The Ship’s Compass G. A. A. GRANT and J. KLINKERT The Theory and Practice of Seamanship G. L. DANTONNAUTICAL CALCULATIONS EXPLAINED G. W. WHITE Extra Master ROUTLEDGE & KEGAN PAULFirst published 1969 day Routledge & Kegan Paul Ltd Brondicay House, 8-74 Carter Lane, ECS Priated in Great Britain by ‘The Garden City Press Limited Letchworth, Herffordshire DJ. Klinkert and G. W. White 1969 No part of this Book may be reproduced in omy form without permission from the publisher, except for the quotation of brief passages in criceism ‘SBN 7100 6202 8 CONTENTS Preface Conversion Tables SECTION 1 ‘Mensuration and Hydrostatic Pressure List of Formulae Miscellaneous Examples Simpson's First Rule Simpson's Second Rule Simpson's Third Rule Mixed Simpson's Rules ‘Trapezoidal Rule Centroids of Curvilinear Figures Liquid Pressure Stresses in Double Bottom Tank ‘TPL, FWA, and Coefficients of Fineness Wetted Surface Area Examples for Exercise, Nos. 1 to 34 SECTION 2 Transverse and Longitudinal Stability nsverse Stability Ship KGs Ship KMs Angle of List Weight Suspended from Derrick Free Surface Effects Shift of Grain Tnclining Experiments Trim and Change of Trim Flooded Compartments[NAUTICAL CALCULATIONS EXPLARED Permeshitity Deydocking and Grounding Intrease of Draught Due to Heel ne Mean Draught stieal Stability Cross Curves of Stabitily Dynamicnt Stability Metacentrie Diagram Jrostatic Curves imples for Exercise, Nos. 35 to 103 SECTION 3 Ship Performance: Speed, Fuel, Slip and Horsepower ‘uel Consumption Voyage Diversion Ine Horsepower Propellor ig of Liquid Flow of Liquid through a Pipe few of Liquid through a Screw Lift sples tor Exervise, Nos. 104 to 131 SECTION 4 ‘Voyage Programmes: Louilines, Chartering, ete. vadlines an Laiting E River Port Allowances Timber Loadiines “ Demurr 2, Despatch and Freight roraged Lavtime for Exercise, Nos. 132 to 14 SECTION 5 Voyage and Wage Accounts: Currency Exchange ney Conversion fon of Wapes and Salaries of Engagements rag 7 104 110 112 115 121 133 136 40 153 155 157 159 162 164 164 168 175 175 182 184 139 192 213, 218 219 contents Wages at Different Rates ‘Owner's Account Current Examples for Exercise, Nos. 142 0 166 SECTION 6 Cargo Assessments: Bulk Oil sad Generat Cargoes: Bulk Liquid Cargoes Weight, Volume and Specific Gravity of Oil Specific Gravity Correction Coefficient Fresh Water Standards API Gravity General Cargoes Measurement Tonnage Broken Stowage "Tween Deck Cargoes Grain Feeders Mixed Cargoes Draught Marks and Loadlines Examples for Exercise, Nos. 167 to 182 SECTION 7 ‘Cargo Equipment: Steess Caleulations Strengths of Rope, Wire and Chain ‘The Use of Tackles Analysis of Stresses in Lifting Ge Derrick Stresses Sheer Legs Union Purchase Rig Examples for Exercise, Nos. 183 to 201 SECTION 8 Elementary Electricity and Magnetism Electrical Units Resistances in Series, Parallet and Mixed 23 224 29 237 237 237 238 241 24 244 245 247 248, 249 236 257 263 265 m1 274 28 284 286 289 300 305 309)vit NAUTICAL CALCULATIONS EXPLAINED. we Electric Cirenit ‘The Heating Effect of un Electric Current ‘oups of Cells ipacitance of a Condenser Groups of Condensers Multiple Plate Condenser me Constant Ammeter and Voltmeter Magnetic Effect of Electric Current Examples for Exercise, Nos. 202 to 234 Force Between Isolated Magnetic Poles Magnetic Moment; Intensity of Magnetisation Elements of the Earth's Magnetic Field Moment of the Couple Acting on a Magnet Force Exerted by a Bar Magnet ‘The Neutral Point Deviation and Directive Force The Oscillating Magnetic Needle sther Arrangements of Poles and Magnets of Derived Formulae , Nos. 235 to 265 The Accura Exe SECTION 9 ‘Magnetic Compass Deviation Changes of Deviation with Latitude Coeflicient Permanent B ince of Correctors from Compass Coefficient Permanent C Maximum Deviation due to Permanent Magnetism Coefficient Induced B Coefficient Induced C imum Deviation due to Coefficients Induced B and C s Bar Slowed Separation of Coeflicients Permanent and Induced B paration of the parts of Coefficients B and C ient D 312 314 316 320 321 326 326 327 329 332 336 337 338 341 345, 347 348. 352 356 366 368, 375 376 378 380 383, 390 392 395 397 412 ais 419 421 426 CONTENTS ‘The Separation of Permanent and Induced Heeling Error Force 2ff Deviation Anilysis ‘Compass Comparisons Coeflicient Lambda The Correction of Heeling Error with the Ship Upright (Coeficient Mu) ‘The Deflector Methous of Adjustn Coefficient 4 Miscellaneous Calculations ent Examples for Exercise, Nos. 266 to 335 SECTION 10 Gyro Compass Course, Latitude and Speed Error Error in the Approximate Formula for Speed Error Damping Error Combined Errors Performance Tests Examples for Exercise, Nos. 336 to 43 SECTION 11 Meteorological Assessments Geostrophic Wind Speed Estimates Air Density Geostrophic Wind Scale Effects of Surface Friction ‘Thermal Wind Component ‘The Tephigram Water Vapour Content and Dew Point Relative Humidity Air Soundings, Path and Environment Curves Potential Instability Cloud Limits Orographic Cloud Turbulence Cloud Estimates of Layer Thickness Apparent and True Wind Velocity 431 435 437 444 448, 450 453 437 461 466 481 482 483 485, 488. 491 492 494 496 498, 504x NAUTICAL CALCULATIONS EXPLAINED Tropical Storm Avoidance Navigation Movement of Systems and Fronts Extrapolated Tempereture Conversions, Sxamples for Exercise, Nos. 344 to 362 SECTION 12 ‘Marine Radar Navigation Relative Motion; Plotting Information; Radar Report ‘rae and Relative Plott “eadae Plotting Terms “sltering Course to Increase the Minimum Approach Estimating Current Velocity; Radar Navigation Altering Speed to Incrsase the Minimum Approach Stopping Owa Ship Radar Range and Second Trace Ei Eaamples for Exercise, Nos. 363 to 377 Appendix: ‘The Use of Metric Units 529 532 534 537 543 543, 546 550 557 560 564 567 370 sm so REFACE calculations which are presented in a form which hitherto would have required a series of standard textbooks cach of which dealt in turn with an individual subject. NAUTICAL CALCULATIONS EXPLAINED provides a comprehensive and graduated selection of computations in most of the practical subjects excluding routine navigation, In attempting this task and to achieve the main purpose of the book ‘we must point out that the contents are designed to emphasise the methods of computing and the details of application which are necessary when describing the quantitative work of the navigator’s profession. The theoretical knowledge required