is unstable. Therefore, the GM is used as a measure of stability at small angles of heel. The positions of the center of gravity and metacenter are normally specified by their heights above the baseline, KG and KM. Previous work illustrated the calculations necessary to find the KG. Calculations to find the position of the center of buoyancy have also been covered. If we can calculate the height of the metacenter above the center of buoyancy, we can find the value of GM. 6 EIRST MOMENTS OF AREA The first moment of an area about an axis is equal to the sum of all the elements of the area times the distance of each element from the axis. Calculating the position of the center of floatation of a waterplane is an example of this procedure. Ord # — HBIm) SM P/Area Lev P/Mom 0 0.2 1 0.2 2 0.4 Aft Tot 1 2.5 4 10. i 10.0 10.4 1 3.0 2 6. ° 0.0 3 24 4 8. 1 8.4 Fwd Tot 4 0.2 1 o 2 0.4 8.8 Total waterplane area = h x area prod tot. x 2 3 x 24.8 x 2 Finding the center of floation, using the moments of area from the number 2 ordinate, follows. moment difference x h product for area total = 10.4 - 8.8 x 3m 24.8 = 0.194m aft of ord #2 SECOND MOMENT OF AREA The secon¢ moment of area of a waterplane, commonly known as the moment of inertia, is a measure of the resistance of the waterplane to a change in its state of rest. When dealing with rotations about an axis, as in the transverse inclination of a ship about the centerline of its waterplane, it is the moment of inertia or resistance to that inclination, that has to be measured The moment of inertaia is found by putting the cube of the halfbreadths through Simpson's multipliers. The sum of these products is multiplied by h/3, by two for both sides and by 1/3 which is a factor in waterplane inertia. Ord # Bim) HBicu) SM P/INERTIA ° 0.2 0.008 1 0.008 1 2.5 15.625 4 62.5 2 3.0 27.0 2 54.0 3 2.1 9.261 4 37.044 4 0.2 0.008 1 0.008 153.56 It = Tot. Prod/I x hx 2x1 3 3 183.56m? x 3m x 2 3 3 102.37 6 is small angle of heel in radians, WL and yl are original and inclined waterl ines. 8 and By are original and inclined centers of buoyancy. v 4s volume of emerged or immersed wedges NOH, or LOL]. V is volume displacement. g and gj are centers of emerged and immersed wedges. d1 is an element of vessels length. When vessel heels, the wedge of water is transferred from one side of the vessel to the other. Moment of transfer = v x 9g) Result of transfer = 6 moves to By v2 vx gg) V x BBy = VBMe Now vir Yh Ye at = eesrye al and 99) 2 So sesy2d1 x = VBMe szeryd x © va BH = 2/3 ya eM “E Now y is waterplane 1/2 ord. dl is element of length, so 2/3 y3dl is the moment of inertia. MOMENT OF INERTIA OF A RECTANGLE It is often necessary to find the moment of inertia of a rectangular shape, for example, when performing stability work on box shaped barges, where the waterplane is rectangular in shape It may also be used when calculating the liquid free surface of rectangular tanks. Note that free surface calculations will be covered in a later chapter The moment of inertia of regular figures can be reduced to simple formulae. For a rectangular figure, where the axis is passing through its center and parallel to side L, the formula is The moment of inertia of a circle, where the axis is passing through its center is: ot 64 ‘The mome © of inertia of a triangle about an axis passing through its center of gravity andperpendicular to the base is ' x A box shaped barge is floating in sea water. The main dimensions are; Length, 35m. Breadth, 10m. The barge is floating with an even draft of 3.0m Find the transverse BM. Work should proceed in the following manner: a/ Calculate the volume displacement b/ Find the tranverse moment of inertia about the centerline using the formula I = LB 12 c/ Find the transverse BM using the formula BM = I v BARGE WATERPLANE -—+e-- A box shaped barge has been fitted with a triangular bow If the barge is floating with an