Stability and Trim for the Ship’s Officer ‘Basedon the ign is John Es Da ad Lee Vditcmert “ink aon gory BY William E. George CORNELL MARITIME PRESS Centreville ManandcopyRy cit aaa f ‘CORNELL MARITIME PRESS. INC. Copyright 1985. ‘Assigned Repub wae aes ame ceepenna dint cee ae whem 2 TAR zours ae | ‘To Patricia, Edward, and RebeccaContents Preface tothe Third Eation Preface othe Fist Acknowledgments PART [TRANSVERSE STABILITY ‘Chapter 1. What I Stbiey? Si Novara Vee Cemersof Gravy and Buoyancy Siecume. Tonal any “Tranvese Mecener Staie Neatral apd Usable ula Mercere eight Netacearc Racor Summary Questions ‘Chapter 2. Calculation of the Ship's Center of Gravity KC ‘Wht he Carter of ran? ‘TheLighesnne Ug omerts 10 Fina ke Gleising G6" aoe) (Gleing 66" wits pended Weight ing KE When Loar Docs (Chapter 3, Determining Heightof KM Casing kB ‘Spprocting 2 for Curved Water Panes ARG not Vetoeal Movement of AM et of Vertal Movement Sommaton of Versal Moe Moncncc ot i wh TrnstersIncraton uations Chapter 4. Calculating CM ‘Sy Vers Storage ln Dos 45Betton of Go Ring Feria Bella Pers for beret ty Efecto Negave Gion Vex! racial Nth of Csling cM sam of Short fore Seie Cleon Instron for Use of aor Form Sab Caleuaon ‘Tohe—RaseShip aes Sheet ‘Thble2— Tank Copan and Fre Sure DataSet ‘Tle — sabe Eaane Nomogapa: de I Zone one Zane Tks Soe spond Zane Preface ‘abled ~ Shor Form Selaby Werishce Questions Probieme (Ghapter 8. The Inciing Experiment Wh Nedeon Spel Snr Ds ited Gear pd Dat ring Espero Derhsdon ineingExpeimene Form Presutons te Take Derg Experiment ‘Abaca tspemen Pre pnt Querione Protens ‘Chapter 6. Stability At Large Angles of Inclination Etfesof Gi Stay Curves Contin Cross Curves Sui Drawing te sana Sub carve Using Cte Ottainan Acsrce Start Conecing fora Verial Siva (Comecting for «Change m Decne Gare r= Tannen shal ‘Simmarp Amit Eston Sati Cone Srctiem Chapter 7. Free Surface ef Src enone Entec ofSpecte Gray ‘Effet of Amoune of Laud Tank, ‘Mfc of Weight sn Vereal Ponti f Lie Free Satface Cores ree Surface Comanes, (fos Canpecion Vale for Deep Tanks Efieeon Over Subiy Sea 6 % 104 uexione Prolons Chawer Trim Pe eta, a RSI tee fant em Hirt so Eason Aeciearcaee Dery Ree Feat on cate Raia hints pee eesa iach oa ie Pe call hapier9. engl tl Sue Tesipesteoane Baers, esses oes eae semua tien So Seat lates tea aay poe Seni cea eta ql hase Speard orev he ome Stability Booklet 2 Demetri aero ee eae eater hop TH in he Daag Chas intanigd Onten ese a con Pret ecliges teen Samy Heer eat Seren ee noc area ee San vigeussone etcerest tan pater ies aha ‘Effect of Grounding on Seabilty i no. 6 178Erect of Fewingon Rest Bunyan, How the Sips olfcerUner Fete Leng Gunes eso femestt on Eien Lanprodina Hall Stergthand the Brboed Codon ont Fs Willa Shp Sk? ss 7 eee Chapter 12. Praccal Stabiliy and Trim Considerations 219 Factors Aifectng the Roling a Shie Aniing Dees The Ee Wa tesGact cue Sxitrth 2 Sal ae te Linda Ship to Obtain GM and om Chapter 13, Stabilty Requirements for Vessels Loading Bulk Gras ose What he Navona Cargo Buena? Exscatnal Servers of NEB [akgroand Iformatan Concerning Buk Grate Cheon of Valmet Resting Moments Slowanc fora Venral iit sn ‘Shy Regusnoms or Long Balk Gram Determining Msximurs Alta Heling omen Camaartonof eubtions foieaot users Neb Crain sity Cakalton Form (cding Panam Caeasee Shnary of Buk Grin Sabai Requires Bulk chrersand Fitana cara Dia Cada Ghpter 14 Marine Disters 215 The Craining und Cspasing of ase 8 Sir Wk and SSE on Bros Monette Frengy Coli Loma the Smee regal ss ofthe $line Innfiiet ReereBanyany Appendix A: Questions and Prblems on tabi “Trin, 2nd Longidinal HullSiengu from CO 101-2 ‘Specten Examination or Merchant Maton Deck Offic 303 Appendix B: Useful tally and Trim Forms 308 ‘Appendix C: Conversion Tabisand Related Information ait ‘Appendix D: The Trim and Stabliry Booklet 316 Appendix E: The Hydrosaue Ques 328 Glossary 330 References 337 Tad a0 Preface to the Third Edition In the twenty-six years since the lst tevin ofthis text the world ‘maritime industry has undergone radical changes in marine catpo opera sons: vessel design, and regulations prtsrng oth carlage of movable bulk cargoes. Aboard toda'smodernhighechnalogy ship longrudinal ‘ll strength calculations re done routinely along with sabaty and mn calealtons. ‘Every chapter has been revised and rewritten. Two new chapters on longitudinal hull strength and movable bulk cargoes have bec ad. ‘The chapteronsablity and rim computers hater ened oso how ‘hese devices have evolved over the years into today’s modesn electronic stabi, trim, aid longitadinal bull teagth somputers Chapter 4, on ‘calculation of metacentri height, incles an explataion of the shor form stability method tha s sed aboacd sany container ae bate ee en pe ted tthe eccen of wd 2a oe : srthe es ‘era aes Ne i en ee 5h lig ci el gid he ae fino the agente i aan The pial notions eg nase = io thee a teas vec: ae Mitereo eae ee ae cae Seite ewes area i fe gl er edie ee tate rear nig Bea cae atee ase cal Poorer pene eke Soi deat ote “ane Coercaet tory Pt pestle ab ee :1 What Is Stability? , Stil is the ably of aves to rerun to its original condition or | positon after has been disturbed by an use force: Anyone who hat ‘ben at sea and felthisship rol. for example, and then right tc niyo roll inthe opposite direction ana ight ie again), has een stably in ‘Six Motions ofa Vessel "The action of 2 ship in waves ia faxnating, but extremely complex study. No one can predict with exactnude the behavior af a vessel sub- ected tothe forces of wind and weather Nevers cis pose ‘Study the various mesons ofa vessel m waves and how thee motions are effected by the ull design, the condidon of boading, nd the characters tics oF the ocean waves themselves, “The principal motions ofa vesel in wavesareGinaddsion tthe vse’ velocity vet: 1 Roling 0 motion about the vessel longiecinal xis 2. Pichingor motion about the vee transverse ax, 3, Yawng or motion about the vee! vertical ai 4 Heaving or te vertical boy movion of the teste, 5 Suny or lateral, side to side, bay maton, 8. Surge or longitudinal body moson Some ofthese motions are related to eachother others are ently independent motions. Allor most of the motions, however, occur ul ‘taneously and have thir effec on the efficent operation of a ship, ‘Although the mariner does nt posess complete control over these mo tions there is much that ecan doto diminish or alleviate their eer Figure 1 indicates the types of motion defined above. Sabi in thexe ‘motions is necessary to control and navigate a vewel. For example itt esirable fora exe! to maintain a constat speed, This would require that the veel have stability along the ange aie of motion. I ao desirable fora vestel tobe able tsa) oncourseand not wing wildly rom Ji This canbe construed wo mean tat the veselis sabe la au motion or4 Sabie Tr igor Ta een ese heading: We would sto-like to have + constant wn vir eing the dlifterence of the forward and after draft) Forth weer sabuy in the moton of pitch Ii importane co minimize x vessels sideways or Interal meion. Tie requrerahigh degree of stably sy, Wewish 10 keep the vesel on the sutface ata relatively constant mean draft To chleve hi stability heaves cesar’ Final and mostsigieanly.a Ships olficr is concerned to keep his vesel from capsang Without Sufficient stability ling rosin ois oal would bein jeopardy Th the following table the motions ate led iv order of pron slong ‘with the type of ably hich governs ach [Rol Transverse Stability 2. Bich Longitudinal ebiey So¥ave Diretional tcbiity 44 Heave | Poskonal Motion Stbiicy S: Surge Stablyin Motion Ahead or Aste 6.Svay- Lateral Mobo Sab Itshould benoted that theless able of these magn ré rolling and yawing wile the other moons haven relatively high degree of salty guest veo etree) ng ‘when considering the typical metchantiype hull Yawing can be con- Uolled with a udder, while rling mast be controlled by the proper ‘Sistibution af weigh aboard the reste. Ahotgh ranioos rll dampen ing devices do exist a wl be dieutsed ate. oust be noted that the ‘tion of roling and th trnseere tab avocated wilh are our hie concerns. "The way the ves roll a direct indiaion of ber sabi. Let us sasume that 4 sexe] hasbeen loaded in auch 4 way at tb make her top-heavy. Shee then in atnde or cont condition Her rls slow, 3d the tends to lg behind the inclinations oftheautface ofthe ocean ware. ‘She has a weak tendency to return to her orginal upright postion, apd her stably i poor, Another wesc hava concentration of weigh toward the botiom Sheisssf she rolls quihywithlargeampitade and she has marked tendency to return to ber original eret position which is perpendicular tothe surface ofthe cram waves, Her silty inthe iff onan is excesive. "To tain eablicy amerchant vessel shoul bladed i such awa sto _gie her an cary roling period, neither 0 fat orto alow A vessel which Tolls to fast stresses the upper pars of her structure, the erew, a, ‘When sbnsrd ship spe acer sefes anmerse ei, ox wal of Foligno, ssbb) saline st nessn of be ap nich eases ‘Betnturconcia Wiee ably rece hers natal eer ‘Sinner abr orice herve sed5 Suni Trin ‘considering container ships the upper der ofcontaners The ie forces that are created due to thik fst ling pera ate explained by the Felavonship indicated in Figure 2. Goniaines are eros lashed instead of vertically lashed, because crost lashing provides 2 horizontal restraint which counters the actual side force eaused by sccleratonsduetoroling nd the masrof the container. Inaddiion, diss also why empty containers ae caried on the top er. ‘They have less mas, and thetelore, ls side forces are generated. The personnel on a fase rolling ship are uncomfortable snd in atk of bodily Injury due wo the same kindof sie forces cing on their bois. ‘Avtesiel which rols to slowly has poor stably and might capize under certain condition, such 24 heaty weather or damage, That i should be remembered that an overstable or sf vssl cat be jus at dangerous to her crew and cargo sean understable vessel HELE AU Ey ui gy TLD igure 3.0 ene esas alvercly owned oe re ‘Centers of Gravity and Buoyancy “The contin of the vessel as regards subi is determined almost ‘wholly bythe leeation of two poinsina vessel the eer of gray and the Center of buna. Before dscising the rations between tex pots itisnecenaty ta define them. “The center of grasty 6, dat pint at whih al he vertically downward {ores of weight ofthe vessel canbe considered toacor athe center of ‘the mass ofthe Yesel_A ship wil behave asi all of ks weight (i Placement in long om) satin down through the center of gray See Figure "The center of buoyancy, B:that point t which lth vertically upward forces of support buoyascy) can be considered to actor isthe centerof valome of he immersed portion ofthe vex, hip will behave as ial oF les support ie acting up trough the center of yanc. See Figure 4 When a vee is ncined du to some external force, that be stim of sas, the centr of gray mil emain fixed in it cao in he ‘eel Ofenuie, i weights are fret move othe vse, Gill maveto0 bus, for the sme being, ashamed vat G does resin i its origi posiion. If the vessel does not havea Ist, hi orginal porn, oF ‘Course, om the centerine When # vessel isincined the center of buoyancy wllmove inet isthe canter of volume of the wimiersed portion of the ese, anda wedge of buoyancy as een transfered from one Side ofthe Ves! to de other fide Se Figure 5 i this movement of B which rsa in tendency ofthe vee w return ts orginal postion The fens of dis tedehiy x taeaseB Sabi Atri ‘of the stably of the vente. Why does the movement of away fom is Postion direct under G cause a righting emleney? The ates es in theconpi. Peres. Acoue sce The Conple A couple is formed whenever wo eal forces are ating ona body in opposite directions and along parallel fines. Lay a both down ona fa Surlace. Now push the lower right comer tothe left athe upper left formes to the right. Be sure that you ate pushing wit the sme fore on ‘each finger and that you are using fm poral lines, Your Bagers pressure have created couple, What happens? ‘The book wil valve Now place your fngersnearrthe enter of the book nd puah as before The book wilrevolve but notas quickly atbelore. New, place your fingers atthe center ofthe book and pth You ne longer havea coupe and the ‘ook wil ne revolve. See Figure 6 Returning (the discussion of veel, we se by referring wo Kigure7 ‘hay when moves the lines of fore through Gand separate: We now havea couple? exerting a force which ten to rrnte the shpck toa eet posi, “The couple has been formed by the wo equal Forces of weight and buoyancy which are acing n oppose direcionsalongparalellines, The Farther these ines move apart the greater the fore of the couple: Hows ‘ever, when 3 vel isin ill water and na esteral fore nein hen, "Sine he foreeshrough (an Ba weal upmard acd whenthey reco ee pr Ae cr ceca ‘tchimedes pane the tw of foting buds sates that # tng Upnsncalasequon owner mig clay ‘Therefore since we hae evo eal foros opersng tn oppnteStetons along parle the ame bay, acne ssa 1) Wat tein? 9 and Barein the same vertical ineand no couple's formed, Bot as on ae the veel inclines, 2 moves toward the low side of the vessel, aad righting tendency is created. Allcouplerate expend oct Yorce (weight uni) times length. oF a mimest ‘Suppose you pushed an the book with force of one pond with ech Finger and the distance heween the es of Force through our Ringer is sSxinches. Then there 4 moment of one-half fot pound tending to Fovate the book The lengthy then te distance between the ins of force; the force tha: of one pt theequal forces, Inthecase ofaesiel, the ‘aie of the couple & found by muipving the weight of ie yee] (igplacemeni by the perpendivlrdgzanve lrnn sath bne of aceon (Off This is expresed ss momenta Fooviors, The couples Known as, ‘Be righing moment ‘We should now begin to realie what sabia where epdengy 1G return to a8 ereet positon is devived, and upon mhat wo tlogs the. teridency, or righting moment, depend. The greater the meght othe ‘esse, de eater the ighing moment the greater the catance from 6 {otheline of Fore through & the preter the hing moment [Referring to Figure 7, we see that i cusomary ta lapel a2 the pois. ot mersecton of the line of action of andthe et ug G tothe distance GZ & Keoien 95 the ekg ary. Unt we abel the displace tienc of vessel Ay he fighting moment nay beenpresedby the symbols Axcz, “The righting arm along can usually be used tan indication of stably The reasons for this are very simple. Avene! st any one time weighs OF displaces certain number oftonslckeing the vesel docs not change ie displacement. Thetefore, the only factor of te righing moment (A> G2) which changes i G2, or the righting, C2 dob the ighting ‘moment doubles: if Gz trebles, the ngiting moment ebles, ee. ei possible then, merely by the Knowledge of the length G2) wo make10 sabiiy Fm accurate obseryations on the sabiity ofa vesseL* See Figure 8 But dhe Student should ever forget tat the ight moment express the stability tendency of a vessel The ighting arm i only a Flative indication of ality thats convenient doe at eran mes ee zn oz Raging ent 2000 3, ehteg ome 10000 % 3 Sao orien Sip toon ger. oes nips “nial Sebiity ‘Uple this poit, we have diced stably a all angler of and have discovered thatthe rue mesure of 4 vessels sabiity i her ‘ghing moment and, 0 a lied extent, her rghung arm, Uf sips officers were t0 look up the Sau of the righting arm inthe satel Stabity carves and multiply bythe vests weight he mould ave she Fighting moment in foottons Thi would mean very Ite to him other than to miicite that che veel would return oan etedt postion Hewan's “vilue whieh wil indicateto im desl what the vlad tendency of his {ese willbe to return to an ere poston for small angles oFincinaon; In other words, he wishes o know how hs vessel will ol Whether or not Is vessels sabi at large ages of icination not «problems which wll confronthinFreqenly Th oder satis this need Forasimple.condie Figure: the ship's fice mit know the positon ofthe vesels tanec vata Metactes “This ection shold he tead in conjunction wih cateful study of Figure 9, The trnsvesse metacenter 4 > point through which the center of ‘iornacion ou the lenges of righting ems for vaio contin ond reap erihnaie te foualinmennnateciyensesorsvese Thee 1 wae tse? ‘buoyancy, aes verily opiand a he ies clinel and’ dit toward theo side Tiallcises shown in igure 9 the vessels inlet the sn get cach cate the displacement the same: The only diference set the ‘esse is loaded differen so that the psition ofthe center of gravy SG wtow ut sole Eas ea SLRS 7 Soar12 Sy te, diferent, The center pf buoyancy remain atthe same po Hpcatse the immerse! porson ofthe nese the sa ‘equated wah tres of the four pot eer By and 2M denotes ‘Stable, Neara, and Unstable Equllbeium In Case 1, the wesc is loaded a 0 have slow G This produces a + couple or righting moment whichis largely dew the eitance betmee the ines of fore, ite Zor dhe rightng arm, InCase 9 nothing has ‘hanigedexce the postion Of, The vessel sno loaded insu way 3s to have as ener of gravity higher than inthe fst case: GZ has been Shortened. This i anther way of sting thatthe disance between the Tine of force as Been shortened. In both cases, thecouple eno ght the veel, The sesel said tobe in a state of bl uric, or she possess postive stably at small angles of inclination, La Cae 3, Chas Eten raised toa point where the lines of force coincide. C now coincides with M, There ino couple: therefore, noendency to right exss. On the ther hand, there ie no tendency forthe ese to continue to inline. "There ismo upmeting moment forsmallanglerof inclination, The veselic sid