is thus partly assumed and only briefly summarised at the commencement of each section. This has left the way clear to explain the logical sequence of steps in each ealeulation ‘There are twelve sections to the hook: each is independent of the other but the whole constitutes an overall appreciation of most nautical calculations familiar to the navigators of all countries. ‘The reader's attention is directed to the means by which he may receive invaluable help from the contents. He may, for instance, wish to study a particular type of eniculation on account of its immediate necessity, or because he has forgotten the method and principles involved. On the otter hand, he may require a caleulation as part ofa training scheme; or, he may desire the method of solution because his professional exaininations feature similar types. In cach case NAUTICAL. CALCULATIONS EXPLAINED proposes suitable and realistic problems; ft provides detailed solutions in a manner easily understood, and gives to the reader further problems for exercise. Having selected the subject and type of problem it must be under- stood that the best advantage is gained by copying out the problem as it appears in the main text, and attempting & solution using known principles. The reader may tien verify the result from the text. In the event of error or complete failure he should study each step of the offercil solution carefully to determine how or whyy the mistake occurred and then confirm his understanding by choosing a similar example for exercise which is to be found in the list at the end of each section. Every worked example in this book has one or more exercises provided for Ts book offers to the profession a collection of effectively 700 xixii NAUTICAL CALCULATIONS EXPLAINED practices the numerical solutions for these are to be found at the end Bf the book. Any type of worked example or exercise may be identified quickly by the consecutive numbering used throughout. The sequence B continuous for the worked examples, and likewise but separately for the exercises. {In each of nearly 700 calculations all reasonable care has been taken to check the results and many of the answers are given to a degree fof accuracy greater than that required in practice so that the reader may check his own arithmetic. If however, any errors are detected we ‘vould be grateful to have these pointed out and assure the reader that they will receive our urgent attention. We would respectfully submit that NAUTICAL CALCULATIONS EXPLAINED is more than useful to: (@ Navigating officer cadets training under their employer's scheme, cor undergoing training through M.N.T.B., M.C.R., O.N.D., and taining college courses in the U.K. and overseas. (& Navigating officers studying for their statutory certificates of competency, or revising for higher qualifications either at sea or in college. (e) Teachers and lecturers in schools, cadet ships and nautical departments of colleges and universities who may require further examples and exercises for class work. (a) Managers, officials, examiners and others ashore associated with the Shipping Industry whose work is concerned with computa- tions of the types offered. Whilst the calculations submitted are no more than a restatement of existing knowledge we would like to claim that the method of presenta~ tion is unique to the extent that it has not appeared hitherto in such dleail over such a wide field, We hope that a fair and useful balance has been achieved both in variety and depth over the range of subjects chosen. Many worked examples, it will be noted, have alternative methods of solution for those who wish to exercise a preference. Wherever possible we have tried to make each example and exercise both practical and realistic except in those cases where theory demands an interim calculation as a necessary stage to ultimate practice. ‘Where it seemed necessary a diagram has been drawn to make the solution easier to understand. With this in mind the section which Seals with voyage programmes bas been specially illustrated. The book Contains other unique features in the sections on rzdar, meteorology, mognetism and ship stability where, although some of the discussions fae conventional they have, in certain instances, been extended to provide useful conchisions not normally express~l but nevertheless PREFACE vil significant. The treatment of drydocking, the stresses in a union purchase fig, the accuracy of certain derived formulae in magnetism, Bnd some aspects of meteorological navigation are cases in point “The standard of the calculations is such that cadets in training should be able, under guidance, to work a large proportion in the sections which are appropriate to their work; more senior members of the profession will find, that if they intend to qualify at the higher levels, eit progress to advanced work will require practically everything contained in these pages. We wish to thank those who have kindly read parts of the manuscript ‘and made useful suggestions. We hope that NAUTICAL CALCULATIONS EXPLAINED will meet with the approval of the profession and that it may play a part in helping the reader to achieve further technical competence. Sir John Cass College J. Kunkert Department of Navigation G. W. Ware London May 1969CONVERSION TABLES Daring the period of writing this book the ations fave been aware that, past the projcted change nf rtish currency to a decimalized system, there have been a tuner of other suggested changes ta the units adopted by Tait To derine Vinee ara, volume, eapacily dimensions and weights, Even though some changes aze likely Tom time to time we have given this matier some thoughtand have dueded that we showk! retain the current ritsh gaits ofthe present line ip eafeulations. Although Nests and Continental units arc forges diferent the Briish and North American ‘nits are offen the same, Iv every ealenlation the numerical answer is, of Sour, Tinpoetant and provided that che units weed aro consistent the systens in which they are expressed ig of litle significance. For readzrs who fel strongly about the matter wwe submit the Following ist of equivalents for conversion British Weights and Measwres to Metric Ezpivalents LINEAR MEASURE inch = 25400 centimetres 1 foot 30-4800 centimetres 1 yard = “09144 metres Fathom (6 ft) 1.9288 cable (690 2) 0.1829 kilometres 1 mile, statute = 16093 kilometres 1 mile, nautical = 19533 kilometres SOUARE MEASURE 1 square inch = _ G4516 square centimetres 1 square foot 929-0200 square centimetres 1 square yard 08361 square metres 1 square mile (statute) 5960 square kilometres cune weasver 1 eubie inch = 16-3870 eubie cvntimetses 1 cubie foot (1,72 cubic yard (27 £ in’) (0.2832 cubie metres ) O-T6H6 cubic metreswi NAUTICAL CALCULATIONS EXPLAINED CAPACITY MEASURE 1 pint = 0.56824 litres 1 quart (2 pints) 1-13648 litces 1 gallon (8 pints) 4.58596 liters AVvOIRDUPOIS WRIGHT 1 ounce 1 pound (16 oz) 8.3495 grammes. 