even keel draft of 2.2m, find the transverse BM and KM I Calculate KM for CCGS Tracy (LBP 50 m) to 4.5 m waterplane, SWA = 1630¢. The 4.5 m WL halfbreadth offsets are as follows: Stn sta ASW = v= FP BM oO 1 H/B(m) 2.59 3.64 4.50 Be 9 H/B(m) 3.95 3.18 1.82 7 x 1,025 sua | 1630, | 1.025 ~ 1.025 HBa HB? su 259 17.37 3.64 48.23 2 4.50 91.13 1 5.07 130.32 2 5.42 159.22 Ly 5.76 191110 & 5.80 195.11 2 5.82 197.16 4 5.77 192.10 2 5.42 199.22 4 4.65 100.54 Ls 3195 61.632 318 32:16 1 1.82 6.032 0.15 0.00 byl ri Bx dx 2 x Funcs/t 51 3x 5x 2 x 3978.32 4420.36 n* z v 4420.36 a 7590 mn 2.780 VW 2 5.07 5.42 10 0.15 1590 m3 Func. 8.69 96.46 91.13 260.65 238.83 764.41 390.22 788.55, 384.20 636.88 150.82 123.26 32.16 12.06 0 3978.32 3 5.76 4 5.80 5 5.82 6 5.77 7 5.42 8 4.65 PROBLEMS 1/ Calculate the transverse moment of inertia for the following ships waterplane. Note that full ordinate spacing is 1.9m. 0.0 0.5 1.0 1.5 2.0 3.0 4.0 5.0 6.0 7.0 8.0 8.5 9.0 2.3m 2.5m 2.6m 2.8m 2.8m 2.8m 2.8m 2.8m 2.8m 2.5m 2.0m 1.6m 1.2m 9.5 10.0 (£wa 0.7m 0.15m If the underwater volume is 138 cu.m, find transverse BM. Find KM if KB is 1.86m 2/ A box shaped barge, 24m x 5m, is floating with an even keel draft of 1.5m. If the Kg is 1.7m calculate the GM 3/ The second moment of area of a ships waterline, about the centerline, is 20 $00n#. The displacement is 7 100. The ship is floating in harbour water with density of 1 021kg/m*.The KB is 1.9m and KG 3.2m. Find the GM. 4/ A rectangular catamaran barge has dimensions as shown Calculate the metacentric height Length 6.0m Breadth 6.0m Hull breadth 2.0m Draft 1.0m KG 2.0m Re 1 LONGITUDTNAL BM AND MOMENT TO CHANGE TRIN ‘These notes deal with inclinations in a fore-and-aft or longitudinal direction. Previous lectures have considered transverse inclinations and dealt with the transverse metacenter, it is now time to consider the longitudinal metacenter, A vessel is floating at a given waterline WL, B being the center of buoyancy and the force of buoyancy is acting vertically to the water- Line through the center of buoyancy, ‘The vessel trims by the bow but still retains the same volume displacement and the center of buoyancy moves to 3}, The force of buoyancy acts vertically to the trinmed waterline (WIL!) through u} intersecting the previous line of force at Wt, The point M, 19 cerned the Longitudinal watacenter, IL The distance between the ships center of gravity (G) and the longitudinal metacenter is termed the longitudinal metacentric height. 15 In the sketch below, the ship has trimmed from the original waterline WL to waserdine gi Me e FOG Pp As Ta re . «« 3 4s the CB when" floating at waterline WL ul 4s the CB when floating at waterline WIL! F is the center of flotation v 4s the volume of either the emerged or inmersed wedges g and g! the centers of gravity of the wedges Ys the volume displacement ® is the angle of longitudinal inclination. v x egt vx ppt so BB: vx gg! v but ppl = nM x 0 SMe Oe vx Ib To find the moment of transfer of the wedges (v x gg!) take a small transverse slice of a wedge at P, The Width of the slice is 6x, length is ‘The and The ax 2y and distance x from F, depth of the slice is x x 6 the volume ts 2y x 26 x 6x moment of this volume from F is 2y x XOx ox ryt ea ox If we summed all such moments over the whole length of the ship we vould So get the moment v x gg) vas! = S2yx206x = 20Syat ox BM x 0 = 20fyx?ox v 2 = afyatex L v In considering the expression 2/yx26x, the elenentary area is 2yéx, and x is its distance fron a transverse axis passing through the center of flotation, As previously stated the second moment of area or moment of inertia is when each small elenent of area is multiplied by the square of its distance from a given axis and all such products added together. We may therefore say that 2fya2dx is the moment of inertia, so that ay 1 FE fimere 15 49 the Ht. of the vaterplane about a erensverse axis passing