tobeinastat of natrel eprom, Im Gass 4 and, Gas risen above the ine of forces have vepara ce. "There ie negative vale of G7: an upieting arm and moment exis. ‘There sa tendency forte veel oinclie for ama angles of inclination. “The vessel sid tp beina stat of uta euro Iivall cases, emember that sable, neutral, and unstable equlibiums| ‘refer only toil stably, that the tendency ofa vessel atsmallangis OF inclination, The reason why ital abit i stressed is because the transverse metacenter doe! nove asthe angle of adinaion increases due tothe geometry of the bul form. Natal at large angle of nelination the veel wll aly become unstable nd capsize. Wermay now observe thatthe transverse metacenter, when considering inal sabiy, no ‘more than one parila poston of the center of ray Ts har pot {Uhh ayant erate veneers psc AslongasG ‘esmaina below point Af she vexsl posserera tendency to right ise The ‘loser G comes to iM, theless that tendency is 25 dearly shown by the length oftherightingarm, Assoon as race sbove decouple tends 0 "ups thevesiel Metacentric Height “The distance beencen points G snd M, therefor, relate rely ‘the ength of the righting or upsetting arms. The mathematical expres a. 1) Wine Leb? 1 sion of chs retains ted a Figure 10, where shown hat G2'= GMain Since G2 ks hme aftiguing nomene sod Cine fancion of GZ, GAf mun be 3 fuente ng omen. Cae, uctly wean sae GM, which Wed misrre haga anv nee ‘he itl stably of see ye Why can ne not use metcenrt height asa measure of stability fr all ‘gle of inclination? The reason shat does nat remain nthe same Postion for angles of inclination over 10 to 15 degees or this reason ‘ost tens define Mf asthe mterseton of the line of farce trough B when the ship i erect and the line of oree through & when the ship gen a smal inclination. (See Chapter 3 fo a thorough dseusion ofthe eta, ent) Thecxprenion G2 = GO sn ¢ ao, sony a formal angles For the ship’ officer, sabity is mainly a problem of finding the potton ofthe vewels tnier of ray Becae the poston of Ms "eal availble ohio by bydrosatiedats nthe ship's stabity be. (Refer to the appenx fora spi abit booklet) The poston oC above the hel (KG) i cela by the offer and compare ith A ge ean Misha teint tect and not mencntric eg whic the proper name for GO) suberacing [KG Hom KM produces GM, doe metacane eighhesalacot which wl inform the offer smut inl aby, or how the esl wal behave at4s Metacentre Rave for the purpose of expining exactly upon whit the valve of KM depends, at well ato enable the sdentof stably ta calla KM ei hecesar) to poit out that AM isthe sum of the dita rom the kee the center of buovancy, KB andthe distance from the enter f buoyancy to the transverse metacenter, BM. BM i known a8 the meant rads Here again we have dificult sounding term which has very simple seaning. As vee inclines dbrough smal anges, B moves hrovgh the atc of aire whowe centr ia at M- BM she vada ofthis cle: hence ‘etacentric radios The postion of M i, or shouldbe, avaiable tothe Ship's officer onthe hydrosazic cures or bles fom dhe curves. Figure 1 al help to lust how M virtually rains Sed for small indina ‘ons while B moves outboard fom the centerine "KB depends upon the shape ofthe immerse! portion ofthe hull and canbe caulated ary easily ge 1: sl ge Wk a Eh ode ag Mc ‘Sommary “Th& cendency of vase to retarn oan erect poston (alle abi) ‘anbe determined forall angles of inclination bythe valu ofthe righting ‘moment, Ax GZ, or sole by thelenghof the igh atm GZ. For stall Angles of incintion, or inkl wabiy, i cam be determined by Che ‘distance that Ge fom Mor metacentnicheight In order to find Gits fecessry to find AG and KM. Where the valve of KM & not aval may be necesary to find KP and BM In succeeding chapers, the calla tion of KG, KM, and GM willbe taken upin deal Questions Table patos cia tocrsees AReaagnencs Teun re Te ey heap we on end B.Alofine stove 2. Coie gry yin defeiin cm becomes Hesiod ef tne doped vaume, The eal al rely doce maces ‘At Cl) Ctr andor” Nee toe $. Cae of eran yf ti Gane coer LPR wri ofthe paca ane! Te rent sa cay oped retort Geb)" BUT)” exter tor. Neher na 4 aisomatay opening cough ae (Gy Two equal forces acting on a body in opposite directionsand along, raline 1 Roe acing nat dn The eal fee acag ons body ag anpestdeah ur D. None of the above. sar 5. The couple formed by the center of buoyancy and the center of savy form whats known a A: Metceatricheight B. Metacentric rahi © Righting arm (D)Righting moment 6 Rightng armis: ‘Ac Acouple BLAmoment Cia dance None af the above 7. Another expreson forheight of tranaverae metacent i Met centricheight.M-KM, AL (Mh, C.tithertorit Neither inor 8. IFKG ies than Ki the ship wold be considered ta have! 1. Stable ‘quilbriam. TE Neutsal eqaliriam. IL Unstable equitium. a D. Neither nor 1H Qt wit Cin 9, Gleuate he moment crested couple wth force of toy mich hasan arm 2.5 fee.16 Sey Tei 03 fcesors testo © tase D: Nets 88 aor 10. A hiphara gk bad. The ipa rene Otrecy Esa Shen Di Allie above ‘yA speligsyrjos niche newton ove neue cee GD. Be OM DAlohteaime 12h cna igh arm bese alone san natn Uae sake bagiteatsy nas convanc a oh mes of JE Gz tet what the veel ighingimomentt te ahiphas GM af ee? ‘5000 feoaons Rorsoofooctont {€ 30.000 oot10ns 45,00 fenton 14.4 vents diplacement increas bat sighing atm des nt aca bes abou the vse righting tendons? fNoctee B Decree @Remain soowshe se D, Cannotbedetermined 15, Ifamublee placed onalveltble what ype of equlibaum doesit poses (stable Nesta Uomo D. Cannot be determined 16. Metaceiric height math of expressing bility endeney ge fulfor 1 Smalfnglesorningon. H Lage wages ot nla. (i) BIL Ckither tori D Nether not 177RE pis iM equals wha? ‘A Metaceuricheghe B)Heightof metacener Metacencieradius| . Neither A, B.n0r 18, KM mings KG equals what? BoMeracensric hesgat Heigitof metacenter C.Metacetricradins 1D, Nelther A.B, nor C 18, KM canbe obtained ftom I. Hydromaticcuryes. TA tablein the hipsaabiity booklet % Ar BAL OFither Lor it D. Neither 90r 1 "7 120.-The product of displacement and G7 ie Aa indication ofthe ‘ese tre abi. 1 Rightng moment AL B.D © tier tort D. Neither Tor2 Calculation of the Ship's Vertical Center of Gravity, KG For the ships officer, tab ismanly a problem of finding the postion of the yeses vertical certer of gray KG, hetause the posison of ‘ietcenter, Mi ready avalable to him by using the hydrostatic data aboard the ship. In thischaper me wil discs the methods of fring the height ofthe erie center of gravy ofthe hip whenitsloaded with its fuel, water, sores, and cargo. What isthe Cemer of Graviey? “The center of gravity of the sip is chat point throug which al the vertically downward forces of weight are considered to at together. When we talltabout the KG, we ae only considering dhe vereal height of {Gabove the keel. For transverse suabiiy calculations it sassumed that G ‘wll be on the cenertine when KG i used. The use of off the centerline positions af © and of the longtadinal psiion of © the longitdinal Eenterof gravity LCG) will ecscusted late inthis book. Am important point to note is that fora ship tobe at eestor in equiv he center of Eravity st be vertically in ne with the center of buoyancy The Light Ship AG ‘Before a ship's officer can bey ability calelatons he ust know the position af the center of gravity for the vessel ina light condition (a Eondition prior wo loading any cargo, ful water, oF sores) Thi light KC, thould be found by performing the incining experiment scased at length in Chapter 9), Fortunately, the inclining experimentisprfonmed athe shipyard when de ship isbulkor by anaval architec dockside after fn alteration tothe ship structure which coold change the value ofthe Tight ship AG. If the light ship KG information ist aboard, the ships ‘olfcer should communicate direc with bis company's office to obtain, Such data ‘Aficr loading begins every ncight thats added to that ofthe vel will affect the orga center af gravity. In order to find the change inthe 2) alubion ofthe Ship Conte Gray KC 19 position of the officer must employ the theory of moments. In practice [Remus estimate as accurately ax poraible the postions of the centers of fravity of every consgnttent of cargo Fel water, and sores and mol iy cath weighty the ight of te above the kee. Then he must divide Th sum ofall tnese prods or moments by dhe al weights, inclding the wolghtof she light ship wich lle the new center of avi, ‘expresed as a numberof fet above the keel, the KG for the loded ‘endition Using Moments o Find XG Iisconverient in discussing moments 10 real a seesaw, Refering to Figure 12 let ts suppose the seesaw i 40 Teen length Its center of {gavin at the midpoint of ks length A 100-poure weight placed 10 {Ec fom the fulcrum at ©. How far mont another 100-pound weight be placed rom the fulcrum on the other sie in order that the secsew wil Falance? The distance 0 fect. Perhaps the stidens has subconsiosly ted the theory of momento ebvainthe answer. "The momen of 1,000 foo-pounds (100 pours» 10 feet = 1,000 forspounds) must be Balanced onthe other side ofthe ferum by the sane moment. Therefore we divide 1,000 fot-pounds by 100 pounds to ‘tain adssance of 10 fet ICeheveighcon eh eer sed heen 200, pounds; the distance would have been 5 feet tn oer word the mo- rents around te center of gravity of any member mustbe eq nyu 3. Wecanmaseane met tet ing enero ‘Now let us consider Figure 18 where 150 pounds are placed 10 fost ‘rom the fulerum, The sesue wl ot Ualanee How far wilde fala20. StabtivkeTre hhaveso more toward the 150,pound weight Inether words hoe fac has Gahified duc tothe altooal 30 pounde? We cannot rvalre moments About ashtting center of gravity. Let ur revolve tem instead around the leftend ofthe aces Wega hae Me TOO pounds x 10 feet = 1000 foo pounds 150 pounds » $0 feet = 4500 foot pounds ‘250 poundstotalweights 5,500 foot pounds otal moment total moments by total weights ignoring weight of seem) 5,500 Toot pour 99 eet rom leftend of tess EGG EEA -22 (ee rometend sees) 6, therefore, has shifted 2 fet othe ight. ‘Now let us check wih the former method of usig moments on the ‘feet x 150 pounds 1200 foo-pounds on one wide of flerumn 12 fet» 100 pounds = 1 200 foot poundson others of ful Thescesrw balances, We havenow cen that, where there san ation of ‘weights witha consequentshiftingotG,#sxbetertorevalethe moments {round a fixed point. On a ese this point ethe kel ; He rotate the fcesa sor vertical potion a shown a Figure 14nd consider gto bea ‘vessel, with a verdea center of gravity (KC) atthe Tulerum, we can ‘determine the KG as weights are loaded or dicharged by finding the ‘moments aid dividing by dhetotl weights In using the example ofa sees, are not inched the weight of the seesaw since iewas negligible, Witha vere hostever, the weight ofthe Tight hip nd her KG must beconsidered an thelr moment added tothe ‘moments ofall weights Toade. 2) aleltion of the Shp casi Cy kc Using examples let ue now aber how moment ate wat fed the Deigh ofa vessels center of gravity above the Kel, KG. EXAMPLE L.A vessel fstng at her light draft displaces (weighs) 5,000 tons. Thelight ship KGis.20 ee alvethe kee Pwo hundred tons ate loaded! LD fet above the kee nd 300 tone feet above eight ship KG. What willbe the postion ofthe new KG? 5009 80 200 0 300 2% 5,500 total weight joa00tetlmenents Dividing ota moments by toa weights, KC 199 Ran. EXAMPLE 2. The vse in Example | now has the following weights removed from the localons Wed below. Find the new AG after Aisha ng: Weighs intone AGin fet 700 3 300, 2 Le ot HB fy baa ni 6:50. womens Original’ "5.500% 109,500 foor0is Discharged 1150 6.50 fot tons Final “500m 108,150 foottons 2 ABO ytd Gaicaating 66’ (hit of 6) ‘The evo examples above illutate dhe ual metho of clealating the ‘verialpestion of after loading or discharging several diferent tens ‘of weight. The method involves the diviion of Gna vera moments by finalweight Bot what method shoaldbe sae wind the ftoFthe center Of gravity due leading, discharge, or shiftofa singe of weigh? OF ‘ouse ven in the case ofa sit of ght we can use our base prinple ‘oF ial moments vied by fal weight wo calelaethe postion of Gls final portion then being compared with de ial postion to nd GO" (Whe shift of Gt new postion22 Sly Tri, EXAMPLE 3. Suppose thaton 1000-00 reste witha KCof25 et, 300 ton are sited erally upwantsa distance of 20 fee: Twit conden” 10,000 85" 960.000" Moment deo shit “£5,000 Final condition | io,a00 354,000 00 Ke= Ta000 25.4feetorashiftof0footup) “This method of solving the problem is somewhat eibersome, It Involves steps whi an be surarze a lows era moments = moment dueto shit ‘iiplaccment iniialne = 6 since Iefallows tat “This ean extremely important Formula, expressing the reatonship between the siftof weight on a vessel and the eorrespoing sof he ships center of rai ecan be wed to calculate not only a vertical sift ‘of 6, huta shift in any direction whatever. Constant reference will be ‘made de foxzulathioughout deremainder ofthe text ete age the formula tosaliethe problem in Example 8. xd) 200ons) x 20%e oe Bo pi yk7000wnn) Ree) “The simpity of eeulation of GG when the aif ofa singe item of weight is vltedsapparentin Example 4. The formula may be wed TVih qual simply to solve for GG" when a single item i loaded or {licharged. Two.attions mus be observed however The displacement $s that whieh ie vena posses fer the sat of lading or dnc Sire did ens eamctomcnts helps fandithepostionof the laded or dcharged weigh: Thevaldy ofthese Shscratons sy be proved by aig cat if igh lone a or ‘acharged fom) the cemer of gray vse does not shi, Only the displacement hasbeen ineeased for decreed) The problem now ‘mph hing problem Shite weight rom eo where eactual has been loaded. (or shift the weight to G from where twas actualy di- Charged, The next wo examples wil uta te procedre: ExanPlr 4.66! = 2 | Caution ofthe Ship Cemeraf Gras KG 29 EXAMPLE 5. Three hundred tons of saltwater are loaded in ar- boar deep tak, the center of dhe water 10 feet above the Keel. The lioplacement the vessel before lsd was 9.700 tons the KG 29 fet, Find the erica shit of sed 80D tone 15fet _ = co = SZ = somone TSFt— 945 fot down) EXAMPLE 6. A liar tank weighing 60 tonsis discharged from the portside of the upper deck fs KG 245 fect. Daplacoment ofthe vesel before dacharing was 6,060 ons, KG20 fet. Find the vertical shift of. cgi BEE, SOto0s 25 feet, 2 et 1) 25 fot own) Calewating G6? with Suspended Weight [A suspended weigh problem saspecil ype of G6" problem Wht cra ship + uprightor icined in ether direction, when a weight isited by the ship's cargo gear, the center of gravity ofthat weights uansferred {the point from which it suspended, Ths ia very important and {fealy overlooked situation, Imagine that the unbo boom yur ships {iting 4 90-ton container Thc head of the jumbo boom is 80 feet above the containersehichisinhe lawer hold. Assnon you fhe containers fraction ofaninch claro the deck, the KG ofthe S0-ton container shils from the bation ofthe ower hold the poiatof suspension, the head of the boom. Ifthe displacement ofthe shipwere [0,000 tons, the fllowing Go would resi EXAMPLE 7. The ae ofthe suspended cargo xd SOIREE box ap) o 0 0 Note that asthe container i ased toa worblckel poston eis highest posible poiden) the GG! will aot inqrease any more chan kd ‘then aly lifted clear ofthe lec, Many fishing vesse's ane smal work boats have ben eapized because tei re dil not realize what actly Iappens with «suspended weight With a shores crane there stspended weight problem. Is justa lading or a dicharye ype prob Merchant marine cargoesels have suc large displacement hat ‘otusually necessary tbe concerned about ogo stability due oii, (ingo wih heir own gear24 Sabliy Tem, ‘Tasummarize the GG! formula |. The centerofgraviy of» tip wil shift rom original pasion 10, amey postion’ atta ditance of GG whenaghtsadded, removed, ‘rahieed, Where: w = the weight in tons added, removed o shifted “d= for loadingorduchargng, the dieance in feet be . ‘ween center of ravi oftheeargoandthecemerof gavyfuicabipok bb forshifing cargo the dance eet ofthe shiftor for suspended cago, the distance in fet benmeen the polit of suspension and the center of gray of the vessel = the final diplacement ofthe hip into. 2. When a weights loaded, GG wil move in the dicction toward the sedded weight 5. When a weight is dscharged, GG" wll move directly fromthe discharged weght 4. Whera weights sified, GC willmovedirectiy paral tothe sie weigh See rapaelt SS 2 / Cabin ofthe Ship Comer oxi KE 25 Fa 1g KC When Loading or Discharging ‘So far we have deat only with the effect an the renter of gravy of| loading ot dachargingoneorafew tems. Infinding KC fora versel hat x toe completely loaded, she following tep are obetaken 1. Find KG for every cargo, fue, water andstorescampartmenortank onthe vessel "2 Multpy shes dinancss by the weightsin the respetve lotions. 