0.4536 kilogrammes 1 stone (14 Tb) 6-3503 kilogrammes 1 quarter (28 Tb) 12-7006 kiloprammes 1 hundredweight (112 1b) 50-8024 kilogrammes 1 ton (20 ewt) = 1.0160 tonnes ‘Metric Weights and Measures to British Equivalents LINEAR MEASURE 1 millimetre 0.03937 inches | centimetre = 0.39370 inches 1 metre = 328084 fect = 1.09361 yards 0.54681 fathoms 1 kilometre = 0.62137 mites (statute) (0.53960 mites (nautical) SQUARE MEASURE 1 square centimetre (0-15500 square inches | square metre 10-76393 square feet 1-19599 square yards 0-38610 square miles 1 square kilometre CUBIC MEASURE 1 cubic centimetre = 0.06102 cubic inches L cubic metre 5.31477 cubic feet = 1.30795 cubic yards CAPACITY MEASURE 1 litre = 1-75985 pints 10 litres 2-19981 gallons AVOIRDUPOIS WEIGHT 1 gramme = 0.03527 ounces 1 kilogramme = 2:20462 pounds 109 kilogrammes = 1-96841 hundredweight 1,009 kilogrammes (1 tonne) 0-98420 tons. CONVERSION Additional Conversion Factors 1 cubic foot of fresh water at 60°F or 15-6°C 1 Imperial gallon 1 American galton Hmperial barrel 1 American barrel 1 cubic metre 1 short ton (2,000 1b) TABLES xvii == 6.2288 Imperial gallons 7.4805 American gallons 0-1781 American barrels 28-3162 litres = 0.0283 cubic metres = 277-2740 cubic inches 04604 cubic feet 1-2009 American gallons 0.0286 American barrels 45469 litres 231-0000 cubie inches 0-137 cubie feet = 0-8327 Imperial gallons 0-0238 American barrels 3-7853 litres = 0.0038 cubic metres 36.0000 Imperial gallons = 9,702-0000 cubic inches = "5.6146 cubie feet = 34.9726 Imperial gallons = 42.0000 American gallons 158.9840 litres 0:1590 cubic metres 264-1700 American gallons 6.2898 American barrels 0.8929 long tons 0.9072 metric tonnesSECTION 1 Mensuration and Hydrostatic Pressure‘Areas and Volumes HE areas or volumes calculated fron the dimensions of regular: I shaped figures are often required on board ship. In most cases these requirements can be met by combining two or more of the standard formulae listed below. Clearly, there are innumerable cases of which the following calculations are a few examples. List of Formulae Triangle Area = Half the product of the base and the per- pendicular height he z Area = Half the product of two sides and the sine of the included angle: } ab sin C Area = Vi(e— a) (@— 5) (6— 0) where 5 = half. perimeter of the triangle, ie. atb+ Rectangle Area = Product of the length and breadth: [b Parallelogeam Area = Product of the base and the perpendicular height: Ab Trapezium ‘Area = Product of half the sum of the parallel sides and the perpendicular height: . 003) Trpetoid Volume = Produc of theare othe apeium secon tna teen eid wn (£5) Rectangular Volume = Pract of th leg, beat and depth Prism lod4 NAUTICAT. CALCULATIONS EXPLAINED Triangular Volume ~ Product of the area of the triangular section and the length: hot Circle Circumference ~ Product of » and the diameter: 2 #7 where r= radius Area ~~ Produtt of » and the square of the radius: Cylinder Sum of the product of the circumference and length, and the two end areas: Qarl + 2a?) = Darl +r) Volume = Product of the area of the circular section and the length: 4? Sphere Surface area -- Product of 4 and the square of the radius: 4-97? Volume ~ Prod off and he ce othe ais \ipse ‘Area == Product of # and the semi-major and semi- minor axes: #Rr cesren Product of half the stant height and. the circumference of the base: rs where = slant height Product of one-third the perpendicular height and the area of the circular hase 1 aa Pyramid Volume ~ Product of one-third of the perpendicular height and the area of the square base: sample 1 Ho many empty drums measuring 18 in diameter and 3 fe in length would be required to make a raft to support 12 men each of average weight, 10 sions, so that the drums remain not more than half sub- ‘merged in salt water when the raft is loaded. Assume the weight of cach 1 ft at the 10 gal intervals Fig. 1 Let L = Length of tank Let D = Depth of tank Let fh ~ Height of liquid for given volume Let fh Brehlth at sueface for given volume The area of the complete trapezium equals the sem of the occupied and unoceupied trapezium: Bs (013) +0) B+b) HP) on +=" al 0 (EAE) =a ( eee) From the given data, D = B-~ 3, thus multiplying by 2 throughout and substituting 8 for D. 12 Mb 1). B= 9G! b) 12 hb} hb 9— 3h 3b = Dh 2 2 from which, b= 1+ 3h From the second term in Eqn. (1), B Occupied volume = AL, --Q) Le 3, Volume = ht | 3A fe, MENSURATION AND HYDROSTATIC PRESSURE Given that 6¥ gal occupies | ft" 10 gal occupies 10/6} ft = 1-6 1 20 gal occupies 20/6} ft? = 3.2 fe° 30 gal occupies 30/64 ft? = 4-8 IP, ete Completing the square, Woh (3) For 20 gal, h = V For 30 gal, h = VaS 1325 — 1.5 For 40 gal, b= WG-4 +325 — 15 For 50 gal, t= V- 80+ 2. and, for 110 gal, h = VI76 228 1-70 ff, ete, 2.95 ft Example 4 A circular cork lifebuoy has the following dimensions: outside diameter 30 in and inside diameter 18 in. Assuming the cork section to be elliptical hhaving major and minor axes of 6 in and 4 in, respectively, calculate the volume of cork required in cu in, If the cork weighs 12 Tb/ft calculate its floating power in salt water. (Density of salt water 1,025 oz/ft?; = 22/7.) a S KS Fig. 2 i8 NAUTICAL. CALCULATIONS EXPLAINUD Ifa plane arc is rotuted round an axis in its plane which does not intersect the area then the volume swept out iv equal to the area multiplied by the length of the path traced out by the centroid of the area, In this case the volume swept out will be the volume of the cork req Area of ellipse ab where a and 6 are the semi-major and semi- minor axes. nce of circle through centroid of lifebuoy = 2 =r Volume of cork = sab x 2 nr 2G) 142236 >< 1.025 4, 22 6 ( Weight of cork x 12 Ib Weight of equivalent volume of SW = Floating power of lifebuoy ~ # 42-855 Ib Example 5 ‘The four sides of a lugsail for a lifeboat measure 10 ft, 14 ft 6 in, 5 £66 in, and 7 £2 3 im Doing the foot, leech, head and luff, respectively. Front the clew to the throat measures 13 ft. Calevtate the sail area and ie number of yards of No, 7 canvas (24 in wide) allowing 5% extra for seams, (See Fig, 3, page 9.) To caicstate the area of cach triangle formed on each side of the diagonal from clevw to throat: Area of top triangle ~ Vate— ay(s— 6 — 5) s- AUB MF IAMEB in + 2G in) = 8 fe : 5180 a en 85 Ga) ( 995 MENSURATION AND HYDROSTATIC PRESSURE 9 roe caw Fig. 3 Area = VIB X 50 X 35x95 ‘Area = 54-70 ft Area of bottom triangle = Vie — a) — DKS 4) $= PSM + 7ft3 in-+ 10 ft) = 15 ft bin 5125, = 15125 © = 10-000 (9 = 5135 S Arca = VI5125 % D125 & PRIS x S125 ‘Area = 36.016 1? Total area = 54:70 -+ 36.016 Rt = 90.716 ft® seg = 90716 ,. 