through the center of flotation. aT To calculate the longitudinal moment of inertia of a waterplane about the center of flotation we must first find the moment of inertia about the midship ordinate (I), 1f 'a' is the distance of the CF from the midship ordinate and 'A' the area of the waterplane. Tos 1, + Aa® I, = I= Aa? The moment of inertia of an area about the CF is determined by subtracting from the moment of inertia about the midship ordinate the Product of the area and the square of the distance between the two axes, It can be seen that the moment of inertia of a aterplane about an axis passing through the CF {s always less than about any other axis parallel to it, Study the example on the following page. 8 Vessels vol. displacement = 93,07 m3 Ordinate spacing = 2.164 m ord.? b(n) Sif Func/Awp Lev. Fune/LCF Lev. Fune/Iy fwd. 10 0,000 y 5 0.90 5 0.00 Hs 0.42 2 % 3.78 17.01 9 0.81 Ts 4 4.86 4 19.46 8 168 4 3 17.76 3 53.28 7 192 2 2 7.68 2 15.36 6 209 4 1 1 8.36 5 2.20 2 o o 0,00 4 28 4 1 1 8.72 3 2092 2 2 16.72 2 1.93 4 3 3 69.48 255s 4 4 37.20 Loe 2 as Be WGA. aft. 0 0.22 4 5 5 2.75 aft. 39,90 792.50 fwd, 42,44 uPA = 49,82 x 2.164 x2 = 71.876 3 cF = 17.46 x 2.164 = 0.75Bn afe, of #5 ordinate BR MI @ ord.f5 = 292.5 x 2.166 x 2.1642 x2 = 1976,088 mé I, = I~ Aat = 1976.088 m* -(71,874 m? x 0.758 m x 0.758 m) = 1976,088 n* - 44.296 ni? = 1924468 n* myo 1 = 1924. 468 oe 93.07 m3 = 20.678 a 19 Change in Trim Let 'w' be a weight on deck when the vessel is floating at waterline HL and G is the center of gravity. Now 'w' is moved d meters forward G moves to G’. col = wxd a (A= displacement of ship) The ship will now erin by the bow until the center of buoyancy is again under the center of gravity (B will move to 3!) and will float at waterline t!, The original vertical through G & B will meet the new vertical through Glé BI at M, the longitudinal netacenter and GM, will be the longitudinal metacentric height. Referring to the sketch again, CL = wiv, the change of trin is why + LE or cL}. The angle of inclination of WIL! to WL is the same as the angle between WIL! and WIC, say 8degrce “tan o = cut Length also tan & got so cL! Tengen Change in trim (cL!) x Length Change in trim in Ga = wx “Pay, * Length x 100 and the monent to change trim 1 cm is the value of w x d that gives a result of 1. wxd = 4x GUL tonne meters Lx 100 soMCT Lem = A x GML Torios tonne meters 20 2a We have previously covered the calculations necessary for us to find the BM, but to find the MCTL en we really require the In actual practice the longitudinal metacenter is far enough above either Bord to nake the distance between li & G rather insignificant so that it is usually ignored and we can say that ty, Du, (nearly) 1 1 eturning to the vessel for which we calculated the value of BI, we will now calculate the MCT1 cm using her A of 95,4 tonnes. neti on = a x BM, Txt = 95. tx 20.6785 100 21.64 0,9$% tonne meters, Although the MOTI cm is not strictly a hydrostatic property as its value is controlled by the center of gravity, changes in theVoc are relatively small and effects on the MCTI cm are small enough to be Yenored. Therefore NCTI cn values are established at various waterlines wand the results plotted in the form of a curve on the “curves of hydrostattns” Tenet. 22 Chanpe in Trin duc_to Movement of Weiplits Assune a weight 'w' is to be moved a distance 'd’ fron aft to forward in a ship, a moment w x d is produced. Knowing the MCTI cm the change in trin will be wxd Hct en Tt may be sufficiently accurate to assume that half of the total change in trin be applied forvard and half aft. The change in trin due to novenent of a weight from aft to forward will increase draft forward by half of the change and decrease draft aft by half of the change, lowever, it will be remembered that a vessel trins about its C.F, which may be some distance away fron amidships. Take the vessel previously used for calculating BM, and MCT1 cm. Wer principle particulars were LBP 21.64 CF 0.758 m aft of anidships SW A at EWL 9S. tonnes MCTL cm 0.992tm If this vessel transferred 5 tonnes of fuel oil from an aft D.B. tank co a forward D.B, tank a distance of 10,8 m, calculate the change in drafts at the A.P. and F.P. Moment of fuel transfer = 5t x 10.8m = 54tm MCTIcm = 0.912tm Change in trim = 54 0.912tm/em = 59cm CF = 0.758m aft of amidships. (distanc Increase in d fwd = ({21.64m / 2] + 0.758m) 164m 31.57em 23 from FP to CF) x 59cm (distance from AP to CF) ({21.64m / 2] - 07758m) 21. 