5. Aaa tol weights including weigh of eh ship 4. Add cot moments inciuding the moment of light ship igh ship Aisplacement light ship KO), '. Divide eta moment by total weight to produce nal KG. The quewion now arises: Flow the center of gravity of a compartnent found? There are two cases: (1, where the eomnpartment is completly filled witha homogeneous cargo (argo that hes thesane density) and @), inhere the compartment is ply filed with eargo, homogeneous of ftherwise, or the compartment ised completely with heterogeneous cargo (atgo of vated patre, general argo). CASE. 1. Compartment filed with homogeneous cargo. "The centers of rat for ll compartment and tanks ae found dn the ‘hips capacity plan. Tt «possible that tis plan might ot be avaiable. Ta thie cae mould be well to contact the ship's company office and ty to btu it Suffient dai required to he roppied inthe ship's rey ‘booklet 30 that KG for each tank, compartment or level canbe readily obtained bythe ship's ofFcer. (CASE. 2, Compartment paral filed or completely filled wth heter geneous cargo Finding the centers of gravity in hold where general cargos loaded ot ner the old is only paral filled isenirely'a mater of eximavon. If the cargo is honogencous, a estimation of G is made. The moment = usd by muldplying the weight of the cargo by the distance of the ‘estimated G above the keel, KG. If the cargo of general ature, betr0- ‘geneous, an eatimateof © may allo be made, giving creel atenion to the distribusion of heay and light cargoes. One should remember that thecenterof gravity ofthe weightofanentrchold wil ever besbovethe {geometric center af the hold For general cargoitisalmet inevitable that the actual G of the weight i the hold willbe well beow the geometric fe Tiprar caies when extreme accuracy desired the mereesimateof the ton of the centr of grant a the weigh in hol ay no be Sulficenn The general cargomasy have to irbroken down nts compo- ‘emits and calelation made asin the example sown in Figure 16. We26. Supily Ten, ‘can see fromthe example n Figure 16 tha firing dhe ener ofraviy of {comparitent js ilar in method to Binding the © ofa ves. The ‘roments are taken from the boom of the compartment instead ofthe Keel Nete thatthe centers of gravity ofthe various commodities retaken thal ther height. nthe cue of te dry goods in gure 16am estimate of 13.5 feethad be made ‘When deal with modern ships such as containershipr barge car ‘ers and rolkop-rlloff ships, thedistibution of weightsis calculated by Texel Tis assumed that ll unison a leel have the sae KC. Thus the ‘shim of the weights per level mulled by the KG ofthe level gives the ‘ertical momen, Ln turn the sum of she vertical moments divided by the {otal duplecement yields the KG forthe ship that Inaded condition. Unie lating a found on modern ships allows the ofc 10 pigeon- hole cargo weighs much de same way an weights in double bottoms were one mesrier day Required Accuracy of KG In general we want so calculate GM of ete to the closest enth of foot. By using the GO formula we can easy see that for approximately ‘every 10,000 tons of inplacement we can allow ourselves 1,000 fot tons ‘Sferrorinoa: total erteal moment (eistnie that chances for ertor are tary, burt also tue hat, ifeareand dilgenceare raced, herons will be negligible whes the center of gravity ofthe whole ese sob tained, Asan lhststion let ue sy that a fier has miscalealated the enter of gravity of ahold by one fot. The weight of the cargo inthe hold 500 tons. The ersoe wile 300 fectton aed tothe otal momenssof the vese, Ifthe weight ofthe sense and cargo were 10,000 son and the tue centr of gravy forthe vessel were 20 feet above the kee, the true ‘moments would be 200,000 feo: tons, Now ad 300 fooetons whieh aes 2) Calelaion ofthe Ship Cemerof Gat KG 37 erro The resulting KG 820.05 fee 1n her words aters0r of only one tmentieth of ft has resale from this migeakulation, Thi ype of ‘coor is asglgibe: However, ian error of 1 fot mere made in eer) ‘omparcmenn and i the error were all above of below the tue postion ff the center of gravity of each compartment the errr of the final AG trould be near foot anda serous eror- Obviously, however, it would Tedificalttoerrzoconaitendonoveside Morevet,anervor ae fot willbe made ifeniycarelennes preva Qveriions 1 Which of the following quanies does the ship's officer calculate in doings ttanseerse stability problem a determine Gi? 1.KG. Ml QD BM C.Biherlorll D-Neidiertn0r 2. The point through which all the verseally downward forces of weight are considered fo cs own as "A. Themetacenter B. The center of buoyancy ©The center oF gray D. None ofthe above 3. The ight ship condition A. Acoadton prior toloading cargo, aboard, 3. A condition prior to loxding cargo and fuel, bat wih water and ores aboard. 6. Aconditon prio loading cargo, fue, and water, but with stores aboard, (B>A condition prior o oeding cargo, ful, ater, ahd sors. 4. Amomentis: I Aweight TL Adisance AL BI GEiherlorl D. 5. seesaw will not balance. We wish to determine where to put the Fulerum in order to make balance. Which ofthe fllowing methods ‘ould you se? You ae ne allowed to change te cstribtion of weight. T Revolve moments about a shifting fulcrum. UL Revolve moment ab- ‘utone end ofthe acess nly Al BIL C BeherToet 1. The G6’ Formulas wed to sale for: A. The movement of G when a eight sifted aboard a ese B. The movement of G when a weights loaded aboard veel, The movement of when a weights discharged aboard a vesl. ut el, rand stores Tor TE Neither nor It28. Sabiiy Tri Ba Themovermentof Gwen eights upended hoard 2 yee EAllof the abore, 4. A heterogeneous cargocan bedescribecas: E General cargo. 1A mixere of cargoes wih diferent densities Al GIL) G.£itherTori? D. Neither {nor It 8. A homogeneous cago completly la argo ald. How wold ou ‘stint the enter of geavity ofthat cargo Hold” It wodld Be equal 9 the geometric enter ofthe cago lioll 1. Take moments ofthe arbus Caigosand dive shemby thet wight nthe cag AT) H.Il C BitherLorIl, D. Nether Enor It 4. homopensou caren pata Aa cargo bl. The KG of te cattle comfartscn aierocueaaeaby etic oFe eee ttre trie trgo nomen of the pe abide bye a prea ehecargomhestce cs ae Githbes nS -D.Neertnoe 10, To kate the KG of olan afteet Lahn setts vege este akg by a dina nt, ‘ted bf hc Sopacemen fe hp, TT wet on ex te ples brumbed sede lege ecru og seh Te tmef hoeversel nomcneteidedbyeethel ane At GD) GBs tock D-Neites L905H, Problems 1. vesel has displacement of 14,300 tors. ts NG 22.5 fee. Find the hew KG 3.500 tors of containers are removed From the top Ut of ‘containers on deck otha KG08 75 fet 2, A vessel tes $,500 tons of bunkers ata KG of 45 fet, Pio 19 loading ts displacements 12,500 ins wih aKG of 17-5 fet, Whatisthe Gof te vessel after taking the fel aboard? ‘3A vesiel han’ dnplacement of 15,000 ions ih a RG OF 225 fet. Cargo shifted from the lowerhold wth KG of 80 feerothe main deck Go! 400 feet Ite weight ofthe carga 8500 ns, wat willbe new KG for the shipbe? “4A vessel bas adaplacement of 10,000 tonsand a KG, 0f 20.0 feet A ‘heawy ft inthe lower hod har 4 KG of 10 fet and 2 weight of 40 ts. Find the new KG forthe vessel when the hea Mf is Fase 3 feet ear of the deck rertclly and i wuspedd bya jumbo Booon whose head is 60 Feet shone the kee. 2 Cateslaon ofthe Shi Centro Gray. KG 29 5. The No. hold ofaveutis stowed indicated: Find KG ofthe hold were a] eee [6 6. Using the byrosatcprpeties from te in aid ally Bookie sce Appendix D) compete the following probes. The rarsnet dist thi is Reaag ota meas deaf of 13 feet inches. Th center of grat 365 feet aste the kel The fllowmg weight are lade or discharged ‘slisied, What the nal KG? ade eons HD 120 10 150 rs 400 2 350 23 2090 2 430 20 280) 363 Determining Height of KM In actual pracice the sips officers not cll upon to calculate the height ofthe KM transverse metaente) above the hel. Accurate alee ladon of AMC cannot be made except bythe aval achiteet after much involved work Nevertheless, a purpose may be sereed by presenting approximate methods forthe determination of KM "You must remember that metacntric height, CM aot onl det mined by the postion of G, but ahoby the postion of M.A knowiadge of tow ai why the value of AM changes with drafi an the form of the vere is indispensable for understanding and ving transverse stability properly, Fortunately, today, vessels are required tobe supplied with 2 {Rablity booklet approved bythe United States Coast Guard By entering curve onagraphoratable withthe shipssdplacement fromthe stably booklet, the Rif forthe ene realy avaiable wo the ships office Whats Kite “The distance thatthe transverse metacenter, M, measured i fet, ie above the kel K, designated KM. KM isthesumofAB, te heightof the ‘enter of buoyancy above the heel and BM, the meracensicradius ore ‘distance froma B @-M, Any change n the valve of KI or BM changes he value of AM. (Caleaating 2B “The position of, the center of buoyancy naturally depends upon the immersed shape ofthe ull I'dhe hull has a rectangular shape Uke 3 thre, dl wile at half the draft. The greater the fae ofthe ship's des oF the dead rise ofthe ship's botiom, the higher B wil be located above the half-draft point For the anal merchant ship form, the height oF B abote the heels ery coset 0.58 times the drain other words sghly above the halfdraft point ‘Another widely sed approximation of Kis Morishs forma which deter Megat KOT 31 ks = 8 620-viAy ‘phere B= drafrin feet y= volume diplacmentincubicfeee {arena riterplane in square Feet The ratio of volume of aleplacmene to. blok hang length, breath, and deat ofthe vesel known a6 vessels block coefcent. For mer: ‘han fort hulls wih Block cotFicents which range berween 0.68 ane "75, the reals of the approximition of 70.53 X draft and Morrsh's approximation are forall pratal purposes valid. Figure 17 shows hat Fer ends do not slvays hein an inerese i thevalue KB. Fae and lea vse ofthe hl determine tis valve and not the block cetTicen. Calelating 5M LEM isthe distance from the center of buoyancy to the transverse imeacenter [called metacentne rans, [i390 called beau cis the Tadius of a cirde which bas M atts center and a snall arc of the tle Tormed by tie movement of atthe vessel icine through smal angle. See Figure Tin Chapter | "The formula commonly sed far calculating BM i BM=1/¥ where: = the momentof inti about longitudinal acs ofthe ‘waterplane in units of et v= the volume of displacement, in nits of ee52 Si “Moment of inertia clic term to define simply. Some txts sate that the moment of mera of water ple Sa measure of a vessels Fesistance tli motion aot the vessels longitinal ans For exam ple, the moment of inertia of lg mould be very sal, because there lie restance 10 rolling motion abouts longitadins ais A brood beamed barge, onthe ther hand, wookloiteragreat elo resisanceto ‘ull toton abot es logitainal ai. Iewould ave large moment ft ostea, This moment which tests motion actualy made up of 38 {nfinite nurnber of mornenta each of which ate eompased of de reduc, pf the elementary area and the nguare af the dance fom The us “The moment af inert of rectangular water plane areca be easly found by the following spe orl: [Se Append B for evaung of formula) where: Ls thelength of thewater plane Ba thebrendth fie waterplane, “To approximate the moment of inerua of a water plane other than recangular Lxmxk where his constant depending upon the vale ofthe water plane Cocina allows ae Ee 070 0082 0754s 00 005s as 00m Noe Wert he ialieeol ech arp By observing both of the bore formu, endent at once that Tis almost wholly dependent on the breadth ofthe vse. Any sal ncrease fin beam will isereae I emendously, thus increasing he Value of BM. Keep this fact firmly in ind. One of th mot sport farts of al ali he breath of hr weet. Knoveng the importance of rend me ‘an se the reason for ourrigens,sponsons, ee “Lees consider the effet of addonal breadth on the barge a Figure 18. The dimensions ofthe barge are Length SO feet G0 feet Breadth BO feet 40 feet Draft TO feet TO feet 8) Determining Heit oA 33 pe f “The bangin the inal condition sincned tothe new waterline, WL) causing a shift to helo nde ths produaingarighting moment and [BMC as shown. The barge afer ational breads inclined tothe sme ‘angle, producing 4 ANE and righting moment approximately twice the orighal BM and righting moment. Tasis duet theinereated buoysney ‘nthe submerged side, The increaaeinequaltoa wedge A minor edge. “The center ofbuoyancy naturally moves over farther because of his ew buoyancy, thus creaing a greater dance between the Lines of force through Gand 8, nother nord, greater righting moment (The function of Vi BM =f ¥ ean be vsualize by grasping hat with aalerger Vthe movernent of B il be sale, ts reducing BM Or, 2 ‘decree volume of placement produces eater movement of8 and ‘Consequentincreatein BM)4 Sysco Now let us calculate BM ad observe whether the results wil bear ot ‘our observations by graphic method nial Conalion (Using fora rectangular wate pane) p= Ei _ 01808 ee Lx Bx D = 50% 30% 1D= 15,000fee0 00 fee! KM = 125 feet sarge wih Adina reach 50-40 5 209,667 fet! V~50% 40% 10=20,000 fee 126,007 fee! ‘o,000 Tee” 19 eet | BM = 135 feet, +KB= 50feer ‘AM = 183 fee. iy the above calculations we have prove that with the dition of 10 fect oneshird the breadth ofthe barge) ne have almost doubled he niga BM The metcente hasbeen aed 88 fet thus increasing the initial abiy of the barge tremendously, aM = Approximating BU for Curved Water Panes musing the BM ~ 1/V formula foracursed wate plane the /isfound by muliplytaglength by breadth cubed by the consi A depends upon the value ofthe mater pane cefient p which, if net avaabeceetly from the ships sabilty booklet can he calculated. by the following formu ‘Areaot ater pla TXB The area ofthe mater plane canbe calculated by mulphing TPL (ons per inch) by 420. TPI can be obtained fom the deadweight sale on the 5) Desemining Hegneofit $5 ses’ capacity plan or lca! the ability booklet forthe correct {draft Vor eeplaced volume of the vessel at be ound by mulling the ‘estes deplcerment i tone by 35 cubic Feet pert of salt water. The ‘estes displacement can aso be found on the desdeight scale forthe correct drat or example vessels fating ata draft of 8 fees. Her length onthe lad waterline ls 444 feet, Breadth i 62 Feet TPT 51. Diplacernentin tone 14,850 tont: Approximate KML (Not! she true KM at displace ‘ment of 14,850 tons825 feet fromthe deadweightscle) ‘Aup "TPL x 420 = 51 420 = 21430 fee? (P= Au 1% B= 21 20 feet (27,598 feet = 078 Using pot O78 pik oft» 0.032)" Dab Bc h= 44d > 629 0.052 ~ 8,502.57 feet’ Ve Disph x 35 14290 tons 35 fet lion = 319,750 feet cys SOREN fet pM -riy = SSRsIT ee io. feet ‘Ki = 033 x Dra 14.8feer BM = 10.6 feet KB = Lafeet, Approtinate AM ~ 25.4 feet "Truc KM = 95.9 fet “Approximation Eror = 0.5 foot Analysis of Vertical Movement of KM |A vessel ina light daplacemene condition i iff. This means a great salve of GA, transverse metacentic height sthis value de to = high position of M orto slow position of G? The commoa belies the later. ‘Retally, is duc to the former, Since the Ineight of the eanserse Ictacenter above the hes, KM, x determined bythe vals of KB and [BM cis necessary to analyze the changes in dese dances caused bythe change of draft In amerchant form vse, B ier pproximatly half the draft change. To illustrate: or a typi merchant form ship AD values. area lows Leh Conon Tze 635.ee Thfect “BaD fect O5tFoot Mfect TAL fect 052foot See tleforkon page 8236 Sabiky «Tin, Set QBfeet 155 fet BGleet 18 78feet 058 foo Bhfeet 14.31 feet 053 foot or oth light drat and deep dra increase of drafts lle over one al foot. constant rate hang < Imamained (083 foo for each foo of increas) Tisobios, lo, that st ight drat the value of KA is small. The reat value of RM G08 feet [2 feet craft for atypical metehant form vse) therefore mustbe duc toaigrest alc of MM rater than KB Tnordertexplsi this gyen vale of BM alight Gratis ecessry © ue the HM formal BM = Ve Fore sake of argument we willassume (ur Beam to deft ratio for out typical merchant ship ies, AL ight ‘Buplacement drafts. the volute pf diplacerment is naturally sal Srhereas the value off which depends almost soll n the breadth af the ‘evel. is only alight lene han vl beat deep drafts This is de tothe cr that a merchant vessels breadth the sane alight daft as fll Toad condlivon whic s because ofa wallsded mid-body section. This theans that he fraction 2 ¥ ischangisg rap nalue. Also, the rateof| ‘ange changing rapid with increas draft Tosustat: up conston ate ) BORE seat ten | MEO BH a 4818200 ae te ct Sie 43820 pes fea La Age o00 2) aie $8O -2hotien a8 ein 2 ‘view ice ci 7000 5 fect SERSST— 07 tect 2ofeet ATs he 940foae 1 631 - vagice om aitet SEAS. aBtee ) 088 ‘can be seen om the above able that BM has great vale at light dafis duc to small alte of V. Alo as Vancreases rapidly wih draft increasing very slowly. Therefore, the fraction 7/ V decreases i valve i 28 Desermining Hsphsof M37. ‘ery rapidly at fist, with the rate of decease becoming leh. the de- ‘ominator V beats a grester and greaer proportion to the numerator £ “This aula shown above, decrease f of 184 fects the draft increases rom 12 fet ofthe the decrease of BM son 0.8 foot in increasing draft from 26 027 feet. tis now wel o berve the effet that hi constant rate f increase of KB, and the changing rate of decrease of 8M with increase of draft have pith alc of BM pth draft hanger the mera fom TBfeet 88 2a 3075 Sfeq 6894856 ta 18 Boas Wife 7Al 23108152 S10 285, 2 fee 15.25 a7 2552 ier 1878 1187 040 4.13 25.65 Bite S158 149 0884.15 95.80 The following observations canbe made: . Atlow drat the crease of KH ie mich smaller than the decrease of ‘BM therefore, the value of KM decreases apy with increase of eral 12, At deep draft the increase of KB Bmally overcomes the smaller decrease of BM, ths causing the vale of KM to rise slow 53. The relationship of Ki ne BM to dhe value of KM 35 shown by the table, can be graphically ltatrated bya typical eure of meraceter 35 found on the hydrostatic cures ofa vese. See Figure 18, ‘By inspection of the curse in Figure 10 we pote: 1 "Tha curve of tranererse Ki nearly sraght line. Graphically his means that the increas of KB bearsarato whith salt iret with an increase in drfe '2 Thecarve ot ranwverse KM slopes lol othe et, then incresssits slope, and nally slopes slowly to the right. "This capil deereacin the valu of KM at low drafts of coursed to the rapid Gecrease