105 Yards of canvas required ~ 5 is 15.87 of 16 yd Areas (Volumes) using Simpson's Rules In order to find the area of a curvilinear figure bounded on the one side by a straight line and on the other by a parabolic curve use is made10 NAUTICAL, "ALCULATIONS EXPLA > of a series of rules among which are Simpson's First, Second and Thitd Rules and the Trapezoidal Rule. It should be pointed out that whilst the following “amples show the methods, using the several rules, for finding the areas of curvilinear figures and their centroids the same methods can be used to find volumes. In such cases, areas of transverse sections of the ship form, or waterplane areas, are substituted for ordinates after which the pro- cedures are identical; in the former case the centroid is the position of the centre of buoyancy with reference to the stem, the stern post, or the midship point as desired, while in the latter case the centroid is the KB, Example 6 A waterplane area of a ship 420 ft long has the following equidistant half breadths measured in feet. Calculate the total arca of the waterplane. » |» [x 242 | a1 | 348 Fig. 4 When the number of common intervals, ie. the number of ordinates minus one, is divisible by 2 then itis possible to find the area by using Simpson's First Rule, ic. when there are an odd number of ordinates Tn the above question the number of ordinates is 7 and the number of common intervals is 6. Simpson's First Rule A Fea Mek aya t Lye Area (yet ayy t Ly) where, ft -= common interval anid Yeu Joy 1G, ~ ordinates MENSURATION AND HYDROSTATIC PRESSURE n By successive use of ths rule the area of the waterplane is given by: Area =A (yb Aye + 299+ aye Dye t Aye + 19) It must be noted that in the event of either end ordinate (y, in Fig. 4) being zero it must be included because it defines the extent of the area. Tabulate the ordinates, multipliers and products as follows: No.of | Semi | simpson Products. | ordinate | ordinate | multipliers } for area 1 0 1 0 2 242 4 968 3 311 2 02 a 318 4 172 5 i 2 632 6 m4 4 109.6 7 200 1 200 eae |__| Sum of products, S| 4790 satrwatepane area = a 8 1 ‘. 4x 10x 4790 1176-6 fe? Total waterplane area = 11/176:6 % 2 2,353.3 8 Example 7 A waterplane area of a ship 360 ft long has the following half breadths measured in feet at the positions indicated. Calculate the total water- plane area, Jue | Ys ye Jas | Due 0 | 10.0/ 16.3 22.0 I 240) 29.9 316 3 —R NAUTICAL CALCULATIONS FXPLAINITY a eit Tip TU % Fig. 5 ‘Towards the ends of the waterplane area the curvature is often less parabolic. By subdividing the common interval with additional half ordinates greater accuracy is obtained. The problem: is agnin solved by Simpson’s First Rule. The area between the Ist and 2nd ordinates is: Fx Oy cb Ayah ym tao tty) ‘The area between the 2nd and 6th ordinates is: xO yet 4 ys + 2ye+ 4 ys + Lyd) ‘The area between the 6th and 7th ordinates is: A $x pret dat ty) By combining these equations we have: area By Lym byw Diet Wik et Byker tM et 2 yer bay) The tabular form for computing the area is therefore: No. of Semi- | Simpson’s | Products ordinate | ordinate} multipliers | for area 0 + ° ry 10-0 1 10.0 163 i 815 2.0 1 20 MENSURATION AND HYDROSTATIC PRESSURE 13 Simpson's | Products multipliers | for area Sum of products, ua aterptne ae = 8 1 = 5X 0 = 474-75 = 9,895.0 ft? saterpiane area — 18,990 ft? Tor Example 8 ‘The semi-ordinates of a vessel's waterplane are $8, 13-8, 17-6, 19-0, 19-4, 18-6, 17-0, 13:8, 8-4, 0 ft respectively, spaced cquidistantly apart. Length of vessel is 150 ft, Calculate the area of the waterplane, When the number of common intervals, i. number of ordinates minus one is divisible by 3 then it is possible to find the area by using Simpson's Second Rule. ‘When the number of common intervals is divisible by both 2 and 3 then for greatest accuracy Simpson's First Rule should be used.4 NAUTICAL. CALCULATIONS EXPLAINED In the above question the number of ordinates is 10 and the number of common intervals is 9. ‘Simpson's Second Rule Area = 2h yr +3) + 33+ 10 where A = common interval and yy ya ete, are the ordinates. BY successive use of this rule, as in the following example: Ane reg Bye + 3 yet Qyet 3¥e + yet 292 + +3 Yet 3ye+ Vie) Tabulate the ordinates, multipliers and products as follows: No.of | Semi- pson’s | Products ‘ordinate | ordinate | multipliers | for area 1 88 r 38 2 B38 3 4t4 3 176 3 328 4 19.0 2 38.0 5 19.4 3 382 6 186 3 558 7 110 2 340 8 138 3 414 9 84 3 252 10 ° 1 0.0 Total waterplane area = 2,222:5 x 2 4445 fe MENSURATION AND HYDROSTATIC PRESSURE. 15 Example 9 Calculate the area of a bulkhead whose ordinates, spaced vertically apart at intervals of 6 ft, are: 42, 38, 29, 16-5, 0 ft respectively. Between the lowest two ordinates there are two additional ordinates of 12-5 and 75 ft spaced 2 ft apart. TY Fig. 7 ‘This problem is again solved by using Simpson's Second Rule. The area between the Ist and 4th ordinates is, Bhd yt 3 yet Bye b 90 “The area between the dth and Sth ordinates is ah Hays arnt Spat Lye 7 gay 3yat 3ya + lye) where yet Yas are the two additional ordinates. ‘By combining the above equations we have: Total area =Zh (Ip, + 3% + 30+ Get lyat ta + 5) ‘The additional ordinates, drawn at fractions of the common interval, are to give greater accuracy in the calculation of the area. It will be seen that the curvature of the boundary line between the 4th and Sth ordinates is very great in comparison with that between the remaining ordinates.16 NAUTICAL CALCULATIONS EXPLAINED Tabulate the ordinates, multipliers and products as follows. No. of impson’s | Products ordinate | Ordinate | multipliers | for area 1 42 1 2 38 3 3 2 3 4 16-5 4 4 125 1 cH 15 1 5 0 i im of products, S Area = Total area ~ 641.25 ft? Example 10 A curvilinear area has ordinates 15 ft apart of lengths 13-6, 25.2, 23-4 ft respectively. Calculate: The area between the first and second ordinates. (b) The area between the second and third ordinates. (©) The area between the first and third ordinates by Simpson's Fist Fig, 8 MENSURATION AND HYDROSTATIC PRESSURE ” In order to find the area between two consecuti necessary to have three consecutive ordinates to de ive ordinates it is fine the curve. ‘The required area is then found by means of Simpson's Third Rule, or the “Five-Eight-Minus One Rule". 