64m Decrease in d aft 27.433cm x 59cm 23/r Longitudinal stability - A Summary ‘he longitudinal metacenter (M,) is the point of intersection of adjacent lines of force of buoyancy. Its position is normally very much higher than that of the transverse metacenter. The distance from the CG to the My, is referred to as the longitudinal is not often known to metacentric height. Because the actual position of " the naval architect, mM, is usually used instead of GM, in hydrostatic calcualtions. BM, = Io/V where Ig is the longitudinal moment of inertia of the waterplane about an axis passing through the center of flotation. I about amidships is found by multiplying each element of area by the square of its distance from amidships. Ip = I~ Aa. he moment to change trim 1 cm (MCT) is equal tod x BM,/100 xL. otal trim (for a ship) equals a trimming moment/MCT. Total trim = w x a/McT As a vessel trims about an axis passing through the longitudinal center of flotation (LC ) the change in draft forward will not be the same as the change in draft aft unless the LCF is at amidships. ‘he formula for finding the change in draft at either the FP or AP is: DISTANCE FROM PERP TO LCF/LBP X TOTAL TRIM (CM) 24 TRIM PROBLEMS 1/ A ship 121m LBP is floating with drafts of 5.5m fwd and 6.5m aft. the CF is 2m aft of amidships and MCTicm is 200tm The displacement is 5500t. Find new drafts if an item with a mass of 125t is moved 45m forward. 2/ A box shaped barge with a length of 100m, breadth 10m, is floating in salt water with an even keel draft of 5.0m Pind new drafts if deadweight with a mass of 50t is moved aft a dstance of 45m. Note that you will have to find BMl, displacement and MCTicm, prior to calculating the draft change. 3/ A small ship, LBP 19m, with a displacement of 150t is floating in sea water with drafts of 3.0m fwd and 4.5m aft. The CF is 1.1m aft of amidships and the MCTIcm is 0.82tm. Find the new drafts if the engineer transfers 6.5t of fuel oil from an aft tank to one near amidships, a distance of 6.95m. CHANGE IN TRIM DUE TO LOADING OR DISCHARGING WEIGHTS If a relatively small mass is added above the center of flotation the displacement and draft will increase but the ship will not change trim as the mass is added at the C.F. producing no trimming moment. If the added mass is now shifted away from the C.F., either forvard or aft it will produce a trimming moment and a change in trim, When performing calculations regarding the addition of small items, the item is first placed at the C.F. producing even sinkage and then moved to its rightful position. The discharge of small items is treated in a similar manner, the item first being shifted to the C.F, and then removed. EXAMPLE: A 90 m ship has a draft fwd, of 4,6 m and draft aft of 5.0m. From the hydrostatic curves, the C.F, is 1,5 m aft amidships, the T.P.C. 1s 11 tonnes and the M.C.T. 1 cm 4s 125 ¢ m. Cargo weighing 500 tonnes is to be loaded 15 m forward of amidships and we wish to find the new drafts. PROBLEM SHEET A ship has the following particulars: LBP 22 m Fwd 3.2m AFT d 3.5 0 MCT lem 1.15 tm CF 2,25 m AFT ® TPC 1.2 NOTE: Each of the following parts of the question are based on this data. (a) Calculate drafts assuming 6.5 t WB is pumped from FP tank to AP tank, a distance of 18.5 m. (b) How much cargo would have to be moved 5 m FWD in the hold to make d FWD equal d AFT and what would be the draft? (ce) How much cargo would have to be moved 15 m FWD in the hold to make d FWD equal d AFT? (d) Calculate drafts if 8,5 t F,0, is loaded into 2 tank 8 m AFT of ®. Note: Two calculations are involved, firstly increase in drafte assuming no change in trim, then calculate change in trim by moving cargo to required position. 