af BM, At the poin where the KM curve starts slope tothe ight the incteate of KB snl reste than the decrease of BM Study Figur [8, As aninteresting exerie you shouldbe able ind BM by subtracing KB from transferic KM, and consrict a curve of BM Alvety on Figure 1. Effect of Verical Movement af, on Beam to Draft Ratio “The Foregoing dscosion ofthe vertical movement of Mf fora typical ‘merchant form hull is appiable only ta Yee! ot moderate bath 1038 sabes hin oeeeek ee eee Fir Tne an ns oa ip ene aft ratio (a beam to dralt rato of 6 can be considered moderate) éxmicr ad narrower vessels woul’ have larger and smaller ratios, ‘especie. Naturally thi change of beam affects the momento neta oconrnmennte omen 5) Determining Heights 39 for these vesels. leo the volume of displacement wil bear a diffesent {atio of IV mil therefore have considerably different ales. "A brond-beamed rae yall havea tremendous metacnitc radi t low drafts hich value willdropBarpy with nereae of craft due tothe feat incense of VB meanwhile i ot rising enough to overcome the ficereate of BM, A very low or negative metacentric eight, GM, a oad ‘rafts may bethe result “On the other hand, a deep narrow vessel may hates negative metacen ‘sicheight at low drafts duetoheramall momentof ner, With increase Ofsraft however, the metacenter wil ise rather than fal asthe increase OfKB i greater. Atload dials, de metacenric height adequate or i ‘allse has been ade low ta give postive sat forthe ight draft may be excessive "Thcelfect the beam codraf rato mus be keptin mind,thereforein any analysis ofthe vectial movement of Mi. By studying Figure 20 you ‘an readily ec how achange ta the beam to draftrato wil alter theloc Yon of M, eine 2, Grp tatoo be pn die an were ce elnidinc elsngeofndiann Rowe ocaacaap ooo ‘Summation of KM Verical Movement “The wellirsined ofcer knows that, widh every change of daft, the position of M changes, For the wal merchant form vessel M drops Fapidly with increase of dra, gradually reducing the sped ots drop,40 Sabie tri ‘until drafts of nearly toaded condo ar! eathedheratier lly ‘rng load draft and beyond. Thismoverent oF Madre duetothe Changes in value of KB and 23. You should inspect the Hyéosatc Properties sheet $ ofthe rin and stably Booklet Se Append D)10 note the chai in KM. Movement of M With Transverse tliat In Chapter we explained that remains on the centerline of the ‘ese only for smal aes of inlnain aad therefore an belied Conveniently oniyin conjunction with intial abilisy Now we propose ‘explain the effect of inclination on hismovement of “The tert meta wa selected as a prefix for center because its Creek meaning implies movement. The metacenter therefore isa moving cen- ter Theoretically Mf stares to move off te eetterine as ion a8 a vessel {dines but, pracscaly the movernent ir neglge for inchratons up T0degrees or thereabouts, depending upon the form ofthe vesel Hat beset pore igre 2 Pesce rr mtion Where Why does M move? Let us st study Figure 21 which shows ese of roularsection, orsucha ves M does not move cider erally or off the centerline. “The reason for this can be determined a fllons: Regardles of the indinabon, KB kas the1amevaluesince the shape ofthe immersed section ems the sue. Bao Fetish sae Yai, This cn be proved analytically by showingthae//V does not change J which sequal ol. 2° 3h. cannor change sie the length, breadth, and water plane cefBicient remain tie same ¥, the volume of daplacsmert, i unchanged since {nclination cannot change thisvolure 'KB and BM retain ther vales a llincinatons, tis undeniable that “RM retin aval, This true for the Vaselatany draft “Moreover, M wil be atthe center of the arc sce for any angle of Tnclinacon, ie vertical ies drug 8 al pass Ough the enter ofthe igure 2 The etcetera a Eee a nl dunes circle, and M, by definition, is formed hy soccestive intersections othe Tines of force tough 8. Tin what respects does a merchant veel of normal form differ from a vesiel ofereular section? The amebreadth isnt constant for alli tions As the angle of inclination increases, the breadth ofthe water plane increases until the deck edge i about, oF ite below, the waterline and then decrease unt the vemel i inclined t0 90" This change of water plane breadh ean be seen n Figure 2 “As we know, te Breadth of the water planet directly attociated with the value of. Therefore asthe breadth increases, Zmustincreae Since V remains the same, the faction Vw increase in value unt deck edge immersion, and When decease. This abe value OF BM, 2 Seciated wih he change inthe poon of B dveto the changein hapa the immersed form of the vesedl wail of cours, produce a changing position of Mf, Since dhe vessel snotoor ofciteuar com section, mores Dif thecenterine Fr small incliraton, 3 merchant vessel of poral ll form can be compared with this vessel of ircular section since movesin the arc ofa Gree, nd breadth doesnot change comsidersbiy- In ether words KB and BM do not change markedly, therefore KM does not ‘Stange markedly forsmallanglesof inclination. ow does Mf move for large angles of inclination? Figure 28 shows a ‘typical loca of metaceners and centers of buoyancy foram average frm ‘typical merchant sea Tn actual calculations of stably for large angles of inclination, the retacenter, therefore, isnotused, and arexorta the we oF righting a7 ismade: Stability at arge anglesof ee willbe discussed in Chapter 642 Siete Ji yy Fg, Tl mot me ano rp ane Qecrions 4."The distance thatthe sansverse metacenter is aive the heel designated as AKG BKB) CRM DKC+BM 2. KM canbe olsaine by theshipsofcer from 1. The ships abiiy bool TH The ships capacity plan. ALBA C.BitherloritD-NetherLnor tL 3: Thevalucof KMiscalelaedby: I. Adding Bho KA. 1-Subsract ing from KB. AT Boll GEitherLorlt —D, Nether fnor It 4. In general on what det the positon of depend? ‘A. Length’ B.Depth C.Freetoard D.Draft {Ifyou were lnking forthe KB curve on atypical ships hydrostatic cares play you would expect the shape of die KB curve to be: TA ‘Staigh line far al practical purposes. 1 Agen curving tine. AT BIL C.kitherorih” D.Nelther Unorit 6. Aminceas in lae wl produce sn increase in KB. AcTiue Fae 1, Adecréainbloekcoefcent necessary meansan incresein far, AvTme B Fale 4 i 8. Tocaleaate AM you woul A.Add Vor B.Suberact from Multiply Voy DDisiel by V 9. The essance tomotion about thelopgitedinal aisofashiplarater plane Al BV GB BM 10."The product of aJengeh of a vest and the cube ofits bresth Alivded by twelve will enue 1 The moment of inertia fora rectangi= lar water plane ares, I The moment of inertia foracurved water pane ‘ALL Bll C.EitherLorIt — D. Nether nor 11, Whieh ofthe folowingis the mos significant dimension of he ship wher eleulaing kM? Aclength B. Breadth G.Drafl.DFreeboard 18. By makiplying displacement intons by $5 you-~wil be able to caleulate: 'A. Water plane coefficient B. Tons perinchemmersion 6. Yalume of displacement None of the stone 13. Byrultpring the area ofthe water plane by 420 ou willbe able calculte: ‘A. Water plane coefcent 2. Tons perinch immersion Volume of displacement D. None ofthe above 14, By dividing the ares ofthe water planeby the product oflengshand ‘breadth you willbe ableto calculate: A. Water plane coeficent Tons per inch immersion CC. Volume of displacement D.Noneot the above 15, As a ship's displacement changes sch that is beam to draft ratio increases KMWwil I Increase. Decrease AT BIL C.EitherTortt” D,NeeherT nor ‘As draft increases in a vessel the values of KB and BM are changing. In {questions 16 and 17 below explain how combination of Bane BMafecs Bats44 sil 0 16, Draft increases at light daplaceiit "AL KB increases fer than BM increas [BLA increases fasier than BM decreases. C-KB increases slower than BM decreases KB increases slower than BM increases, 17 Drafticreases at ne ul oad diplicerenis ‘A, KB increases faster than BM increases. 1B: KM increnes faster than BM decesses. C:RRlincressesslower than BM decreases. D, KB incresss slower than BM sncreases 18) small angle of fnclinatn ora ypical mera fri ese is tually no more than about: Ag BS Cle | Dao 19, 1s asuined tat typ merchant orn ll Wl Rive 1 ta center behave similany to that ofa vesel witha Eindrial cus section {during which ofthe following condiions: ‘A. Anyangle of indinaton B.Smallangles of inclination only . Large angle of ncination only D, None af the above 20, The metacenter of 2 sypicl mera ves il iia fall and then commence to eae draft increases from the nial ight place ‘ment candiion, ATre 1B. Fae 62 Sub atin eke 875 2 900, 3 00) Tanks No. Land No. Sate ill TanksINo. Sando. areal all ip, Crem, and Stores 9300 io, Assume that the beam ofthe sbip.n queso @ above i 90 fet What would you expeite rolling period tobe? 4 Galeutating GM For the ship's oficer stabil is mainly a peabiem of Finding te the vessels center gravity abowe the Kel, KG aiscusted in Chapter) land obtaining the Deighe of metacenter, KM (cussed in Chapter 3 ‘Subtracting KE from KM produces GM, tetacentic height. ‘Note that Gi i propery called metacentic height, ad AMIS propery falled height of ineucenter, Sec Figure 24, The amount of GM wal recy indicate the ships inital ably and Bow i wil behave at Sea (iscused in Chapeer I: ‘Stiliey Verma Stowage ‘Obviously vessel cana alvaysbe oad in suchas way aso pedice 4: good GM or ideal amount of sbi. Tr Captor Ive learned hat tncensve tabiinyi fst a tangerous as too lite stably. Wha meant y fond GM ordeal aby teasing miata say cniven ith af. ‘The minimum required GM versus diplcement or draft curve inthe -resetstaigy book isthe guide tothe minimum ably with which you Tre allowed vo sal coniscnt with safery- Chaper 1% Practica Staaty$6 Seay Trim nd Trim Considerations, dlscuses what a good GA isa length. The nature of many pieces of cargo may make tmperative to place acons- ‘rable number of heavyweights nthe lower hold or on deck, dus pro- ‘ucingasiffor tender venel:Themeansthat yu doall whi your pow ‘erto obtain ae nearly deals salty as yon can under the circumstances. Stability calculations should be mace f pombe we We stowage plan is boing made, tf cay to change the stowage on paper in order to produce good stability but, i the calculations are made while Use ship Eeinglooded or afer she louded, maybe to te to repair the damage by shitting water ballast. [Relation of CM to Rolling Period ‘We have steady learned that themetacentrc height. Gi basadefite relationship she ollagor vessel Thavsastitvesel one with large Imetacentnic Weigh wl fll quickly whereas tender veel ane witha Small metacentc height, wil oalowly. "Afet calculating the ship's GM, f= customary, and in some cases company poly, t eaeuate the vests T, natural rolling perio). A fairy accerate approximation f natural roling period can bemade fro the following form Vom where: Ta fullatialoling perio in seconds Disthebeam ofthe veel “This forrata was developed inthe First World Warat an easy method ‘of nding the metacentric hye of apeured enesy merchant resels for Which no data on KM or other hydrowatic properties were availble. There are mote accurate formulas, bu they ate very diffi w use and lake a great deal of de; for these reasons, if tat the ship's officer Fas no need of them. ‘Whats 7, the natural roling period? 1favesel were inlined in sil water and released thetime would ake forthe yesseto ol for porto ‘Marboard and bak o port again would bes 7, natural ling period. ‘What is actully measured when ships underway atseais the vessels apparent voling perod. The apparent rolling period differs [em the ‘natural rong period because at sea dhe vessels nox inl water and. ‘encounters waves, Thie resale in the error or difference inthe rane Ipetween the Tealeulated and thatmeamiredby observation, Thisiswhy i eceneary to ane ober formula. ‘Attime the west is forced outofher apparent rolling pend by waves Which have a period remaining comstandy different from that ofthe 4 Gaeaengoa 47 rolling period ofthe vestel, This condition known i fored rolling 1. eldan continues for long periods of tse, butik charactezed by unex [ete large hard rll ‘Wher the period of the ocean waved the parent ling peril of the veel are oxi the same, smetvonousrling occurs Ths tes in very heavy rolling and, if maintained for 4 ume, might feline ‘apsizing of vewel Synchronous rolling can be cmince by: changing ‘course; or, in some cases, changing speed or altering the vests natural rolling period by baling or dcbaleang unis uA gig CH For example, a Nori Alattic orm wave Bats peso of co 10 seconds, Itisdesirableforaxeselto havea roiling period hatin ul tthe wave period, Thus the fendency ie to keep the GM a sal ‘possible to result a rolling period thats aot equal to the nave period "You should inspect the rolling petiod formula to see how period changes 1a GM changes Ifthe Frequency ofoccarrence af wave petod graphed ‘with he frequency ofoccurrene of rolling period sb ahown in Figure 25, there wil bean overlap the eros hatched area chown), This represents the cerurrences of fored rolling can be sen that if the ships reling period is about equal to the wave. period, dhe croshatched area will [Become larger and occasional fore rolling will arn into synchronous rolling, In Chapter 12, Praccal Stalty and Trim Considerations, we ‘ill deal with this subjec agin48. Soi ate To obtain an approximation ofa vesels metacentric height time a many rolls 8 posse ated do thst several different pends of Ur day, For example, the momning take the total time sapstd forthe ese make 20 complete tos, that i, from sarbeard to pore and back 10 ‘Sarhoardh Brie by 20 fo get the sserage collin period. Repeat thi t noon andagai a nght- Average these ress, andaroling period which wll be very lose tothe natural one sbould be obuaned, By subaituing {is eraged natural ring period for theship ino the formal Ei ‘accurate Gi can be bsained. Proportionate Loss of Stability “The Ylling period formala can be mde ad used wo obrain ane of the proportionate los os gaia of sabi. This principle can be ber llustrated by an example a fellows ‘A vest! has arolling period of (6 seconds Her beamn is 30 fect Ssking a dbmerged object, No. $ hold i Hooded. Her elling period is new 20 ‘econls Whatis the proportonateloss of stably? 445. rem To 4 anne creed a8 = EM ont we ‘Before Nooding 50 = 16-VGM ‘Aig lag 50 = 22VGMe Since things equal tothe same thing are equalto each other, 16Vem . 20VENG, i Aa By squaring both sides, 266GM¢i = 400 GMa Therelore, GMy = 64% of CM. Ans Rolling Period for Different Types of Vessels [A ‘good metacentric height for a tanker is dae to 8 percent of the vessel shear, Fora dy crgo veseliciscloseto 3 percent ts beams and ora patenger vse canbe alow a2 percencofits beam. I should be ‘noted thatthe smaller a yeses freeboard, the larger GM is required to prevent deck edge immersion at sea eis abo erve that the dry cargo ‘esses loads onslly more delicate than hat carried aboard tanker and that the ive cargo on passenger vessel seven more sense tte, Fortunately, athe GAM decreased angular accelerations onthe ship are ako decrease 0 stress on passenger ship's cargo and dry cargo veses 4 / cates 40) ‘cargocan be reduced Thus the rolling pers for these vessels would be approximately: “Typeofseuel__ fies) be) omer Drycargo 6) 30 Tosee. Tanker 7056 13sec Pasrenger 08D “oi6 sn Hi) see Effect of Neguive GM on Vessels, 1f the center of gravity is shove the transverse meacenter (G above |, the vessels in a state of unstable equllbum has she possesses negative OM, Thee i tendency for the vesl to ght herself tama Angles af inrlination, An wpseting moments forme and he vessel will inline fim the erst postion, A negative GM does noe mean thatthe ‘ese wll eapaie ezerely means tia the vse does rot have any iia Sabiiy, and that she wil inline to an angle where 5 bas woved far hough coward the Jo ide of the yessel tobe once more in the same verde linea G, Figure 2 illustrates this situation, ae ie Geetha gn Fig Aaa ee sano Apparently then, aves canacquirea fist neon by havingits center ‘of gravity off the centerline ee Figure 27) but ao by having tsceater of50. Site Ten ure 2. Center jc ng i dr etl nha avy ton high in the vessel. Tiss not general undesscod by ships officer Different remedies miu be applied in each ofthese wo cases ithe Ist is tobe removed. Inthe cane where G off dhe centiine, the reeds ‘Simple; shift weight over tothe high se thus parting © back on the ‘eine ad temoring te Bs, In the cae of high G and a negate ‘GMa shift of weight fn the Lo tothe high ide would be the worst thing to do. G, which wat on the centerline, would then mote ove. The ‘vessel would have io incline to. larger angle on the other side before ‘Syiibeur could be sine. Figure 28 illustrates the right and wrong methods of corecting alist duet) neguine GM. Obvious, ifthe lit ‘Guctoabigh postion of the remedy lower asfaras posse IF islowered below Mf the li wil ieppear “The proper name for alist die toanegeincGM isangleof ll A vesel swith angle af all can it to eer side. At ea aves ith 2 negative Gt will actually flop ftom an angle of ol o port to an ange of fll 0 artoard. In Chapter 9, the diffrence betwen an angle of all and an “Ange ist wil be llsrated by eof atl sabi curves, In correcting aston your veel be very ezefultodetermine the cause for the it. This means of course, a knowedge ofthe location of your ‘vessel's center of gravity, When ouatein doubtabout what ation wake sways rt leer Your ese conte of gray Practical Methods of Calculating GM ‘Today sabiity calculations are dane aboard ship by one of three methods. Mana cleiition is done by using eter the long or shore {ums provided inthe ship's abiitybooet which must be approved by the U.S. Coast Guard ora thitd meted, abiiy comptes made ‘especialy for the ahip may be used. tabiiy computes both of the ‘lectronte and mechanical types willbe dizcused in Chapter 10) Tv this 4 /Gaeatngcor Bt Cheeni ito eatne St wad oe ‘Give bene 208 eae bey chapter we wil del with the manual method of ealcalating GM by forme provided inthe ship's stabi booklet. ‘he Standard Long Form Method Refer to the trim snd atabity bonlet located Appendix D_ In calculating a vewsels stably by tis dzeet method, the amount of dry fargo eee cargo, Guclol, orsaltwater and fresh water entered inthe Tpading table ofthe boollt on sheet 7. The summary ofeach tem is transferred to sheet 7A and susnnatled a6 total displacement KG, LCG, and free surface oth LCG apd fre surface wl be discussed in etal later this book). The meaa slater draft corresponding wo the total displacement read from the hydrostatic table Gheet 8) of the ‘ability booklet ase the KB corresponding to the mean draft. The KG Suburacted from KM gives the GM of the veel, uncorrected for free Surface effects. ‘The correction for free srface eects i obtained by ‘ining the total fre surface by the toa displacement and subtracting it form the uncorrected GM to give the corrected availble GM. This OM should be cnspared with the required GH gen on sect 6 forthe mean draft ofthe veel, AGM avaliable which less than the GN required52 Stay Act Indicates insfcent ably in a damaged cendiion- Such a edition should be corrected by balating sufficient individual tanks “The Short Form Method The fllowing isa sample of new approach to stabi calelations aboard vesels which spevalize Inthe eile carnage of containers, Terges or olla rollp cargo; Abard theae ence te weighs for ah entie deck of level can be summed netead of indica compartments. “The most confusing sspetof thisrelavely simpler and shorter methods the nomographs oF Z-graphs introduced into the salty booklets and Which ave wed to adjust height ahip KG tobe actual KG Ft smplicty Gt-abireviste! shorn form aatlay boklet has been prepared fora sip with only three main cargo decks and doable botiom Tankage, This implied ships similar co madern barge carriers now in tse. See Figure 20 for a protile view of dhs smplied barge cartier It should be noted that forearkinivlal deck orvertallevelanthe sip, Zanedesgnaton has heen given, For eich zane designation the ship Mas there mustbe corresponding romograph in thevessels sibility booklet ee ee "The nomograph perforate alculation of Cae described in Chap ter 2. By inspection ota nomograph ed —— a subi fe? 06 = ated sabi (bcc pages 3637) we can ena accoue for displacement, 8 and web. Ulonded|n the one. The distance dis designated by the one ndleation Tell GG’ has actally been renamed say factor. To uve the nomo- {Graph dhe aadent shosl lay 8 transparent ule of aight edge onthe othograph for the correc: one on which weight hasbeen loaded. The ‘Ertight elge should soe he tons laded in thezone elthand sale) and cron the total displacemcot (canted centergale) AL the imersecion of {hestraghtedgeana the right hand sale, the value of the stably face, (G0) isrend forthe se ‘Once all stabity fetors foe F30h sone are devermined, they are summed algebraically to get the net tabiy factor (whch aly the ‘et GG), Note, some ably factors can be negative while thers can be positive depending on assumpsons of te naval archi who resteathe Individual nomographs forthe ship, “The net stably factor can be applied either toa bse ship KC dr ase EM depending on the format of treshor fora calewaone “The Bate Ship KG i eer the ight ship AU as determined by an inclining experiment described in Chapter 3 or an dsuinell value of NG chosen by the naval architect for convetence, When the hase hip Khas tenet stability factor applied oi theactual KG Tor he ship prestuced Baseship KG + Netsailiy laaor= Adual KG of ship. ‘Then by looking up KM for she ship's toa placement, we an vealy calulate GN Basic GA ina follows Basic OM © AM” KO ne You may obtain the base GM by use of tale, graph, or a computer printoutofhydrostatie propertisby entering with theta dsplace™ent ‘bf the ship in the same manner ax KM i caleuated By appling the pe Sebily factor toche basic OM, you get an acta GM a fobs: Basic G+ Stability facdt~ Actual GM where: Basi OM = KM KE Stability factor = Net GC" ‘Actual GM = KMaau = KGa Priore this we prone Kyun? Sail factor = KGa ‘So, you spe that asi GM ca diguised KM and mat be deterined by ‘the ships officer ina simular manner, suchas entering 5 tle or graph ‘th che vearels draft placement. We account fr the weight ofthe light ship, crew, and stores by using the nomograph designated as Zone 0(orZone ase Ship) Weaczount for free surface tn ce shit ls by using a homograph which desig- ates the Ire surface correction. Free narace (ne Chapter T) cases ‘irtal risen the ship's center of gravy ce ommovig ludsin testi. ‘The froe surface correction nomnograph must be entered with the ex sum of re surface moments in the unis of fot tons) or de enteship. ‘The total fre surface moments car be determined rom the veel tank _expacty and fre surface data shot5 Sabliy Trin ‘Example of Short Form Calulaton “The following example contains Ic nstracuons fr the shor form calculation, 21 asic hip data sheet which ince: Mean drt Required OM “Total deplacement Busca Note: Basic Gifindudes RM 5, Nomograph forthe profile ofa simplified barge cartier Figure 29 ‘nie includes Maindeckearga Zonet Tween deckeargo Zone Lowerholicarge Zone Fueland watertanks Zone DT Lightship, ew, a stotes Zone base ship Frecrurface correction Zone resurface 4, Ashor form stability work sheet 5: Tank eapaciies and free surface data sheet. Given the Following loaded condition: Zone I hat 980.one Zone: has 800 tone ome’ has 1,000.08 ‘Tanks 1, $5 are fall rks 2&4 ae lel ship, crew and stores are 9,470 tons . Find che Gf avaiable, GM required, and GM in excess of required GM forthe above loaded condition, Instructions for Use of Short Form Stability Calculation 1 Onthe Short Form Stability Woek Sheet (Table) enter the weights (dong-tns) of argond quid next tothe appropriate tems. Thisbeeaks the loading down nto dhe appropriate zones. "2 Enterumder the Weight it Tonscnhumn Table 4 the oral displace. ‘men igure which is thesum of weights or all oes. Using the total displacement gure determine the mean draft ane busi GM from the Basie Ship Data Sheet (Table 1)- Enter these ales in the places provided 14 Enter the stability factor nomograpis to determine the stably f= {or which corresponds tocach zone (Table 3) a8 flows: ‘On each nomograp lay 4 sangparent straight edge actos tons Toe in the ane (eft hand Seale and across toa displacement (Ganted center scale) 4 Gaeuaingest 95 1, Ache intersection ofthe araight edge and the right hand sale, ‘ell the value of de stability facto for that sone: Note: On the ‘nomograph descabit aor isnot designated as or D0 the work shet is designed to allow you to ple «in only a+ on = Tocaton Obtain, in thiway, the maby factor for soaes | 103, aoe tanks snd bave ship zone Th asia way using de tual fee surface momen (Table3) for the vesel’s lak tanks ned dapiacement, besin the fee surface Stabiliy factor to beenteredinthe beled space onthe work set. 5. The difference berween + and ~ stably factors the et tbl factor which shouldbe entered under thecal of abit factor and ‘under the value of atk: GM in dhe umninary bow of the work sheet Table a 6. Apply the nee stati factortothe hip'sbsc Gf ogee vale of ca avalible, 7. The dillerence between Gi araisle and required GM should be cntcred anexersn GM in the summary scion of the worksticr, Deft Rewied Digs! Bate Dale” Ragsred Dipl rn 2y-08% | 146 16.000 6380 15519250 16.75 Tbk 19000 6.70 |22-00" LAT 15.800. 8s Tiss 18.900 6.87 | 22-09" 1500 690 15218700 6354 |22-00" 15,00 6.95 152 18300 6.52 21-09" isp00 700 151 18300 661 [3106 5.000 75 150. 181100 631 |aros" 4300 7.10 149” 17.900 50 [21-007 M500 720 25-90" 149 17.780 6.81 [20-08 a0 7.25 4-0" 148 17.500 6.61 | 20-06" 14200 730 2-00" 14817300 G2 | 30-05" 4.900 7.0 Seo 147 17100 6.64 | 20700" 1800. 7.50 wowr 147 17.000 688 | 19-00" 18600. 7.50 aor 146 6.58 | 19-06" 1300 7.70 B08 630 | 10-05" 1200 7.80 2s 145 671 | 19-00" 13000 7.0) 23.0745 572 | 1390" 123300. 5.0036 sabiby Tri Drak Regie apie tase | rat inch) ets), 200 12600, 8.10 [17-05 2.06 12400! °820 |17-09" 207 12200 $30] 17-00" 213 12.000 840 Not Water § Nod Biel = 50 Nog ich. 17H Nod fuel 50 Nob Water 37% 850) 860 panel lieben teen! to) 2171100 21 11600 295) 11400 Bo 1008 200.5 1000 sal 3.000, 200.000, i) 150, ro tanks 100% fl oF 00 apt) We a ee nice moment equal 190.0 facto 4) aeaingM 57(Cc Shortformsabiiyworksheer ———— 2 930_| 1.75 eZ 8 0.27 i 4,000 0.82 Tanks | 4050 2.35 ree sariace Mom. 2,000| 018 Basestin | 9470 Tous [13,260 | 2.20 tI ‘Net stability factor Larne Baca | 278 Reo] Ere female] 9.3 [éatrequired] 7.97 exces OM | 7.SP Instructions 1, Ener total weights in each zane in space provided 2 Sum otal weights to get total displacement &. Determine meat draft and basic OM from basic hi datasheet using total displacement “1 Use nomagraphs to determine the wabilty factor for each zone. Enter sail factorsin space provided, The difference beqveen + and ~ silty facor ithe net tbilcy actor. Apply thist basic GM to get GM available which the actual GM cormeced for fre eurface. V1 Cohoating a 59 Question 1. Stability calculations should be mae: seats csr pHa ale B. Whi acne pe abies G. After he stowage plan hasbeen made . Afterall eargo>as ben leaded on board 2, Which of the following ypesof lings dangerous? A. Natural raling 3. Forced rolling . Synchronous rolling D. Allof theaboveare equally dangerous 5. The forma given below describes which ofthe allowing types of sp vou ‘A, Nacial alin period B. Forced rling period C.Symcronous roling period D. Dangerous rolling period 4.OF the folowing three ypes of veils, which would you expect normaly tohave the shorts roling period? |. Freighter (dry cargo vee) 2, Tanker CPassenger ship ruse ship) .Ganmot be determined ‘5. What can cause a vessel v0 Ib I. An off the cemerline positon of Gl A negative GM, such that is above M. AL BM C.Btherloril D-Netherlaer Il 6. Your veselisisting. The cause ofthelistis unknown. Theaction you ‘would take to correct thelist would be to: 1. Shift weight wo the high side From thelow side, If. Shift weight from ahighertoalower postion inthe veel ‘AL BML G.Eitherdorll D, Nether nortt ‘1 Ifa yest asa negative GM you would expetitto A. Re abeto it iether side B. Beabletolstinone side only © Capsize . None ofthe above60: sabia re £8. 1f yee! has a negative CAF weight iad tothe high side 10 arempt wo corre! the is, what would you expec o happen: 1 The “angle ofl could decrease Hl, The ange i could inctene ‘At Bil CEtberLariLD.Nesther Lnor Il Your ship has commenced to experionce syncronous walling! To correct his station seming you ave underway, you could ‘A, Change course 1. Change speed © Change the GM of he vessel D.Allafthe shove 0 10.To calculate the GO-of the veel from her ling period you should 1h. Average ull rl periods inthe morning 1B Average 10 ful rolling periods ia the afternoon, . Average 1 ful rolling perio inthe evening 1. Average a many ful eg ered ofthe vessels possible and ao take themes atseveral different petiods of the dy Problems 1 Find the oling perio ess withthe following GMs: 1,15.2.5,6.0 fee Use a heam of100.eet, 2, Givenabeam of 5 fet, fd he approximate GM or vessels wih the following rolling peri 10, 18,27, and 40 seconds {8 Observe ie flowing ling evs El has Be dete by averaging the ime of atest 20 filo t “Moming elling period 25.7 seco ‘Noon olin pened: 26 seconds Evening calling period. | 27.6 sevonda yoiurbarm 108 ee whatieyourt asndicated by therling period formal 4A vessel it damaged, and one of her confartments is ooded ‘The rolling period before damagein [2secondsandafer damage 16 seconds. What it te proportionate los of abn? 5. Skee veel with negative GM showing the veel vet teh the upsewing arm acing, and nal with de eset inane state ofl 4 /Cakalaingest BL um, Secondly, show by astetch what happens ifthe it sastempredo be Fermoved by placing « weight on the high side from the low side. Then Show by anther ketch the prope way to removea lst by lowering G 8: the flleing loading prablem ise the trim and sabity Booklet for Single Screw Cargo Vesel (See Appendix D) itd the GM for de parture (Noe: Use set 7 to begin he problem: Dow’ Forget als to use Fheet 4 Table fr Free Surtace Correcuons and Tank Capuctis aswell ‘she, Tato dothe calculations on HoldNo.1,MainDek 120 Hold No. 2nd Deck 0 Hold No.1 Srd Deck a5 Hold No.2, 3rd Deck 15 Hold No. §, Tankeop 100 old No.4, 2nd Deck 10 Hold No. € 3rd Deck 200 Hold No.4, Tanktop 500, Hold No.5, Tankeop 300 Hold No.6, Srd Deck 100 Hold No.7, 3rd Deck % Ref Cate None Frat Onor Balla Number 3 and 6 centering tanks are fullof fuel Number and 3 deep tanks, port and starboard are 33 fal Frisk Weter All fester tanks are fl Atthistime disregard the LCG and ts moments which will dlscusedin hapeer 9, Use light ship, crew and sores and lube ol asshown on sheet 7. Using the information in Problem 6 and i the sailty booklet [appendix Dy calculate the ship's roling period a departure 8 In Problem 6, assume that you buen off one-half the felons during the voyage, What wll he GM and rolling period be upon arial? Assu al fe a tanks se sick, 8, Using the shor form ati information prosided on Tables I-tof this chapter, determine the GA Tor deparure given the following Information52 Sui Tein a fare ein tons 7 35 2 900, 3 900, Tanks No, and No.9 fall, Tanks No. Sand No. darebalf-ll, Ship, Crew, and Stores 300 1 Assime that che Hearn ofthe ship i question 0 above is 80 fet What would you expect ts ling period be? 5 ‘The Inclining Experiment “The largest neigh thats enter into a ships sabi calculation is that the ight sips The determination ofthe igh hip weigh i nota ‘iil tah and i beyond the supe of this text The verel center of rv ofthe light ahipiedetermined by performing a fullsal ston a ‘ely constructed or recenty meld vessel, The fullcae lest that & petformed using the vest! ig hnonn aan neinngxperonent ‘While the ship's offices hot fered ta perform the experiment he ‘may be present onbehalfof dhe owners of the vessel gasses det that trae dane properly andoass wth any particular information ani 9 {he sesel tate posses. There ate aso certain legal requirement regarcingthe mcining experiment of which theship'sofcer should be ate. Finally. the practical appizaton ofthe ining experiment for thule in solsing Ist problems due co an off she cepterine weight oF positon of G werent forthe ships officer loner and.usnfyeqoenty ‘Why Nek n Ships of Similar Desig “The icin expect ads the probe of indi the XG for ‘eset ima light condition, Whe ships of wena ull form have the Same physical dimensions length, deaf bea, et they do ox neces liye thecume KG even atthe sime ight shipdisplacement. Ths ede To the fac that pec vadizaton impale, Any etiaorsin dhe “weight fstractural members equipment welds, and Fivetnginvesselsof ‘ential design wil produce x different ight ship KG. Tere only one sccarate method of Reding NG foe any particular vesel and that tthe inclining experiment efween experiments an accufateFecotd mst be ‘lade of any addiuonal weights slded to or removed fiom the ship ‘Added weight tuch at 4 new fadar sence isa tripod to support top the wheathtge wl ase the oignalightshpcenerof gba. The emoval of king poss ad booms during conversion of» genet cargo “hipeo a contamer ship wl ower the orginal ight ship center ravi Sighicane modifications coves sach ay ese Wil necessitate an ‘nelning experimentOA Saity 8TH, Fie SA i GH What es “The inclining experiment a method of determining the versal position ofa vessel's center of gravity usual for height eondon, Lis performed by moving a known weight s known distance across the deck, fieterminng the angle of el the veel asumes, and with these values solving for GM, the mietacetricheht. Thea, log up the KM forthe ‘ese the correct erat, eiberac GM and dhe esl willbe KG (CM = GM = KG) See Figure 30. Required Gear and Data 1A weigh ange enough ist the yessel2! 