1 ) Area between yu. Yo— 7 (3 Ju4 BJs — 19) Where f= common interval and yy Yu J are three consecutive ordinates. Area between Ya J 1 ad a6 y+ 8y— 139 Hit 8ye= 19d ‘TO FIND THE AREA BETWEEN THE FIRST TWO CONSECUTIVE ORDINATES Tabulate the ordinates, multipliers and produets as follows: No. of Products | ordinate | Ordinate | Multipliers | for area 1 136 3 68.0 2 25.2 8 | 2016 3 24 a1 234 | Sum of products, 5 2462 | 1 ‘Area between Ist and 2nd ordinates = 5 x hx S = Bx 1S x 62 = 307-75 TO FIND THE AREA BETWEEN THE LAST TWO CONSECUTIVE ORDINATES Tabulate the ordinates, multipliers and products as follows: No. of ordinate | Ordinate Multiptiers 234 2 | 136 Sum of produets, 5 3 2 1 Products for area18 NAUTICAL CALCULATIONS EXPLAINED Area between 2nd and 3rd ordinates = 1. x hx S 73 * 15 x 305.0 381-25 fet IIE TOTAL AREA DETWEEN THE IST AND 3RD ORDINATES is calculated by Simpson's First Rule as described in Example 6. (n+ 492+ 19) Tabulate as follows. No. of Products ordinate | Ordinate SM for area 1 136 1 136 2 252 4 1008 3 24 1 24 Sum of products, S=] 137.8 Total area = 4x $ Il Lx 1S x 1378 5x 15x = 689-0 f¢ It should be noted that the sum of the two areas obtained by the “Five-Eight-Minus One Rule” is equal to the total area obtained by using Simpson’s First Rule. i.e. 307-75 + 381-25 = 689. Example 11 ‘A curve has the following ordinates spaced at equidistant intervals of 121: 41, 78, 89, 7.6, 48, and 0.9 ft respectively. Calculate the aren. MENSURATION AND HYDROSTATIC PRESSURE 9 — CL Len-| | J Fig. 9 The number of ordinates is 6, the number of common intervals being 5. Since the number of common intervals is not divisible by either 2. or J acombination of two of the previous rules is necessary in order to find the area, If the “First Rule” is used for the majority of the area to be found then the “Five-Eight-Minus One Rule” can be used for the end portion, Several combinations of Simpson's Rules are possible and itis left to the reader to choose other combinations and check the results against each other. The above example is calculated using the First and Third Rules Tabulate the ordinates, multipliers and products as follows: No. of ordinate | Ordinate SM Products for areas 1 4d 1 41 | 2 18 4 312 | 3 89 2 178 | 4 16 4-1 | 304 —16 3 48 1 8 | 48 38-4 6 09 5 4520 NAUTICAL CALCULATIONS EXPLAINED Arca between Sth and 6th ordinates = a AS Sp Total arca = 353-2 4 35.3 ‘Traperoidal Rule A somewhat Jess accurate rule for finding the area of curvilinear figures assumes the area to be made up of a series of trapeziums each hhaving the same height, je, common interval (i). The area of a trape- zivm is given by 1 (2b) where y, and yy are the parallel sides and h the perpendicular distance between them, The arca will always be deficient particularly if there is a Sarge curvature and the ordinates widely spaced. Caleulate the total area, using the trapezoidal rule, of a small vessel's waterplane whose half breadths at 6 ft intervals arc: 10-0, 21-0, 243, 25-0, 21-2, 15:0 and 0 ft respectively. MENSURATION AND HYDROSTATIC PRESSURE 2 Used successively, Half waterplane area = h (bys + Yo t3u+ Yah Ys + ye + Bd Tabulating the work as follows: No.of | Sonic Prods | ordinate | ordinate | Multptes | for eree 1 100 } 50 2 210 1 210 3 23 I 243 4 25.0 1 25-0 5 21-2 1 21-2 é 150 1 | ts0 7 3 1 o | Sum of products, S=] 1113 | Halt area =x $= 6 x 1118 eesone Total waterplane area = 2 x 669-0 1,338-0 ft? If the area is calculated by Simpson's First Rule it is found to be 1,380 ft which, in this exaggerated case, clearly indicates the deficiency of the Trapezoidal Rule, Centroid of a Curvilinear Figure It is Gequently necessary to find the centroid of a curvilinear area with respect to one of its ordinates. The principle used is analogous to that of finding the centre of gravity of a number of weights variously located with reference to a given line. In such cases the sum of the moments of the various weights about a fixed line is divided by the sum of the weights. To find the centroid (sometimes referred to as the “centre of gravity”) of a curvilinear area with respect to one of its ordinates, moments of the areas about that ordinate are calculated and the sum of those moments are divided by the total area, The following exampies show the method to be used in calculating the position of the centroid by Simpson's Rules,n [NAUTICAL CALCULATIONS EXPLAINED Example 13 ‘An area bounded by a curve and a straight Tine has the following ordinates, spaced at equal intervals of 12 ft: 4.9, 108, 135, 13-6 and 11.3 ft respectively. Calculate: (a) The area in square feet. (b) The position of the centrofd relative to the frst ordinate, ‘Commence with multiplying the ordinates by Simpson's Multipliers to obtain the “products for area” and then multiply each of these “products” by the distance of its respective ordinate from the end ordinate to obtain the “products for moment” about that ordinate. ‘The sum of these products for moment gives the total moment of the area about the end ordinate. The sum of the moments divided by the sum of the products for area will give the distance of the centroid from the end ordinate. ‘Note that in the calculation the products for area are not multiplied yy the actual distance of each ordinate from the end ordinate, but by ‘number of intervals" distant from it and the common interval is the end. This procedure takes advantage of the equal spacing between the ordinates and simplifies the arithmetic, .B-—Since moments, in this case, are taken about the end ordinate (2. 