20 m wooden combination vessel, 18.5 m LBP, has drafts of AFT 1.7 m, FWD 1,5 m, (Use hydrostatic curves, page 37). NOTE: Each of the following parts is based on this light ship condition. (a) Calculate drafts after removal of a 2.1 t net drum located 8.0 m aft #. (b) Calculate drafts if 2.1 t net drum was moved 2.5 m fwd. (c) Drafts if 5 tons F.0, were loaded in aft fuel tanks 8.2 m aft of amidships and 2 tons ice were loaded in the fwd part of the fish hold at amidships. 26a CHANGE IN TRIM - PROBLEMS 1/ A 100m ship is floating with drafts of 4.25m fwd and 4.75m aft. The CF is 1.4m aft of amidships, MCTicm 120tm and the TPC is 10t Find new drafts and trim, assuming the ship is designed with a level keel, after 400t of deadweight is loaded 15m fwd of amidships. 2/ A ship has a displacement of 5000t. The drafts are 6m fwd and 7m aft. The MCTicm is 100tm and TPC is 20t. The CF is 0.1m aft of amidships. Find new drafts and trim, assuming zero designed rake of keel, for the following deadweight changes. HOLD LOCATION CARGO DISCHARGED 1 40m £wd of amidships 500t, 2 20m fwd of amidships 400t, 3 20m aft of amidships 300t, 4 45m aft of amidships 500t, The following items are loaded 155t 15m fwd of amidships 49t 14m aft of amidships 3/ A 90m LBP ship has drafts of 3.3m fwd and 4.3m aft. The TPC is 10t, MCTicm 120tm and the CF 2.5m aft of amidships Find new drafts and trim, assuming zero designed rake of keel, if 70t of cargo is loaded at amidships and 80t of cargo is loaded 15m fwd of amidships. LARGE ANGLE STABILITY Using the GM as a measure of stability is only accurate at relatively small angles of heel, say up to 7 or 10 degrees heel. Beyond this range, inclined waterlines no longer intersect on the centerline and the metacenter moves away from its previous position on the centerline At large angles of heel in excess of 10 degrees, the righting lever, GZ, is used as a measure of stability As the righting lever is GZ, the righting moment is W x GZ in tonnes metres. W is the mass of the ship acting vertically downwards through the center of gravity and remains constant at all angles of heel. The length of the righting arm is governed by the position of the center of buoyancy through which the force of buoyancy acts. As a ship heels, the center of buoyancy moves in the direction of the heel so as to remain at the geometric center of the underwater hull form. GZ is zero when a vessel is upright but gradually increases with heel. Beyond a certain point depending on hull shape, displacement and the VCG, righting arms gradually decrease, eventually dropping to zero so that no righting arm is available. If a ship heels further than this point, she will capsize. 28 Values of GZ were traditionally established using a mechanical device called an integrator. The integrator was used to find areas and moments of areas of underwater sections of a ships hull at various displacements and angles of heel. The values of GZ obtained were then plotted as curves known as cross curves of stability, see page 38. The long tedious hours, or days of work, producing stability information with an integrator, are history. Computers have taken over this task. Entering the hull shape data is all that is required. Cross cuves of stability are produced using an assumed position for the VCG. This is because the actual position of the VCG is not known as its position is dependant on loading. Obviously, a correction must be made for the actual position of the VCG before actual stability information can be