10:3" when moved across eck "2 Amethod jomove he weight acroa the deck. Notethiscanbe attack or skids ue across the deck on which the weight moved, Ke weight faa be simply Ifted with a crane ashore and moved tothe required locaton 3: plum line ssspended fom the hatch comming t the lower hol See Figure 31 A. Note the plumbline ised eoetermine the angio st the sete assumes, Preferably dhe urge dhe plumb ine tie bete as long rite protected from the elements 4. A'wooden taten placed horizontally across the ship's lower old ‘The baton Used retard dhe movement af the plamb ne Teshould be approximately 3 feet abovethe deck See Figure st A 5: The cliplacement ofthe veae must be acura known, 6, The value of KM for the duplacement atthe Ue ofthe nding ‘experiment as determined irom the ydrostate data for dhe ship. i a ile Geigenier= 0 eS ger 1. The hry oncogene ska Assure that skids hay heen built up horizontally across No.3 hatch, and that the weight i pleced on the centertine. A pendulum has been Sspended from No.3 hatch couming toa for abote the inner bottom, land a batten hasbeen bul up horizontally about dee feet above the inner oti ‘Mestre the length ofthe plumb line from the point mipport tothe point where itcus the baten the plumb line should swing lear ofthe batten about 1/16 iach). The vessel should now beim am eect potion. Mark where he plumb line cts the bate. ‘The weight is how shifted aos the deck wo the deck edge; the vessel wil take asmalllnt, The péndlien wil moe Overt the low tide and ‘me ores Mark where ints the tatten. Measure the ditancebetween the fist and second markson thebaten, This dance willbe refered 0 ssthedecion See Figure| Measure the distance the weightfasbeen ‘moved acon he deck sng the abowe data you wll be ale to solve forthe tangent ofthe angle of inclination (an 0. Inarightsiangeshe length of the pena isthe adiacent side, nd he deflection the oppose site To get the ‘angentof the angleafinelitation an) divide the opposite side ete ‘on by the adjacent side Genge of dhe pendulum) You know thevseight ‘moved, the distance the weights moved, and the displacement. Withthese yles plus the an 0, you can nd the vessel's Gi by formal. The {ncining experiment formula nay be wate a ollows xd inp eand where: wisthe weightin ons moved on deck is tae distance the weight moved in feet. Tan Bisthetangentot angleafinelinaton Daplis the rene ciplacementin tons. cM Derivation of Inclining Experiment Formula fany weigh is shifted board a vessel, he center of gravity ofthe ese! will shit in a direction parallel to the weight mevernen. The fisance G movesis found bythe formulas: 1 Ngee 2 Gee Figure 51D) 3. GG" TanOGM aniposingy 4, Tan Got = BEE. (obatining @)imo (1) 5 GM Sept etand. (THeincining experiment Formula Precautions to Take During Experinent |. Toctiminate a question about the corre eimate of Fee surface in the tanks due to the vital ise of Gaffecing the accuracy ofthe Inclining experiment all anks should be elder Full or emp 12, If alight KC is desired the versal potion of dsnclining weight 2s swell as anyother meghte which might be aboard mut be knowe. These Theghs naturally affect the ponon of G for the igh ves, See example below: “) The vessel should not have ain atthe start ofthe experiment fa list exes thie means that C off the centerline, ie, when the weight i moved, the movement of G does not representa righ angle Since the formula is based on a right Wangle, the resling GM would be “LA calm day should be chosen. Have all ines sacked 1 wind is peso, the sip'shead (or er) should beinto the wind, These precau- tions are neceserytoinsue that the veel siclined solely by the weight ovement al hat theveaelisfreeto icin. 5 /"Thetncning Fapeinent 87 5, Sounding ao be taken ensure hat the vewlisfree incine andis heel no rening on te boom 8. Memtesotie cre disuse ashore an during teacings cveronesimanshoslneonthecenline Event elatsconet ‘nent standing atthe sie ote spc he psn of 9."The inlining weight most sed horton eras or sisson whieh the weight es oom te camer of tne dec- the nove imentof € will bea cure, tis dexoyng te Fit wane Se bare graph 3 and Figure 31D.) (ch ait ib il Beis customary tsk several penal located at diferent hls. so. to hae a heck on theses ofthe argo nation, A, inte of ovingtne inning weigh oat othe table morc arofheway, ic angescoped, andansier newt af eaps ‘oot shouldbe made re Averaging tev w ene net secur) A pox ofthe tan 9 vers hesng moment fo the rh Fositonoftheincning weg ald prensa oe An Exampleof the Experiment A ships inclined by moving a weight of 20 von a diance of 25 feet {rom the centerline. A 30-foot pendulum shows x dllcion of 18 inches, Displacement ofthe shipis 3,700 on. Ite KM i827 7 fect, what the KG wed © Dipl xan ow Tofind an 6: 20 ons x 25 fet Sens x O0SET = 374 fest KM =27.87 fet 374 feet Now et us assume that the above vss! was inalight condition, with no fue er oll srr sting AG there KO ocpartof light dapacement. sponive oat Kowever is a simple procedire to find light KG, Assume dat the vera center of ravty, VOG,ofdeinelning Weights 39 feet above the eel Now, using the principle of momentsBe sai TH sg ADEs test Ves! as Incining Weghe 80100 Ditference By viding the moments by the mesg 88.501 fot tone S80 wos ‘fay ther weights liad heen stoard hey could havcheen dalvihin similar manne in order to obeai te correct ight KG. Ke 24.05 fet ‘gore, ning aad Comey New Varig Co eal Requirements Prior 10 November 1952, only pabergervesels were ruled to be incined Cargo vescle were inelied only when the U.S. Coast Guard 5 /-Tnetnainiitsperineat 68 inspectors had a reasniblé dot ofa vessels suablty character. The International Convention of 1043 for Safety of Lite at Sea rei these requirements somewhat The provsirs nom requite tat: Thal ascchaniealy propelled vessel of 50) grove tna and ovet on ‘uated fron oratter November 19, 1962, mus he sohjere to ab tes idiaing experiment) conduc under the snperviion of he U5. (Const Guard: Hever, this tet may be dispensed nth f ask stabiliy ‘dataare avaiable from the stably est ofa sister ship, and tisshown tht, ‘elable stability formation canbe obained irom suc basic data 2: In conducting the sabilty test all canks on the veil, a fara racicale, nus be either complete empey are dey or fully presied up ihout ait porters Where is is tmprariable, slack tanks may be accepted provides their fee surface can be teal al accurately de fetmined for the angles of nel tobe obtained during the sabi tes. The vesel must be as nearly complete as practicable when thet conducted. Halton tei quipmentsto beistalled ate the texacompletelistof sch aemaby weight andlocationmusthe prepare. 4, Te vessel mst be moored in location reasonably protected Im roadie winds waves an tide. The depth of water st be ule provide ample dearance under the vessel against grounding. Mooting Fines mest be arsanger sot they will notimterfere wih thefeerling onliating ofthe veel 5. yery important provision, ot a shipboard sabi calcul tionsareconcerwed requires hatinformation based on theese “tablet mist be prepated by the owners, approved by the U.S. Coast Guard and furnished 1 the mater. Tis information mustset forth the stabity cata necestry fo parm efficent handling ofthe ves. In fenerl the infortation mist be sich thatthe master ca readily de {erin the metacentric height fr any coiton of loading. Because of this proviion the owner i requteé to provide an spproved stably and trim booklet aboard the vesel "he Tormat of this booklet alll the quirement shat ll information beeaclyavalabeto the master. 6 Allvessels ust have posted under gla nthe plthousea stably eater ised bythe U.S. Gans Guar which i se forth dhe mater’ respinsily for maintaining etsfactory salt condiuons all ties. The leter ao cotains 4 efefence othe aes! approved bly infor mation, (See Chapter 10, Figure 84, fr ap camp ofa stability leer) These requirements have made mandator for the operating pest nel ofall merchant seatls to be svar ofthe stabi problem and 40 ‘operate the vessel 38 to ensuite a fat 25s posable, sate conditions A Dproduct ofthese requirements has been more stringent examination Df andiates fr chil tate and master censes onthe subject oF Sh Stability70 sabi stein Practical Aplications ‘he inclining experiment Formula cin be used 1p salve list problems assuming the lat © not due to’ negative GM. For cinventence the ‘Relining experiment forrils has been sanspived so thatthe following lie problems can be solved Ii To find the angle of ec, tan 8a vessel wltakeby moving weight transyersly a distanced xd Go» Dip 2.Ta find the weight w, necessary to remove or produce 2 eel by rmovingita transverse distance d Note: thisca be used to determinethe Spproninate weight needed t indine the veel or ie inclining experiment an d= (GM an 6 Dig 7 5. Tofindheclinance necesary tomovesweght in ordertoremoveor prodiucea he! ge GM Xtan 0 Dish EXAMPLE 1A velit prepating toentera dry dock and has a4" fit to por. The displacement ofthe veel 6,10 (ons wid aGAoF 3.7 feet. or many tons of Fel oil must be pormped from the port double bowoms to the tatbeard double booms to remove thelist? The horigontal di {ance between the centers of gravity of these aks nS fet (GMD: tan 8x Disp # 7 857 foe 0.00009 6,150100 a 30 Teet w= S8.tonsane Note Aboard tankers this xa handy applicaon when esimating the moun of ballast shift to remose or create ia desired. While Gis of ltle concern to most tankermen, here bone example whsre a faily Sscsurat iden of Gil wll become useful EXAMPLE 2, How much of as wilaveseof 12,000 tonstakeafer a weight of 200 tons shifted AD fet across the desk? GM is feet. ated 308 = Garp — ian 6 200 tons 40 Tee Beet» 1,000 = 18°25 An EXAMPLE 3. Whatditanc wll weight of 150ronthavetobemaved imoreler ta Feniove 4 fron a Neel? Dplacement 8 9000 wns and Gate SA fee 333 ge i Xean Ox Disp. ja Seleerx 0.03192 x 9.00010" 130.005 = 71rd EXAMPLE 4:4 neue has a daplacement of 1,900 tons, KG of 25.0 {ec and a KM of 28:9 fee prior lating two 50-190 heaey BR pice. "The hea lit pieces are tobe loaded on deck with te use ofthe sips gear The it 5Dton pec sto beled on deck, imbore ie. 30 fet from the centerline and 40 fee shove the keeL When the boom spotted ‘over the second 50-0 piece on the pier, the end ofthe oom is 75 fet above the keel, and 50 fet out from the cnterne. Calculate the max ‘mum lst to be experienced by the ship during the lading of the to, ‘llcon pieces, Note’ This at examples bie morc complicated bu ery racial atan example Review itciefily. Se Fighte 8 ‘Solution. The maximum lt wil ocur when the frst S0on piece i loaded inboard on the deck withthe second 5) on piece suspended over the pieraeshoven in Figure 8. Thissa suspended weight problem swell 4 It problem For wore information about neypended weight sce Chapter2 Cele the AG for the worst condon. apie eg vee bia Vesel 1900005 25.0feet 497,800 foccaons Le Pece SOione 400feet 2000 foesone Ind Plece —__5Owas 750feet 3720 feotens ‘Foal ___#0;000;08 ot = 508.280 foot-ons Ko= *o,000t005 Calculate GM forthe worst ondiion, Ku = 28.9 fot72 Sebi Tin, Calculate the eeling momenss acing on the ship in the wort at Ut Piece Stone S0fest 1500 foottone 2nd Piece 50tors50feer 2.501 foottons Toalheelngmoment tw) "0 footers Knowing displacement, hecling moment, aid Gi, calculate angle of heel forthe worst condition using indining experiment formula, Heeling moment GM» Dipl tan = _H:00 footers Stee 2,000 = Ars tne = 00% sae Bape Abeer iii, 9 The acing Haperinese 79 Qurtions 1. The purpose ofthe nding experiment sto determine: ARM I. The moment of neta ofthe water plane area Cac Dike The light KC for ster ships canbe ashamed to be he sine ATroe B False {3 Which ofthe precautions blow should be observed when perfor ing an incining experment? 1, Ihe ysel shu cot have lis it. the commencement of the experitnent, I. The experinent should be performed on calm day atsea ACL Bll. Bvher lost: Neither nor I 4. To ineure the vest Boating fee the following precasions shovl be made: 1 Soundings sbould be ken around ce ves oihatitisn01 restingon the bottom, IL. Mooring lines should be sacked of ALB. C.kiberlorilD, Neither nor I 5. The inclining weight shoul be allowed tomove along: Khe cin ber ofthe deck. Il. The deck so thatthe movement of (can Be tep- resented a rightirangle, Ad BIL C.Ether orl. D.Nethertnor Goes oe ete yeasty ae ae ry aby conditions a al times? The wabley booklet approved By U.S. CoustGuard. Hl. Thestbiltyseaerssued by U.S. CoastGuard, AD BL G-Eiber orl.” D.Neider nor 17The pendulum in an incningeXperimentean: 1 Belocated off he seselcenterine. II Be replaced by using the vesesincinomeie. AL BUI" 'C EitherTorIl” D Neiher nor I 48, Deflection ismeasused. T,On the pendulum. th. On ibe batten AL BAM CEiherlorll” D.NeiterLnor IL 9. In adjusting the rents ofthe inclining experiment forthe ineinng weight: which meted would yon se? Te The icing experiment fr rola, Hl The pingpieof moment, AL Bull, G.Eiter orl D. Neither Lnor It 10,4 beam wind wil cause the results OF an idling experzsen be: T Im ervor with a KG tha gto large. ML In errr with AKO thre ‘oo smal. ALL BOUL G.Eiberlortl D. Nether nor IETh Sai: Tr Problems planning an inclining experiment How large a weight will 1 create 24 Ist if the vessel's placements 8000 tons, ‘estimated GAs 60 fee, and the digance thatthe weight an be moved off the centerline $3 feet 2. A vesselisindned by moving 2 weight of 0 tonsaditanceof 28 fet from the centerline. A 12Toot pendulum shows a defiecion of 9 inches. Displacement 8150 tons. From the vests Hydrate properties AM i found vo be 2905 feet Whats the KG? 3. vessel fas a displacement of 15,000 rons A wahik whose center ot gravy 11.5 fet from the centering is looded wth seawater (5 cubic feet perton) The dimensions f the nk ate: Length 48.26 fect brendth 28 feet; height 4 Teee Ifthe metacentic height of We veel fer ooding 122 foe, whats thang of i uted bythe Aooding of the tank? 4. A veselisinclined by shftinga weight of 50tonta distance of 20 fet from the centerline. 16-foot pendulum shows deletion a 10 ches Displacement i 8,150 cons indludng the inlng weight KM is 3001 fet, Find XG. 5: In Problem 4, the weight 45 fet from the kel: what the tae KG for the ese without the 50ton weight? 6.A tank car weighing 30 tons i loaded on deck 10 fet off the centerine. There are two tracks avaiable, one weighing 8 tons aud the ‘ther tons, How farontboard from dhe centerline dhol they be loaded ‘soasto maintain he vessels exec postion? 2. Ieisestimated dat 100 tons of bulk rain shits 40 feet horiontally and 5 feet vertically ina yesseof 12,000 one displacement. the ves beam is 90 feet and he Gl prior tothe shift was 1 ee, nd the realang, angle of i, '8. ship of 10,300 rons displacement hs KM of 29 fee, KG of 2 fet and a 75-toot beam. A quant of deck cargo i lost rom the surbourd ‘Side (VCG 40 feet ane 10 fet inboard rom the shia. the resuling Tistis5° to port how many tons of cargo were ov? A ship of 10,000 ons has 25" port The veses KM s 25 feet, and KG i678 0 feet There s 500 tone of cergo remaining old, The Space avallbleis in the "ween decks 25 fet on either side ofthe cebter line Find the amountof cargo toleadoneachsideof dh centerine so that at completion afleadingthereis noi. 10. vesselof 18,500 vonsisfoaing upright wih a KGOF 1.5 feet sd AKM of 225 fet. Thirty tons of cargo it shifted from porsde of No.2 “een deck othe starboard sie to No, 2 stelter deck shit of 30 fet 5 | Thetncning epee 75 horizontally and 12 feet vertically Fd the weight of water o be trans Terted into No. 5 double bottom center from (arimard to por) No.9 double bottom tarboaed keep the ete upright-The ditance between the centerof gravy of No 3 surbourd and No.5 center double booms 30.0 fet 11, Youd see HSH ies biti CAG Eee Vu Gcsn remove 244 lis wo starboard by pumping balla seawater from No.6 sarinard ting tank to No.6 por ming tank. The vee diplacemen it 15,000 ‘ons The distance between each wing tank ad the centerline 40 feet. ow much balls water muse te sited?6 Stability at Large Angles of Inclination Inthe past the sailiy of merchai ship at luige angles ofnlination was nota matter of routine concern tomo ship's ofcers fortwo reasons (1) imelinations dict iss, not rls, ery rarely occured over LO, and tiers had insufficient data avsableto do stability calculations at age ingles of hel. Today itis posed to provide the officer with information land tools todo stability calculations a large anges of hee for the follow ing purposes: to prove compile wth international tabity regulations for the earage of movable bulk cargo, such asgrain; to decermine hes the veel during heavy iftoperabons; or tocoerect conditions of ship amaged by flooding, cargo shifting, grounding, or the ress offre, Surface. Aethis point wil be helpulto poincout he fferenceBetween Tid and roll A hip on cai gea may have ast bat noc expenence any rolling: In practice ship should pattsea with nolsso hat when rolling ‘ecu the angle of deck edge immersion will be of equal value to both Dortand starboard sides. Ait iscause by eral fercsinthe ship, Fay Fave been created by poor louding policies, by ashi of cargo or bllstin heavy weather, or by ansymmetial flooding afer damage. 1 any of these ces, the lit wl be attributed either toa negative ntl stability (a hegre Gif} ora condition in whick Gs off he cenetine. Ether w3y, the ship wil oslo about this angle flit instead of about the veda. ‘The oration ofthe ship bout te vercal or the ange ofits what proper refersedtain Chapter Latrll A rliseaused by tral oct Fhe ship. Ocean waves cause an external force onthe ship that sare the Ship rolling and keep oling ‘ily we most he abet comirl the overall sail of our ship as well as isintal sablty. How do wedbie? In Chapters and, itwarexplained thatthe use of metaenticheight (GM) aloteas an indication of sabi is valid ony for inal ably. In lrder to estimate the tabi of yetelalarge anges oF nclnation, fneessary to return tothe baie reaon forthe tendency of Yessel 1 feturn ton eret poston: that dhe couple, oF Fighting monpent which ‘expretaesin oot tone the sabity tendency. The righting arm alone can Ielited a an indicaion of sabi 6 Sey ae Large Anglo nition 77 Effectof cM Using the walled forma, righting rm, GZ, ean be approximated a greater angles of incination up to SU provided only dat the Ships Sides are parallel to cach other (a true of te typical maern merchant ‘hip, with ts paalletmidbody) as follows 1 02 = OMY YB Meu2 sin Since the ships oficer will never armlly have to cleat C2 at large angles of hel, the above equation is offered without derivaon for ilustrative purpotes ony. When using te walsded formula to deter ‘mine GZ ac all angles of inlnation those angesin the ital stablity ange) zero can be subatituted for the quanti 42M a" whic reals inthe familar equation 2 07 =cMsind From the relasomhip expres in eqnons 1) and above, you shosldte ts Chi Sorin infact determining te luo Cm nsw age a inate x coer, eter can coctue at Ararat a iy CM of ‘eu iret ural wy, a ety age ent, il pps As pnts are developed this cope po so be looking or opporutses apy genera ay Stability Corves Forrunaily information i supplied othe ship'sofBcer concerningthe lengths ofthe righting arms: GZ, fr bis vse in vartous displacement ‘Onions and for various angles of incination, and he is ble to dra accurate conclusions atta the stably of his vest! for large angles of Inclination. This information is or should te aval the farm of Sabiity carves Figures 34 and 85 show to forms in which stability cutves may be presented. The cures in Figure #4are commonly called satial stability ‘curves, and those jn Figure 35 cross curves of stability Stability cutven, 1 mater wha form they may take, ae imply caves shang the value ofthe righting ars at various angles of udiaton andl various di Pacements “All sabi” carves mabe conrad for wae “The word tatcal, of course, connotes an saci of movenne inthis case, an absence of movement of the water io which he vessel seamed tobe fowting. A verse rolling sea wil ot have dhe snc immersed fora al thesame angle of heel foranytwo consecutive rol owingte ovement78 Say Trim Large Angles nclention 79 Gent to be 20 ft L ‘Gass be 200 fet ofthe sea.