4:9) the moment about this ordinate is therefore zero. This is shown in the first line of the calculation, Tabulate she ordinates, multipliers and products as follows | No. of Products | Nos. of | Products for |exasle| oninae | sa] Ree | rte] omen wef o | 2 a) t | @ wa | 2 | 33 ma | 3 | sas m3 fa] "sa =| wos vo86 Moment fen sous torte = 1 Om) NENSURATION AND HYDROSTATIC PRESSURE B ‘Area below curve == 3 x hx S 3 bx hx (hx M) TRAX S he M s Distance of centroid Area below curve = 1 x 12 x 40-8 Distance of centroid from the end ordinate 045 ft Example 14 ‘The half ordinates of a vessel's waterplane spaced at equal intervals are as follows: 10-8, 16-6, 20-4, 22-0, 21-9, 21-8, 19-6, 15-6, 9-0 and 0 ft respectively. Midway between the first and second ordinates is an addi- tional ordinate of 14-6 ft and between the ninth and tenth ordinates two additional ordinates of 6-2 and 3-8 ft respectively at 12 ft intervals. Length of vessel 324 ft. Find the position of the centroid with respect to the mid-length of the vessel. ‘When finding the centroid of a large area the moments are often taken about the middie ordinate. Furthermore, in respect of waterplane areas the centroid of the load waterplane defines the position of the centre of flotation. It is often more convenient to define this point with refer- cence to the mid-length of the vessel for practical purposes. In this example it is at first necessary to find the centroid of two scetions with respect to the 6th ordinate and then by taking moments of the two areas about this ordinate and dividing by the total area involved, the position of the centroid with respect to this ordinate is obtained. ‘The above example, calculated as follows, will make this clear. It hhas been necessary to use Simpson’s First and Second Rules.UTICA CALCULATIONS FXPLA dation as follows: 4 Products for | Nos. of Products for Position of centroid of area between Ist and 6th ordinates with respect to 6th ordinate = "Ma 36 x 6784 294 D, = 82.93 fe Position of centroid of area between 6th and 10th ordinates with respect to 6th ordinate = 12C Me 36 x 2230 Tab Dy = 537K Dat warplane asa beven Dt and ch atinnter= 4 Ax 5 1 Lise ous i. a= ase Vs sepaneace Sasa sin and 1th ordnates ~3 A 8 3 3X 36 x 149.4 Ay = 2,016-9 fet Centroid of the whole area with respect to the 6th ordinate = Ge Bees Py 3,534.0 x 82.93) (2, ~ 5.5509 16.9 x 53-73) Since the 6th ordinate is located 18 ft forward from the midlength the centroid of the waterplane with respect to the midship point is (49-49 — 18.0) ft = 31.49 fe aft Example 15 A curve has ordinates 4, 12 and 11 ft long spaced 16 ft apart. Calculate the position of the centroid of the area between the first two ordinates with reference to the first ordinate, ‘The rule for finding the moment, with respect to the end ordinate, of a curvilinear area between two consecutive ordinates is: we 3g ON + 10 y2— 1 ys) where f is the common interval, and ys, Ya. tu are the three consecutive ordinates.26 NAUTICAL. CALCULATIONS EXPLAINED Tabutate as follows: | No. of SM for | Products | SM for ordinate | Ordinate | area | for area | moment Products for moment h het Areas fh x S Moment = Bo at Position of centroid with respect to the first ordinate: Moment A® mot Area 34M GX S foe 2xs _ 16x 121 2x 105 = 9208 ample 16 ‘The ordinates of a curvilinear area are 4-7, 80, 9.2. 84, 55 and 0 ft respectively, spaced equidistantly apart at 12 ft intervals. Using Simpson's First and Third rutes find the area below the curve and the position of the centroid with reference to the first ordinate, ‘The method used in this example is similar to the previous example. ‘Moments are taken of the two separate arcas about « fixed line. In the vent of the area of the appendage being stated then the position of the centroid will also be given and the work simplified accordingly. Arc tes et and th nines = 5, Leirx ona 3 Ay = 3776 fe MENSURATION AND HYDROSTATIC PRESSURE. 7 Tabulate the calculation as follows: Products |SM and for area intervals Products for moment 47 52.0 18-6 —1 36 8.4/3 4-4] 5, Position of centroid with respect to nx My Ist ordinate = 12 x 1920 One Dy = 241 Area betosn Sh and ones = 4, x 5 2 =H x36 Ay = 35-6 f° we Rem 12 x 2x 466 Moment-with respect to 6th ordinate = Position of centroid with respect to AX My XS 12x 466 2x 356 Dy = 785i 6th ordinate =28 NAUTICAL CALCULATIONS EXPLAINED. ‘The position of the centroid of the whole area is now found by taking moments about the Ist ordinate: [Ay x Di) + [4s » (60 — Dy) Gt a) __ BT7-6 X 24-41) + (95-6 x 52-15) B61 a6 Position of centroid —= = 26-79 ft ‘Total area = 413.2 1 Example 17 A vessel has the following waterplane arcas spaced vertically apart at intervals of 2 ft commencing at the load waterline of 26 ft draught down to the 4 fe draught waterline: 21,080 ft?; 20,660 ft?; 20.230 ft?; 19,830 ft; 39,470 FE; 19,109 £2; 18,690 fe; 18,250 f°; 17,700 fe; 16,970 £5 16,170 fe; 14,900 2, Below the 4-ft waterline there is an appendage of 43,010 f, having its centroid at a height of 23 ft above the keel. Calculate: (G} "The position of the centroid of the underwater yolume below the load waterline and check the result by Morrish’s Formula, (2) The sal water displacement of the vessel at a draught of 26 ft. ) ‘The FWA for the loaded displacement, 4n this example, to find the volume, it is necessary to make use of Simpson's First ond Second Rules down to the 4-ft vaterline because the number of arcas given is 12, As mentioned on page 10, the same method's are used (9 find volumes and centroids as those used to find the areas of eurvilinar fipares, MENSURV TION AND PROSTATIC PRESSIEE 2 @) 10 CALCULATE THY Cesta Ge GRAYEY OF se UBL YOLUMY Tabulate the eatcutation First Ruie #9 find the volume and centr 6 he ant 10 fe and Simpson's Second Rel -f waterline, —— No. of| WP | area | areal 21,080 20,660 20,230 19,830 19,470 19,100 18,690 18,250 17,700 16.970 16,170 14,900 | Volume between the Ist and 9th W/P area = bx hx 5, 4 x2 x 496,920 Vj = 31128080 Volume between the 9th and 12:h W/P area = 2X HX Se 3 2 x 132,02030 NAUTICAL CALCULATIONS EXPLAINED Vi, = 99,015 9° Total volume of displacement ~ Vy + V+ volume of ‘appendage ¥ = 311,280. 