Stability : longitudinal stability Stability while underway Dynamic stability

Ship Theory

Stability while underway and dynamic stability

Up to now and in general in hydrostatics, we consider that : The boat is not underway The water is calm The external forces are apply slowly Here we will see what happens when these assumptions are not verified.

Degrees of freedom
A boat has 6 degrees of freedom. 3 translations : 3 rotations:
Surge (longitudinal) Sway (transverse) Heave (vertical) Roll (longitudinal) Pitch (transverse) Yaw (vertical)

Degrees of freedom
Translational movements are a-periodic and uncontrolled and caused by waves. Ship does not come back at its original position Rotational movements are periodic and the ship comes back at its original position. Underway, a ship will make combination of these movements. So, external forces change all the time in sea

Ship in rough sea

Because waterplane changes all the time, stability also will change. In function of the waves, waterplane change: Increase when crest in the middle Decrease when trough in the middle In case of quarter beam sea, much more complex

Example
Container ship : Length WL : 192.9 m Beam WL : 32.2 m Draft : 10.56 m Diplacement : 34700 t CB : 0.511 CP : 0.544

Example : wave position

In function of the sea, the waterplane will change.. Most extreme case : wave lenght = length of the ship
4 3 2 1

GZ (m)

0 0 20 Still water Trough in the middle 40 60 80 100 120

-1 -2 -3 -4

So, stability changes all along the time !

Crest in the middle

Heeling angle ()

Wave heigth : 8.717 m Wave length : 206.25 m

Example : wave height

If the wave height changes Attention : not realistic waves, only the height change (not the period)
3 2

GZ (m)

0 0 -1 Still water -2 Wave height : 2 m Wave height : 4 m Wave height : 6 m -3 Wave height : 8 m Wave height : 10 m -4 20 40 60 80 100 120

Heeling angle ()

Other problems
Stability varies during the movement, and can become negative Resonance phenomenon can lead to capsize Impact of wave can cause extreme rolling

Broaching
Broaching is a type of ship motion instability which is exhibited in the horizontal plane by a sudden large yaw from the initial course. The resulting Transverse forces acting on the ships underwater body can introduce large heeling moments. It may happen with big wave length, in case of stern quartering seas. It is due to the movement of particle of the waves :

Broaching
The crest is on the stern and the bow is in a trough If there is a small change of yaw, creation of a turning moment If rudder is not big enough : broaching

Longitudinal stability
Length > beam Because thee length of the ship is greater than the beam, the moment of inertia of the watetline is also much greater longitudinally than laterally. So, no problem of longitudinal stability Longitudinal stability, thus, has no direct relationship to the ships safety. Therefore, there is also no need to calculate or evaluate the ships longitudinal stability. But

Center Of Flotation
The ships trim around the centre of floatation. In case of a barge with rectangular shapes, the COF will be in the middle. So, if it has a trim of 1 m, bow will rises out of the water of 0.5 m and stem will immerse of 0.5 m. So COF has a direct relationship to draft and trim

Moment to change trim

To change the trim, a longitudinal moment should be exerted. This moment can be created by a change in the longitudinal direction of some weight. How to determine it without the 3D model and a stability software?

Moment to change trim (2)

Displacement Volume Draft to Baseline Immersed depth Lwl Beam wl WSA Max cross sect area Waterplane area Cp Cb Cm Cwp LCB from zero pt LCF from zero pt KB KG BMt BMl GMt GMl KMt KMl Immersion (TPc) MTc RM at 1deg = GMt.Disp.sin(1) 139,097 135,704 1,5 1,5 30,208 4,342 168,439 6,365 100,806 0,706 0,69 0,978 0,769 0,476 0,022 0,791 0,961 37,276 1,751 38,066 1,751 38,066 1,033 1,709 4,251 tonne m^3 m m m m m^2 m^2 m^2

Serie 60

m m m 0m m m m m m m tonne/cm tonne.m tonne.m

Moment to change trim

Moment to change trim (3)

To calculate the change of trim :

With p the transferred weight, a = the distance over which weight is moved p the loaded weight, a = the distance from the pivot (COF) to the area where the weight has been loaded p = unloaded weight, a=distance from the place where the weight was located to COF. and MTc the moment to change trim. Attention, it is the change of trim and not the trim.

pa trim = MTc

How to calculate the trim

Another way to write it (with the equilibrium of the moment): GB longi Trim = MTc

Or, we can calculate the difference of LCB and LCG : trim MTc LCB LCG =

Trim
Remark : trim = Taft T fore Distribution of trim around the COF. So :
total trim LCF Trimaft = length

And : Trim fore = total trim trimaft