‘Phe righting arms for these two rol wl vary, The designer rmusttherefore caleulate he rightig ari for avesclin sll waters hence the curves are for satel stably, although they maybe used for aves At sea, because the aberage immerse orn ofthe vessel at efor any Particular angle of heel wl be very clo othe immersed fore nal ‘The cros curves of silty must be drawn for every ship bythe ship designerin order to ensurethat his eel possess suena t, meet egaland professonalstanards, These cross curvercanthe be used by the ships officer to constract a satel stay curve for a parteulst condition such as leading bulk gra (here te shi ofc ‘must cemonstrate thatthe sip ha sulTnient sabi alae angles of hee): Om some veses particularly naval vel, whese the epetainal ange through which the center of gravy may silts rarrow. te dip designer may provide operating personnel wth teprescuative sabi) ‘uzves for three oF four displacement condions, msking tusnecesary forthe ship officer todo te jb, Ordinarily, honever te ships cee ‘commences his workin overall stability escalators by usag the cross curves: Before desriing these calaltons, observe the naire ofthe ‘ross cutvesin detail so that you willbe able to use them properly.80, Sabi Tri Constrctng Grose Curves of Subiiey ‘Cross curves enable you to obsain the righting arm, 2; for any di placement and forany one of wx fn some ces nne) anmvers snglesof Inclination. The curves represent an extensive se of calealtions forthe esigne, since each ofthe sx curves reqlres sy, ten pots tobe daw ‘Thus some sinty separate calculations must be made, To caleulte the value of the righting arm, dhe positon of two poinis must be known. These points are G (enter of grat) and B center of buoyanc). Since the boda GEG ca vary wily ina merce ots the eiguce isforced tomakean assumption. For example, in Figure, €isassutned tobetwent fetabove the keel. Twenty feet represents saller KGthan ‘would ordinary be realized i the operation of dis average rm me ‘han ere, bu thi KG enables the designer oshow pore aii or all angles of melination. For some reset nthe ciland mineral industry land most foreign bul yal dhe designers sauce a KG of roach hat. Gisassumed the ashe Kel) By stung alow KG when coneracting the cross curves the designer is proving the ship's officer with data ‘which veil sllow im to elculite overall sabiltyt the ei’ lowest possible KG. OF course the use of ah assumed KO requires the ships Stfcer to aan the stably carves for the diferencebermeen asamed fand actual KG, Thiscorection wil be dscns below "The calculation of the poson of B relly represents a complex prob- lem, one forthe ship designer and not he ships offer Satie fet tate thatthe calculation is made. With the postions of B and G st. fora particular dplacement and tansvese angle, the designer measures the fiance between the ertcal tes af force extending through these points. This disance & the arm of the sabity couple or GZ. When Enough righting arme have been calulted, the cose curves can be arawn, Drawing the Statial Seabiity Curve We are noy able todesribe the prcetsiy which the ships fcr sex the cross curves of stability Figure 8) todraw a static ably curve for the particular displacement and loading condition which his ship posers, 'A graph is consrucied showing anges of inclination in degrees along the horontal axis and righting arms i feet slong the wert ae Righting arms are then selected from the cows curves for the paiclar dlplacement desired sad are trasfeered tothe satel ably graph ‘When a smooth curve drawn through the esuing pois ewildepic theovetall saliy ofthe shipin that dipplacement fhe ship actually han the KG assured by the crt cree Sine hit the ci the Mate ‘cabley curve at is stage only an assumed carve, and represents only the Bststepin the consrcon of the ial bly Curse ‘Note: Atthis point you are urged to ick off theGZs for duplacemense ‘94.500, 10,000, and 16,000 tos in gute 85 for 15%, $0, 47, 60", 73, And 90° ‘Then you should ple these data points on Figure 4 0 se how the assumed satal sabi curves consttuced. Using GM to Obtain an Accurate Start The sar of a sabi curve is very imporant since itis through this ‘ange of inclinations tata shipismostaptto is The metacentrc height, (Gf can be used to aba an scerate stat ofthe curve. In Caper 1 it ‘was sow ha forall ages, 2 ~ GA sin which alinear equation; {hati it plsted on a graph, wl esl righ ne. This jost ‘another way of staring that de rghting arms chaige ata uniform rat for ‘malangls of acinaton. Thus thattart ofa stably care (which shows {nial tabilty cam and should be drawn asa straight line vp oy 10 Fortunately, very simple method exits for accomplishing chi, stated as flows: ‘On the baseline representing the angle of ncination in degres in Figure 38 A, mark ff point representing an angle of one radian 573 degrees). At erecta perpendicular PQ, and on st mark off a point Q ‘representing the datance GM 57 fet above the bie. Then aine dra ‘rom the point Qrothe origin isthe line that willbe followed forthe fret 5° or 10"by thecurveot the righting arms * Correcting fora Vertical Shift of ¢ ‘Consider Figure 36. [Fthecontr of gravityie situated at imstead of, the righting arm GZ is decreased bythe amount of GG; sin (where Bis the tatsverse angle of tocitaton) Silay, GZ i incieased by Che amount of GG; sn 8 when G; sleated below 6. Thus we can ay down {hisrule: When the center of grviy shifted vertically, terightngarms Stal angles of nina willbe alered by the correction G6’ sin 9 ~ resulting change in ighing arm, GZ where: GO et vertical shift of the os nares he pl of mt ef oni fips coe dina tee a G2" OitsinDorceaeO=cM 1 1 Comserangthedenomntors acral mewarement 8. The height of 2 say sl ange aoa ang: a GM Lio82 Siig «Trim “The question now arises: How do you apply this corecion to the _snsumed statical sal curve? The correction cleat varie with the sine ofthe angle of inclination, with GC (the vertical sit of G) remaining ‘constant By planing athe uble of natural snes below, you qucky sce that the sine values increase a the ange increases fom Ot 0 Ths : iat fe sal / ‘ | + coand els Aged se © 00 3005 Bor ORT 30° 1.00 Consider Figure 37. which depicts the caretion of an orginal or assumed curve of sabiiy fora diflerence of 17 feet between the a Sumed and actaal KG, the later having a greater value than the Former, ‘The corrections, GG sin 8,are compated ss Follows: © Saks at Large Anges cation 3 * Femleecbe a 7 Care 17000 17050 or 17 Ost 017100 Since actual KG is greater dhan sumed KG, the ordinate oF righting armvalues of orstailty curve mus allbe reduced Nose, we can do thie Intwowavs The reduction, Gc sn #,canbs ken off thebotom ofeach Fighting arm, thas leaving the remaining G2 sbovea ine curveand under the original enrve; or the recone ein be taken off the top of each ‘ighig arm. The ler prexedur reals ia corrected crve having the ‘ins avalne ss bforethe Foner procedure resin the creation of ese baeline—the sine curve, ‘Athougl de use of correcting sine curve seers ta be 2 cumbersome procedure. iis actualy in practealy all eases the mast efficent way of pring the correction. Asie curve can be drawn wi only the Four points uted bore, namely O80 6, and 0" Using the ther method requires the reduction tobe plted at least every 19" of inclination in ‘order to obtain ah accurate corrected curve. Of cour itis confusing to the officer to use a graph in'which a sine curves the baseline, be mayBA Stabiiy 4trm aye measure off the ging ar with tf divers and ianfer hemtoagraph having neat bechce Thos n gure, ral dng sebity tan be ead offi cher of te ro ape AR a Ht perience wih sabi carves you ml ery qui determine or our soit wiack metal yl pres ay For he aay curve tobe alate tt aloe corrected for shevirul bet duties cess Neue reurleetses vial vertical eof (60, he aby cvecan sha be june Uy ain score Anca tow ie ie fe the patil carr wl be iti Chaps op eatery so Sthescale tales effect cco! hes nee cre wil be sufien to corec the sabi ave frm one teed ow an [Beumed cencrofgranytaone bed ehhe sal poston fC 2 oO WF we ew eg ct te tyne, 1 a 1 Soa a rein 6 nega cine Pew 98 A stl sey te ta fring x ier Tho wanda Koat 50%e 1 ap a0" SOT Ba 6 Sahityar Large Anges nian 85 Hele [eke Ster a 1a eo igre 9,4 scl aby ce da op aon apnene of Correcting fora Change in Displacement What effect does change in displacement have on static sabi ‘cure? By glancing atthe cre cves, yo wl notice that (except forthe lighter displacements) the cures of rghing arms do not change mate ‘lly with a small chanigeindiaplacermene. Thus 3 atl abit curve ‘dravn for one displacement dons not haveto beadjusted forachange ofa {ew hundred tonsin te placement. ei only afters change of, ay one ‘or two thousand tons, that he righting arms change significantly. When. is mc hase does cecut, the best hal thant the adjustment wo enter the rons curves with dhe aw displacement and ele the proper G2 values to draw anew assumed sais cure. Thelater curves ten Corrected forthe difference betwoen actual and sumed KO. Figures 38 and 34 show Row a wat stably cure i drawn and corrected for varios shifts in both the svt posidon of Gand the Sisplacement. KM would be selected forthe displacement of 10,000 tons from the ses’ hydrostatic data inher stabty booklet. GZ values are selected from the vessel's cre curves of ality i Figure 39 lcs atime that 5,000 more onsare loaded aboard the ship at an average veri center of gravy of 1.0 fee This would Increase the displacement 15,000 tor andshifthecenter of gravity down 4.0 feet ts KG of 190 fet. That 0 18 15,000 In drawl the stably carve for thi condion, since actual KG isles than assumed KG. the simplest procedure so ad the increase G2 ales o the top ofthe asnumed values Drawing asinecorve Below the = 40 feet dows) 29--4~ 19.0 feetinew KE)86 setup Te 5 ap Ssanes wake] = AM Pa Inseline would Beano cimbersome, bul isan erative approach tthe problem. Correcting fora Transverse Shiftof G (One of hess important practical usesto whi the sabiinyeurve can bbe put stat of predicting he cffec of tayrae si of net onthe "ansverse stability of ship. Figure 40 shows leary that when the enter of gravy of a ship shifts tansverely in reponse to atransveaeshiftot ‘weight, the righting arms, GZ, wil always be decreased by te amount of GG" cos 6, where G6" is he eansverse shift n G m fect and Bis the transverse ange of inlination, Thu, aconine correction applied othe stabil curve for transverse silt of © the same way that ase carve ‘as applied fora vertical sf of 6 SubliyarLargeAnglesoftecinaion 87 oe ew re ae ere tly ces sp ae phere Lets suppose that ship ie atses wil a displacement of 1:00 tons anda. AG of 200 fet. What effect wool 20-foe sil oF 2,000 tons af ‘argo trannersely have on the ship's stability? Figure 41 depit: the ‘methods nvhich thistvation canbe shorn by the we OF SY cures, "The ist step tcalculate the transverse shift of 200020 _ oc" = 200020 4 0feet Now computethereducionsin 2 valves: 8 xa 40, 100 40 0st or 40080 2014000088 Subley are \ ie ate 1 a eS a a [Note in the figute thar the tedtons in 2 (aes 6" os ) can be taken offthe bot asin Diagram Aor offthetoparin Diagram 3 nthe tase of Diagram A the cosine curve become the bcline, td an farther ‘changes in GZ values must be applied othe stably uve with this pew bbvcline. Note also thatsince dhe actual KGis the mame athe assumed KG, sine correction isapplied. actual XG were gresterthan assured KG, 4 sine curve would be drawn fish, the cosine eatrecion curve being applied afer this in such 4 way a to reduce Farther the GZ values. See Figure 2 ‘Analysing Statcal Stability Carve Assume that yo are now able to draw a statical stably carve fr your ship. Aswe have seen, rs) necesary know the sips displacement as well a5 the verteal and transverse pestion of the shipis center of {ravi The queston now arses Of what pracical valde aretheve curves? Inwhat way ean hey help you operateaship more safely and efient? And how canthey helpyoucompare the ally condiionofashipatone raft wit the same ship ac different draft? These curves are ot only extremely practical to us, but jna very ral sense are inpenalithe Ship Sto be operated safely ‘Characteristics ofa stably curse o be considered 1 Initial slope of the crv. The sharper thelial ope ofthe carve, the greater will beth ida values ofthe righting arms and the greater extent of initial sablty. As noted, the metacentic height, CA, can be ‘sed to make an acurate sar‘ ofthe cue by draving a staight ine for the first 10" la Chapeer I weindicated thatthe sypalentacetarc eights of freighters, tankers, and. passenger venei vary widely. We are ‘now in s positon to show these differences in inil sable by means of 6 Seiya Large Angesoftncinaion 89 aa Age AF mc ewe | ease IS ce T igure 4.3 sai Gree tegen tea peng ship subi care In Figure 8 carve A ay be consid be pial or Tegner, carve fr unr ad core © for pager ee Note thie oent of nal aby ioe ncear neti ofthe extent Taub thelarger anges oncom, For eampl, the passenger Ship posers ory saightanoun of ital sy, butt arger ies fcnadeaby pore sable than arog Rage ef lactone hich asian Fin a eeope “Ths ule ns ne om many pin of wet is ma be Tedd thatthe ange of mani say sintimacy soci src angle of deck cg nero In eter words when» spas ‘Goth sgl which te mae ear and gues) adage usage of ha she poswcues masnam sub. me be seid Rony ppke toll and nota iy does hp poses ‘ati sty athe angle a whieh the deck ee iter ‘Conteris that en ie deckedge simmered eigen aso gene the mens sie The cetera bovaney con hen hasraned ou cresingigvingar: Baer the deste tered wo uivonal yay cane ie The by to a Niutzoal oj) onthe mene Se praca eka the sence ot owed he tamercdove Thatch hip het pte Mipleof desk edgeimmesson the ine foreethraugh Grove do ‘elec of foe trough Band the ighing aon decrees n elu raperaee af fbr he sr of etna wich sib pseu hana ementous lft on te tbiay ac moder and aa Tes nla, Precboarddtetne the ng of eck ge inition hihas we hie wen Geermins in ur te main aie, Foci, ths inna: ponies iar Pare 4. too epee fat record hse tale90. suite rs The effet of Freehoard on stabilsy explains the appearance of ch ‘ypicalstablity carves im Figure 43, The tanker owing to smal fre board, requires» very Ig atnourc of iil stably co give an ade ‘quate maximum arm an an adeqiate range The pastenger ship. the ‘other hand, can afford wo operate with small iil sabi ice Ts Targe freeboard offersita large maximum arm and long range | [ee (oem eke rin 2 al ip 4. The ta ah tiley agen 4 Angle of maximomlist-Theangle of maximurt stability sof interest from sother tal pote of vie Tends init ees the angle of ‘maximus A ship sted to any parcalar angle sin equilbtum: that i the fore inclining the hip i equal to dhe righting sient IF de inclining moment exceeds he righting moment which the ship posses, ‘the ship will obviously list over tothe angle a which the tee moments are ‘agin equal But wppose the incising meet greater than the mad imum righting moment which the ship possesses? Then the ship wil $1) Sabir acLargeAngesoftaion, 81 one a a a cae a ae Oe ‘capsize, Bar the maximum righting power ot ship occurs ear the angle foftdeck edge immersion. Therefore ia ship ts (nt merely ols) her deck edge under, the wil probably capsize immediatly There an ‘exception: shemay capsize unless her range of ably greater than 0 ‘This may be explained ar follows: Lst due to off-center weight causes a fedvetion ia righting arms in the amount of GG’ cos 8. Cosine values Ciminish as they approach 9. ACQ0" the conine sero. Therefore, here {smo loss i the sighting arm a hie ange, If positive arm exists a 90° ‘wth no internal incinng momen, wistlLexst when he ship Bxsorer To that angle, These principles re asrated in Figure 4. 