produced Cross curves may be produced at angles of heel in 15 degree increments. Many computer programs may use 10 degree increments, thereby improving accuracy 29 GROWTH OF RIGHTING ARMS The following sketches show how righting arms change with heel. As the ship heels, righting arms grow, reaching maximum value at near 40 degrees of heel. Beyond 40 degrees of heel they begin to get smaller until at 60 degrees, they are zero again. Any inclination past 60 degrees will result in the creation of upsetting arms and the ship will capsize. lero 30 KG CORRECTION As mentioned previously, cross curves of stability are drawn using an assumed height for the center of gravity. The assumed center of gravity may be close to the actual center of gravity or it may be quite different. It is reatively common to position the assumed center of gravity at the keel, making the assumed KG zero. Obviously a correction for the actual position of the VCG must be made. The sketch below shows the position of both the assumed center of gravity and the actual center of gravity. Note the very large difference in values of the righting arms. The value obtained from the cross curves, xz, shows a value much greater than the actual GZ, therefore a correction must be made. CORRECTION TO CROSS CURVE VALUES If the actual CG is above the assumed CG (x). GZ = Az and Az = xz ~ xA so GZ = xz - xA xz is the value obtained from the cross curves. xA Gz xG sin® xz - xG sin® If the actual CG is below the assumed CG (x) GZ = xz + xG sin® If the assumed CG is at the keel (K). GZ = Kz ~ KG sin® a1 32 Variables Affecting Stability There is no single variable that has an over riding effect on the stability of a ship. It is very tempting to indicate that a ship considered to be not too stable, could be improved somewhat by an extra twenty-four inches of beam, This in fact probably would result in a measure of improve- ment but more desirable results might be obtained from an increase in free- board or more likely, a reduction in the value of KG. In the consideration of stability, all factors such as weight, shape, bean, freeboard and of course the center of gravity must all be integrated, but this does not mean that each cannot be discussed on an individual basis. breadth, It has been previously mentioned that the transverse moment of inertia of a vessel (used in the formula BM = Thy is obtained by cubing the waterline halfbreadths. From this it can be seen that the greater the water- plane breadth, the greater is its moment of inertia which can be defined as the moment of a body to remain in or to return to its original position. This does not mean that all broad beamed vessels have unlimited stability, it does not mean that a narrow beamed vessel is unstable. It indicatee that breadth is just one function of stability. a ee) 3 Freeboard. A vessel with a high freeboard will probably have a qreater range of stability than one with little. Some time after a vessels deck edge has become immersed when heeling, the ability to return to the upright is gradually reduced. A vessel with high freeboard possibly can be heeled to a greater angle before reaching this condition than one with low freeboard. Center of Gravity. The vertical location of the center of gravity will probably have the most direct effect on the stability of a ship. A ship with a heavy cargo in the hold may be quite stable but stow that same cargo on deck which will raise the center of gravity and she may become unstable. Many ships have been lost at sea due to the center of gravity rising; using fuel from double bottom tanks, ice forming on superstructure and rigging, lifting a heavy cod end full of fish with a dereck, all lead to an increase in K.G. Hull Shape. Obviously hull shape must have some effect on the stability of a vessel as the center of the underwater hull volume is the CB and when a vessel is heeled it is the force of buoyancy acting through the heeled position of the CB that provides the restoring couple to return the vessel to the upright position. In summation it can be said that no one characteristic or feature such as wide beam or high freeboard will necessarily indicate a stable ship but rather a carefully planned integration of all these features. 