5, Dangerous angles of lst and roll Suppose You are aboard ship ‘where the masitnu ang olisfngle of deck edgeimmersion)s 43" At ‘that angle should you abandon ship heship sartsand coninuestolis?5 | Sabi at Lange Anges ndinin 98 should be remembered that if needed the gravity dant for boats on the Sigh side yl not operate after an ange of a of 15 The commander of THB Ee! must coun his seamanship with she informason he dives fomaabiliy curves to make the proper decison. Angle of maxim ists atbsa'y standard for angleof dangerous But obviously, weather condone playa gest parm sacha deen. Tk94 Satitoystxi he ang of masini stably is sho asbitraily adopted by most cexpets asa standard of what consitites a dangeroas angie of rl since fer maximus staityspaned, he vali of he ighing arms decreases ‘apiiyand may aot be yest eng tore te inlining force of ese Seis. Once aga, wether conditions, in cenjuncton with the sabiey cae ps an mga pain dein aces dageoe rolling 6, Value of the maximus righting sem. How large the valve ofthe maximum righting arm wl be will depend pom two things (@) The vertical postion of G, which will depend upon the lading of the vessel. The higher ithe ess the vale of he igh arm wll be (©) The position of 8, which wil depend upon the immersed form of the esse! a all angles of inclination. This immersed form wil “depend aot only ipon the designe shape of the veel below the teaterine in the erect postion and is ange wih inclitaion, but also upon the shape ofthe vesel bore the waterline in the erect positon and its eflest on the movement of when inetd Figure d6ilosratestheeflectot various formeon the values af the righting ar, OZ, a angles of 30,60" and 90" of inclination, forte to fake the calculation ofB easier, blant-ended verels have been used." This method wl not affec the accuracy of te conch Sons Figured shows the matic stability carves foresee, C, and Dot Figure #0 Inalleates daft, beam, and KG remain thesame Sincethe underwater portions ofA and D vseele are similar Min the sae poston; us GMs fee in each ofthese ass. In vessel C, the poston of i very igh, owing oallarge vale of KB and thereby produces very lage Gf with the constant XC 0f 26 fee. Curve C, shows how herighting ans for this ype of vessel wil change radially fa GM of 3 fee geo is ‘este alo. The correction from curve Cy neces rling 9. fect fo s ‘The values of G2 tthe angles of inclination illustrated for each of these vessels emphasae the folowing points nerease of freeboard resus in Larger rales of righting moments at allangles of inclination beyond the angle of deck edge immersion, Il, also increase the range of stability. A decreas of freeboard preduces the Opposite effect. Thi lows or gun of G2 i duc tothe lens or gin of “You might be ered nox te postion o at an ane of ncraon was hain: Carini sec eoreponding othe rw haps ere cat It Then He sectors wer tuned ons papetse Thsesabloed te cere utes whch rhe ener Devaney (The center of Bane Accener of gravy of hasmersou sock th veel) 6) Seay Lange Anges affair 95 Pigen Satan somes inca Pe, ‘buoyancy dn the low side pode by immersing oF names dhe deckcdge Iti fortha reson ht sponaoes are sometimes pron cance Sin hat ferrybonts have conser are ose water 2, Tumble home ess na lon of G7 a all anes ater ine of the tumbled porn othe ie. Ths realy ase ar there oF ss Skbiorancy on the immersed ie 9. Dead ise resus nan incesse of ial tabiy et the high postion of 2 However, the postion of Gin thie typeof ves! il to Eehipte than Mutated ts teducing GM, Dead rie reas re rate vals of GZ at moderae anges of inclination. GZ ales are re Aloced ily, slings slate smal range of Way “Gnceagniniisverymporsntio elie hatbeoreany peels the value of the pupting som a ay pate degree ot ee can be ‘btaned the poston of awl athe forthe ese portion of thevesel mune thant scene AnyieinG ress tnadacrene of the righting arm orallange oinnation hisexceine val of Gin toy of nd rae. Ache ipter drat Been ould eco hn edge0 Saito Tsim 4. Range of tabi. When the carve come the haseline. that, when | he value ofthe righting tm sequal to 2t0, the en oF the range of ‘tial stably has ben reached, Thi poi flown a4 he vanahing point Seyond this angle of inclination the ine of force through ross (athe other side ofthe in faction through and fe wove wll cps Aye to this upeeting arm tm be emphasred that thi range of “abitynonly a theoreticane, a9 veel does notoperat inl water. The practi range of stabi willbe rachel aan angle of neinaton ‘ery ose othe ange of deck ede inunersion. 8, Dytamical stably, The value of dymaca abil often refered tas resual stability and is 4 mesture ofthe area under the sabi ‘ure. The dynamical table of vec! tany particular angle of hele the work done im heling the ves to that inclination. ‘The amin of ‘energy expended in the case of ves! whch has been Hecled over ea ‘meneute ofits tendency ta return to a erect poaion, This principle used fo investigate the stabity of gun platfonns, effets of win hee, and ‘argo shifts far inthe ease of movable lk cargoes, ike grain), IntChapter TS the use bf residual sabiey wil be covered whe dseusing ssi requirements for movable bulk cargoes. ete I you have sudied this seton carefully, you wil Have overt the ‘many characteristics ofa sabity curve which will Help you to operate our ship more efficenty and prevent sabiity trouble, or, incase of Uouble, wllindicae is extent and the proper corective mesures The {ellowing tia toaerall ability chatacters nay holla enmarac the sujet conse ‘Oven Sab Chrncesitie 1 tna Seba (289, Indicated by te lope of the ‘unearth origin 2) Maximium righinggarin|—"~ Mastnutnveral iance fromthe tastinet the orig naleurve 5. Maximumrighting moment Muliply dloplacemens by ma sain 02 44 Angle of maximum stability Corresponds approximately «0 ‘heangle of deck eige S-Anfleofmaximunitit Cartesfonds Approximately theangleofdeckedgelmmer ‘on (unless range igreser than 9) € Anfemeingecral |) Deetety-neetee, 7 Anglect dangertea st Ccerspaedsappresinatcy to (offeetec nea egy ‘one-hal the angle of deck edge ee es ae eae Sirve or )eorected abil ‘Give wih bascine 10. Angle ofl (duetonegs-__ Indkted by imertecion of) tive ‘ne curve with orl curve e W corecied sabi curve swith seine 1, Angle of maximum rol!" ” Vanishing points ocatd tine (end oF range of sabi) terror of aabiey care ‘sithbaeline 12, Dynamic stably ‘Arad abi curve ad steve bascine {Listin Relation to Saticl Stability Curven In Chapter yi learned thatthe are wo conditions whieh would case vessel ols () negative Gand @) off-center weight. ls proper {to considera third condition, where (I) and @) combineto create it. Tis important that you beable 1p ecognize dhe cause of lst and the corrective meant to be taken in each cave, The atcompanyig chars Spd crys lltrate the thee condone of ist and how dey mat be ‘ecognized and portrayedby the useo urves. Se Figures 48, 49,2000, ‘usa 1. static stably curves: L Show righting arms a various anges of inclination fora specie KG and displacement: I-May be wey ayessel ‘AL Bll C.Eitherloril —'D, Nether nor 2. Cros curves of stability: T, Most be constrctd fr the ship by the ship designer TL Can be ued by the shi fier to costruct a stata ality curve forthe partic condion which ht ahip ponsesses ALL BIL GEiherlortl 0 Neither nor8 Sebi ten List Caused by Negative GM Corrective Cause How to Recognize Measures L Removaloflow, I. Wesselwillnocre- 1. Add low weight weights ‘main uprightand symmetrically 2, Addition ofhigh willassumealistel- about centerline weights thertoporcor»2.Remove high 3. Moring weights starboard ‘weight upward 2. Ves “opsto symmetrically A Treesurfacetportorstarboard? 5. Move weight S:Averylongslow down sCanbeexpected rolling period symmetrically ~ fon freight vestels about heangleot 4. Eliminate any hearth end ofa permanentlist_ free surface voyagewhen exce- 4. IfasmallGMwas present sive'.O, and water known plusany of hasbeen ured out above Purpote (of double bottoms ‘Tomove the center See Chapter 7. +The anglea vessel of gravitycowntoa Hlopsisductoa portion below the negative GM metacenter known as anangie ofl List Caused By G Being Off the Centerline Cause Howto Recognize 1. Unequal disri-_1. Vesselassumnesa ution of weighton permanent isto cithersideof een oneside only terlinedueto 2 Vesselhas anay- loading rage rolling peri- 2.Shiftof weight od about this per transversely ‘manent st. 3. Additionorre- 3. IFknown weight ‘movalofweightun- isin exeesson one symmeuically side aboutcenterline. 4. Ifapositve GM isknownto exist Corrective ‘Measures 1. Shifeweight transversely high side 2, Add weight to highside or remove ‘weight from low side Purpose Tomovethe center of gravity back o the centerline Never attempt to correcta lstby the above methods un- less youare certain Gisoff the centerline100 Satta Tee Fir sted combina one Gand eee Lis Caused by Combination of Negative GM Cause: 1. Acombination of the previous causes of ist 5: Ihe known oft center weightisout of proporuon lis. ‘and G Off the Centerline Corrective Howto Recognise Measures L.Vesselwillas 1, Movedown, add sumea permanent low, orremoye Tiseeithertoportor high weight (his tastarboard he maybedone: will ot lop) sucha mannérto 2.Veryslow rolling compensate forthe period about thir’ weight off thecen- rmanentlist’ _terlineatthesame time) 2, Movevaddy or re- ‘move weightto compensate forthe nonin amon! of off center weight 5. Eliminate any Free surface Purpose ‘Tomove the center of gravity across to the centerline and down toa position below the 8 saya Lange Aegis “101 :Consdér ing the cos curves f wiry, the owned KG [A Selected to show postive righting arma up 2.0" 2 Selected se estan ewer normaly encouered Selected so that coreg the soared KG to the actual KG can Always be done nthe sare manner D.Allorthe above. 4. By consericinga taticalaatliycirve which ofthe lowing cat be ‘obtained rom the cave? (A Diplo 5 Angle of rcination that maximum righting arm occurs GxKG D.Allafthe abore 5. How daes GB relate to the static! aby curve? TG only infi- ‘ences stability at small anges of inclination, 1. If Ga increases, ten ghting arm all inition increase AL BIL Citherdorll D.NetherT aor 16. To approximate the intial slope of the statcal stability curve jou woul ‘8. Graphically construc 973° of inclination abeight esa 0 GM, nal From that point ta the orgin of the curve draw 9 line that Spproximstesthe first 10-0 B. Usethe formula G2 = Gatsin 6 G Useshe wallsded forruls D.Allofehe above ‘TeWhen considering (Ne kngle of deck éalge immersion you woul expect the vals of G2 ‘A. Continue ta grow langerat deck edge immersion it past B, Remain fal constant as deck edge mmerson is past. (C Gommence to decrens deck edge immersion spas 1. Cannncte determined 8. Freeboard has: T-No effet inal ability. A deine effect on stably alarge angles of weliaation, AL Bill Gfitherlorit D:NetheraoeI 8. Which ofthe following wil requ sof rghuing arm at large anglesof inclination? I Tumble home, H. Flare AL BI. CEitherforilD, Neher Il 10 What following two points determine the value ofthe maximum righting armas wellas values of GZ a¢allangles of hel? AGmdoM B.KandG CBandM —D.GandD102, seas rm 11. You need to cartes atsbiliy curve for a yercal postion of G abu ater that the aimed pation. which ofthe following methods Srould you use? 1 Reduce the Pghtng arms hy the val of 6 in 9. HL Increase he fighting arity the vale of CC om B AL BIL G.Bitherlorll D.Nethert noe 12, The sata range of ably eT. When the exia wait curve roses the baseline. IL, When the fale ofthe righting arm sequal 0 AL BA C.Bithertortt D. Neither nor I 18, Whats dhe actual eae of sab for a ese ot ea? T-The angle ‘of maximum lit approximately a deck edge immersion. TI, The angle ‘of maximum rolisapproximately atthe vanishing point whereGZequals ‘(AL BAL G.EaherLorIt —D: Nether Inor 14, Dynamical sabiy is: Ln by he ar under the sacl stably cnrve. I. Represents te amount of energy expended vincline avexd AL BM G.Eiherlorlt —D.ncither{norIt 18, Cross curves of stability are: Tons from staal stably ‘uses, TL, Calculated forseai conditions AL BAL Ckitherlorll D.Neiher nor iL 16. Ifyour seve lining dae toan oft SGofiguidin which vessels floating For example, if freshwater is cartied ina vessel eating sl ater: ‘L000 00 2 O97 "The formula for free surface effects nov x0! = 8/12 [Asa vesel for which the average ships officer caleaats stabi is ‘Boating in sale water, free surface effec are slay somewhat less han aleulaed by orignal formals nis si waier i being cari the decrease ineligible for fresh water bu, fara gu ike gsoline with ‘spec raviesaxound 07, the decrease ot tobe neglected. "The decrease inthe fre sirfaceeffectsonthe veel ot lige sucht fasolneisdue othe fact chat the weight of hid et hn hat fo he Same volume of eater [Effect of Amountof Liquid in Tank This curious fact thatthe amonntot quid ins tank ds hoc affectthe free surface effects. Inthe following exatples, we shall ssume a vssl ‘ath an inital displicement of 10,000 tone hae a tank whichis 60 fee Tengh, 80 fe: wile, and 5 fee high, We shall alulate the fre surface effects when the tank is Uhtse BEB ful and wher one hal ull both by usual free surface formula and also by the theory of moments (omer ing the weight of water nthe tank Ifed through is-vital sy this ‘hanging the posison ofthe center of ravtyol the vex). sua fre surface formal 66" = We 12V-= 50% 908) 12x 1,000 » 35 386 fot se Free surface effec, then, have caused 2 ise of 0.386 foot in G;redue- ing metacentrc height by thi disance. Now, using the theary of mo ‘mens, with theaab three fl al water Capacity oftank 30> 60 x5 ~ 9.000 "Threshifth spacity = GIS) 9.000 = 54002 Weight of water = 2/95 = 5400/88 = 1843 ons Virtual rie of = 09/12 = 60» 309/12 5.400% 95 & ped a 6G = Fe = 1543 x 5 / 10,000 = 0.385 foe ‘When the tank is three-fifths fl, therefore, fee surface effets cle Iated by both methods, how to rise0. 386 font. Now consider dhe tank to ‘be hall fl This relation of weight of water nthe tank, ofcourse w change the displacement of the ship by the weight ofthe watcr removed ‘rom the tank. (One-talcapacty = (4) «9,000 = 4500.89 Weight of water = 1/35 = 4500/35 = 128.6 tons ‘Vineal rise of p= 16/1 = 6)» 409/18 54,500 ~ feet Gor = 324 «124.6 x50 2,973 = 0387 ote Usual free surface formule: G0 = 2 V-= 60% $04) 12% 9,974.5 95 = 0.987 Foe ree108 Stabiiy Tom \With the tank one-half Fl fresurfeeefTets once more, are exactly the same a acute by both methods, providing that these eects do hot depend upon the weight of the water inthe tanks. The decrease or Increases Veducta change of weight of wateria thetanksharaneffecton Gchich is negligible. Moreover the wal free surface formula, il produce the correct eects dct free murface, ing nto account the Trcease of V "You should observe thatthe reaon that he weight of quid inthe tank does ot determine fre surface effects ieductothe acttha.asthe weight ‘of water increases, the vital ie decreases, this matali te sane ‘Effect of Weight and Vertical Postion of Liquids In calculating the metacentic height oF his vse, ship's ice st findthe retical postion ofthe center of gravity by nding the moments fof all weights om board above the keel. These weights wil matirally ticlude dhe weights ofall liquids. This problem isentrely separate fom ‘he ponblemof ree surface Inthe exampleabove here there isa weigh of 188.6 onsof materin thetank, de center of ratty of his water were 3 feet above the keel, 4 tment of 2572 footons st beadded ro the ‘otal moments forall weights aboard. Dividing the tral mosnent by de tote weight wil produce the K@ fr dhe vessel After this is done, the ‘irtual rie of G deo fee surface of this waterss calculated separately Whether the Roding of ny particle tankor hold willeause a icin the centr of gray of the vesel depends, then. upon whether the posible decrease in AG due to the fc that aks are Jow inthe vse. [reat orlesthan the ital rie ofG duet resurface, A wide tankor ‘Thold with ver ite depth of water would probab reskin aconsder- thle ric of, whereas mars tak ov hold with a rest depth oF wate ‘mightacuallyprosucealoweringof ree Surface Corrections “Todiy the ship's officer can calculate the fee surface (FS) eects of| rectangular tanks or compartments with ease with te ad ofan eletronic pocket calculitor You should note sht dhe breadth of dhe tank much more impartan than the length of te tank in producing fee surface fects, Whether nth nk iso hentia hee! as neato Jreswface “The complete free surface formula is Gorauerors = at cs TE Gs wa ~ DDI) 7) Freesat 100 here: = ratio of specif gravy ofthe iui i the {nk othe Hud dae ven i lating. {= length ofthe tank or compartment 2 ansverse wid of the compartment 125) = constants ued Formula 20 lisplacementin ons ~ displacement for at water for dea ‘meght sealeor hydrostatic curves EXAMPLES 1. If tank 50 fet in lenge and 30 fee in breach has fre sufi, ‘what i the correction to Gi the daplacernent fora drat of 26 fee 13,000 tons? The cargo inthe tank asa specie gravity of 7 (7/1025) 60) 60" ao vtncka tatoo came Ifthe tank in Example | ha list water neta specific gran of Lots voi ie hee ataccorcauanis cua toeat ~ (1.025/1.025) (60) 0 Fe= aan) (isig9g) —~ 0247 fot 3. ring the fee surface formule ee what effet a longitudinal bulkhead hat on fee surface effets ‘Tankwiths0feerbreadth———_Tupanlawih sforeatiech 20feetinlengh sn fcetin length Displacement 16,000 ors Dspaement 1000100, a0 30) OC 57 azo cosny” M414 for FS = © gro igpop 0120 fot ‘After this longtsinal bulkhead is insaled the fee surface effets are one-fourth the effec produced wilhou use bulkhead FSofCaeB D.120R 9 95 FeofGaea” Og1an~ 025) “Tibet ee Sra Carros fe fr 100 Ti pecan 18) Bobi oCTatin Fas Lesphot ss ong 10 Neg New 20 Neg Neg 0 Neg. Neg 0 Neg 01 50 Neg 01 50 Neg. 01 70 Neg 80 Ne 206 1530 31stFree Surface Constants “The usc of free surface constants or inertial moment of free surface st aneffiient and simple method a handing the fee surface correction for CGM has spread rapidly since the end of Would Wat Uf and is now in use ‘outinely 2 indicate inthe ships appeoved stabi booklet (Appendis Deontains typical sample pages just what sa fre surface constant? Consider given tank ona vec, the tak having fre nsrface of lt water. The free surface formula bxorms us that this wil resle 3 eduction n GM othe exten of Gor= 1x8) av [but of the factors involved! in this formal, only ane a variable—the volume of displacement, V. Even V can be broken down into its equiva Tent tone dleplacernent ipa by 95 cui fat per tn, where 33 also aconstant for sae water: So, eliminating the ony variable rom the free surface formula, we have lefthe fre surface consant othe ner momento fee srfce = 126/12 38 = foot footton = fotsone ‘Or wheit movable mater other thn sal water ate nvoved: Tarsel

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