34 It may be asked,would not a ship with extra wide beam, high free- board and low V.C.G. be a very stable ship? The answer would have to be "yes" but is is quite possible that she would be too stable, would have such a violent tendency to return to the upright after being heeled that the abrupt movement would throw crew or passengers off their feet and break cargo loose regardless of how securely it was stowed. Obviously this condition could be almost as dangerous as too little stability. The Righting Lever Curve The Righting Lever Curve or Curve of Statical Stability, as it is often called, shows the values of GZ for a particular loading condition of a vessel (o and VCG) at any angle of heel. The GZ values are obtained from the cross curves, ‘8 1 os Gim ot . 5 = ANGLE OF OR. 8 VANISHING Ly 1 n vou 4 is* 30’ 4s” 75° 90 ANGLE OF HEEL > RANGE oF s-rapLITY Principal features are: 4, 5. Maximum Righting Lever and the angle at which it occurs. Beyond this angle of heel, the ship gradually loses its power to return to the upright. The range of stability up to the angle of vanishing stability beyond which the vessel does not have a righting moment. The first part of the curve depends on the metacentric height. Up to about 7° the curve is nearly straight and governed by metacentric theory: GZ = GM sino = GM 6, The shape of the curve at the origin is constructed by placing GM to scale vertically from the base line at 57.3° (one radian). The angle at which the deck edge becomes immersed, this is where the curve changes direction. The righting lever usually continues to rise until its maximum value is reached and then decreases until it is zero at the angle of vanishing stability. 36 Sh. AMIDSKIPS DRAFT IN HETERS Agee Eorront OF k: 720/130] 140| 166) 160 | rho | 180) 190] 200] PTT ITT 70 | 220) HYDROSTATIC CURVES FOR 20m WOODEN COMBINATION FISHING VESSEL PREPARED BY E. HARPER FEBRUARY 1977 - Des By WM. Rew. MED KG 168m ABoveE | EC | qo TONNES DISPLACEMENT IN * >) SALT WaTER Hot ao. 30 Wo 38 OF GM ON THE RIGHTING LEVER CURVE The sketches below show how the values of GM govern the growth of righting arms at small angles of heel. OTm O-bm + «Liz 0-67 39 RIGHTING LEVER CURVE 20m WOODEN COMBINATION FISHING VESSEL daft 2.41m d fwd 2.35m displacement 106t KG 2.69m From hydrostatic curves, KM 3.53m GM = KM - KG 3.53m = 2.69m O.84m actual KG ~ assumed KG 2.65m - 1.68m Tota Heel 18 30 45 60 75 degrees sin® 0.259} 0.500] 0.707| 0.866 | 0.966 xG sin®|0.262|[ 0.505] 0.714] 0.875 | 0.976 SRL O AE] OTIS Bae ET cross cucves Setar POSTE] DBT OTe EO OTE PO TBS ée [ 79 O34 g , + sue. 0-25, al ‘ous 1 ° +: WeEL 5 3e a5* ew Ts 1 A) 8) A) B) RIGHTING LEVER CURVE PROBLEMS The 20m Wooden Combination Vessee is sLoating in salt water with dragts of 2.5m gud and 3.15m aft. The KG in thés condition of Loading is 2.62n. Show stability by constructing a righting Lever curve. Work should pro- ceed in the folowing order. (a) Find mean dragt and establish & and Km gxom hydrostatics. (6) Cafeugate GM. (c) Establish G2's from on0ss curves. {d) Connect G2's. fe) Construct righting Lever curve (use a scale simikar to that shown on page 33 notes). A quantity of fish, 4.5 tonnes, has been placed in pens on deck, causing the KG to increase’ by 0.013m. ‘Construct a righting Lever curve’ on the same scate as in question #R and compare stability. Note that the 4.5 tonnes must be added to the displacement established in the previous question prior to using both hydrostatics and cross curves. The 20m Wooden Combination Vessel is

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