99.015 + 43,010 ¥ = 453,305 1 Position of centroid of volume between the Ist and 9th W/P areas with respect to the Ist W/P area: My =hx 1,816,160 466,920 Dy VTI93 fe -2x Position of centroid of volume between 9th and 12th W/P areas with respect to the th W/P area: M, ahx Me xs, 192,620 * 733,000 D,= 2918 Centroid of the whole volume, including appendage, with respect to the Joad waterlin _ i Dy) + Ws x (16 + DD) + vol appenday ~ V+ Va, vol. appendage (1,280 7.7793) + (0015 x 18:918) + (43,010 x 23-7) 26 — 23) D 453,305 2,421,600 +- 1,873,200 + 1,019,400 _ 5,314.20 “453,305 453,305 D = 11-723 ft below the load waterline (2) 10 cimeck THE POSITION OF B BY MORRISH'S FORMULA Morrish’s Formula for finding the distance of the centre of buoyancy (centroid) below the foad waterline is stated as follows 1d ¥) pisanee = (4) Where V = Volume of displacement from the keel to the load waterline in ft MENSURATION AND HYDROSTATIC PRESSURE 31 A = Area of load waterplane in ft d= Mean draught in ft 453,305 1/26 Distance = 5 ( > = § (13 + 21-504) LL-S01 ft below the load waterline (3) TO CALCULATE THE DISPLACEMENT AT 26-7 DRAUGHT Displacement tons — YoHume displaced (4) To CALCULATE THE FWA AT 26-7 DRAUGHT w FWA = 37 (eee page 37) Where, 1 == Displacement tons T= Tons per inch immersion A And T= 5 Where 4 = Area of load waterplane 951-5 x 420 40 x 21,080 6-451 in Thus FWA Liquid Pressure The foltowing examples illustrate specific effects of liquid pressure exerted at given depths upon parts of the ship's hull, e.g. bottom or le plating, as well as the liquid pressure on of within tanks and upon bulkheads generally Several basic facts which relate to the effect of liquid pressure and which are used in calculations are listed as follows: (@ Pressure (of a liquid) is a measure of the force exerted upon unit area, i) Total force or thrust (sometimes referred to loosely as total Pressure) is the measure of the force exerted upon the whole area being considered,2 NAUTICAL CALCULATIONS EXPLAINED Gi) Liquid pressure is direcily proportional to ‘sth the density and the depth of the Fiquid fy) Liguidl pressare is the sam throughou! + submerged plane paral to aie free surface of the Rguid 6) Liquid pressre acts perpendicularly to ary cbr (si) The total thrust acting on a submer product of the liqui density, the are: Alopth of its centee of gravity (03) The “centre of pressure” of a submerged srface is the point at whieh the total thrust is considered (0 act in onder to produce the same moment of Force about any specified axis (vit) The “centzes of pressure” of various plane submerged vertical surfaces measired downward from the free surface of the liquid are ifustinved in the following figures. od surface, surface is the he surface and the Example 18 Cotealate the total thrust acting on one side of an horizontal lat plate 10 ft x 5 ftlocated at a depth of 16 fe in fresh water. Pressure varies directly as the density and deptit of the liquid. Pressure == Depth x density 1,000 P= 16x HP Thy The total thrust is the product of the pressure’ and the area upon which it acts, Total thrust == Area x pressure 10 x 5 x 1,000 1b 50,000 Ib MENSURATION AND HYDROSTATIC PRESSURE 3 Example 19 Calculate the total thrust acting on one side of a vertical plate 10 ft % 5 ft having its upper long edge parallel to and 5} ft below the surface of salt water. ‘The pressure acting on the whole plate is proportional to the depth of its centre of gravity, ie. the distance of the centre of gravity below the waterline = 5} + 24 = 8 ft Average pressure = Mean depth x density 1,025 ye a8 x TE byte Total thrust = Area x average pressure 25,625 tb Example 20 A double bottom tank 60 ft x 60 ft x 4 ft becomes flooded with sea water due to a displaced rivet. If the ship’s draught becomes 29 ft calculate the total thrust on the tank top. (Assume salt water at 64 Ibjft!,) Total thrust <= Area x pressure = 60 x 60 x 25 x ea 2240 = 2,571.43 tons tons Example 21 A triangular forepeak bulkhead 30 ft wide at the top and 30 ft deep thas sea water on one side to a depth of 24 ft, Calculate the total thrust on the bulkhead and the height at which shores should be located to prevent the collapse of the bulkhead. If the shores make an angle of 60° with the horizontal, what is the thrust along the line of the shores? Total thrust = Area X average pressure 4x24 5.828Cenreofpresue = 2 == 120 “ors along tne of shoes = Nomal thst sean 65-828 x 2 = 131.656 tons Example 22 ‘A 124in diameter vertical pipe is full of benzine (738 0z/ft). The bottom. of the pipe is bent to run horizontally. In the borizontal section there is a gate valve whose circular plate is also assumed to be 12 in. in diameter. Calculate the thrust on the plate assuming a mean head of benzine of 36 ft. (w= 22/7) Pressure = Depth x density 36. 738 pint Fax bh Total thrust = Area x pressure 2 36, 738 HB x6x6x Tx Bib = 1,304.68 Ib MENSURATION AND HYDROSTATIC PRESSURE 35 Example 23 'A ship with No, 5 DB tank measuring 60 ft x 60 ft 4 ft enters dry dock with a full cargo. The tank is filled with sea water which, on the ship taking the blocks, shows a sounding of 8 ft. Calculate the total thrust fon (a) the underside of the tank top, (b) each side and end of the tank, (©) the inside of the bottom of the tank. (Assume salt water 64 Ibjfe!.) (Sce Fig. 14, Example 24.) (@ TO CALCULATE THE THRUST ON THE UNDERSIDE OF THE TANK TOP Total thrust = Area x pressure 60 x 60 x 4 x 64 ~~ 2240 = 411.428 tons tons (ii) TO CALCULATE THE THRUST ON EACH SIDE AND END OF TANK Teal thas = Aree avers prose 2a Note: The centre of gravity of each side and end is 6 ft below the surface of liquid in the sounding pipe. (iii) TO CALCULATE THE TARUST ON THE INSIDE OF THE TANK porrou! Total thrust = Area x presure DX DEB KA rg 2240 1 $2257 tons Example 24 In the previousexampleitis assumed that 626 tons of cargo areuniformly distributed over the tank top. If the ship’s draught is 7 ft 6 in in the dry dock (fresh water at 1,000 o7/ft), calculate the total collapsing or exploding thrust on the double bottom tank ignoring the existence of bilges.36 NAUTICAL CALCULATIONS EXPLAIN MENSURATION AND HYDROSTATIC PRESSURE 7 ‘Tons per Inch Immersion (TPI) This is the number of tons required to immerse the ship one inch, and is therefore the buoyancy equivalent of an horizontal layer of the ship 1/12 fein depth, Ttis an indispensable quantity when loading and discharging and can be expressed for either salt water or fresh waters the former is the more convenient and most used. The TPI varies slightly with draught on account of the ship form. Assuming a salt water factor of 35 ft¥/ton and a fresh water factor of 36 ft/ton: In salt water, TPI =: 48 (1 in rid ¥l2 fe, and 12 x 35 = 420) In fresh water, TPL = ao (Lin ~ 1/12 ft, and 12 x 36 = 432) (@ To CALCULATE THE THRUST ON THE OUTSIDE OF THE TANK Example 25 Borrom _ If the load waterplane arca is known to be 22,353 ft, caleulate the a = Ai © 353 fe, easel scm aa camer salt water and fresh water TPIs and state the significance ofthe difference. = 60x 6 x 1S x 100 tons 2” 16x 2240 TPlgg = A. = 2383 _ 55 =: 753-347 tons ne = oe = ES = 53.22 tons ii) 10 CALCULATE THE THRUST ON THE OUTSIDE oF THE TWO A 2353 a4 tn me TPhy ~ 45 = 72388 a 51-74 tons Total thrust ~~ Area x average pressure ae ie ‘The difference of 1-48 tons in this case indicates the equivalent =2x 60x4x 1 x increase of weight per 1 in layer passing from fresh to salt water. == 7366 tons Fresh Water Allowance (FWA) a This is the difference between the loaded draughts of a ship floating . Collapsing thrust Exploding thrust in salt water and fresh water consequent upon the change of density, ae reine aig the displacement tonnage beng conten ‘Top of tank top 626.00 = FWA = dye — dee Ihottom of tank top a 411-428 ie Top of tank bottom = 822.857 Also FWA ~ ZY (where T= TPD Bottom of tank bottom 153.35 — Inside of tank sides = 82.286 y eness Outside of tank sides 13566 Coeficients of Finenes 7 82.286 The shape of the ship's hull may be compared with regular shaped T3301 1398-857 1398-86 — Loside of tank ex: figures which have the same extreme dimensions as those of the ship. By the nature of the shipshape the scaling coefficients are always less ‘ than unity. The several coefiicients are listed, define! and calculated tons as follows: Resullant coitapsing thrust =38 NAUTICAL CALCULATIONS FXPLAINEY Block Coefficient (C,) This is the ratio between the underwater volume of the ship and the circumscribing rectangular block. v OO mea TBP X Bmax a Example 26 A ship of displacement 11,000 tons measures 420 ft long, 55 ft beam and 23 ft 6 in draught. Calculate the block coefficient assuming salt water at 35 fP/ton, 11,000 » 35 0 x 55 x DH Cy = 0-709 Waterplane Coefficient (Cu) This is the ratio between the waterplane area of the ship and the circumscribing rectangle Co = ae LBP * Bria Example 27 A ship 500 ft long and 63 ft besim has a TPT of 60 at the loaded draught. Caleulate the waterplane coefficient. MENSURATION AND BIYDROSTATIC PRESSURE 9 A ince TPT =: 4 Eu 420 Cu = 0X 00 0% 63 Cue = 080 Mid-section Coefficient (Cn) This is the ratio between the underwater midship section and the circumscribing rectangle. Am Cn = 3 Bie Xd 450 ft long, 55 ft beam, floats at a draught of 20 ft. If the area of the midship section is 1,045 ft, find the mid-section coefficient, Prismatic Coefficient (C,) This the ratio between the underwater volume of the ship and the volume obtained from the product of the area of the underwater mid- ship section and the length of the ship. v Co GC TBP iso Cp EE BEX Co Bxdx Cy XL ie. Cp from which Cp40 NAUTICAL CALCULATIONS EXPLAIN! Example 29 A ship of length 360 ft, beam SI ft 6 in and draught 20 ft 6 in has a isplacement in SW of 9,000 tons and waterplane area 12,600 ft?. The area of the undernater midship section is 1,000 f°. Calculate Ce Cu, Cy and C>. Find also the TPL and estimate the displacement tonnage at 21 ft draught. To FMD THN CorrrIcreNTs on Sx 20% im = 0.9472 AND TPL 10 FIND DISPLACEMENT Required draught = 21ft Oin Present draught = 20 ft_ 6 in Sinkage ~ in Additional displacement — Sinkage x TPI 6x 30 180 tons .000 tons, Displacement at 20 ft 6 in 9,180 tons at2in Displacemen Example 30 A ship loads ta « draught of 26 ft In a port where the density of water is 1,019 o7/f¢', On reaching the sea (density 1,025 o7/f) 150 tons of addi- Honat ballast is loxdad after which the draught is again 26 ft, Calculate the Aisplacoment ia salt water, MPNSURATION AND HYDROSTATIC PRESSURE 41 Let V = Volume of displacement in each case Displacement in first instance = W, = V x 1,010 oz Displacement in second instance = W — V x 1.025 oz Weis greater than IV, by 150 tons, i.e, 150 x 16 2,240 oz Therefore, 1,025 V = 1,010 V + (150 x 16 x 2,240) 15 ¥ = 150 x 16 x 2,240 v Displacement in salt water w= Wy ALTERNATIVE SOLUTION Let WW, = Displacement tonnage in salt water of density 1,025 oz/ft® Let FY, = Displacement tonnage in water of density 1,010 o7/ft! Let py = Density of 1,010 o7/ft? Let pz = Density of 1,025 oz/ft? Let w — Weight added to preserve constant volume of displacement Then W,— W, = w tons o) Also Me _ + @ Pe ” Substituting from (1), W, @ a= v0 1, (O=8) Wyn ama 1,025" 150 "= Toas— 1010 1025 3< 150 ast 10,250 tons2 NAUTICAL CALCULATIONS EXPLAINED Example 31 In the previous example with a salt water displacement of 10,250 tons what weight would Lave to be discharged fo preserve 1 constant draught ihen transferring from salt water to fresh water? From equation (3) above: w = 250 tons Example 32 [A ship of length 416 ft, beam 57 ft, coefficient of waterplane area 0-85, Sisplaces 13,800 tons at 27 ft draught. “The ship loads up-river in the tropfes where the water density is 998 o2/ft’. Distance fram loading port to sea is 200 miles, speed 10 knots, éaily consumption of fuel 12 tons. On arrival at sea 60 tons of trimming ‘water and 5 tons of rubbish will be jettisoned. Calculate the draught at ‘he loading port. To FIND TPL A _ ANG x 57 x 85 eae 47.988 tons 420 420 x 100 a _W_ __ 13,800 x 420 x 100 FWA =H = 120% 100 7.189 in bi 4OT 40 x 416 x 57 x 85 10 FIND DRAUGHT ALLOWANCES AT LOADING PORT Fmd 7080 a Fig. 16 MENSURATION AND HYDROSTATIC PRESSURE a (@ Allowance for dock density By direct linear proportion dock allowance: __ (1,025 — 998) (025 = 7,000) 2 5% 7189 = 7-764 in x EWA Dock allowance 7-764 in Gi) Allowance for fuel consumed on passage to sea, ete. distance _ 200 Spend = Tp = 20 Hours 20 Consumption of fuel = 30 x 12 = 10 tons Consumption of fuel = 7 x 12 = 104 Time on passage Trimming water to jettiso Rubbish to jettisor 60 tons 5 tons Draught allowance = 7 = 3 1-563 in Total draught allowances = 537 in Salt water draught 27 0.000 in Draught at loading port 279-327 in Example 33 ‘A log of SG 0-75 measures 20 ft long and has a circular cross-section 2 ft in diameter. If the log floats in water of SG 1-020 calculate the ‘volume of reserve buoyancy. (wr = 3-142.) - Total volume of log = ar? Underwater volume floating in FW = 075 er? ft? Underwater volume floating in water = 273 ar? (SG 1.020) Te ‘Thus, by subtracting from the total volume of the log: 0.75 Vole of rsrve buoyancy = ort = 3142 x 1 x 20 x 927 To 16-634 fe“4 NAUTICAL CALCULATIONS EXPLAINED Wetted Surface Area [A Knowledge of the vessel's total wetted surface area up to the waterline is necessary When estimating the quantity of paint required Bo cover the ship's bottom. It may also be used for estimating the total teen of the shell plating, when added to the outer surface area above the waterline; from this an approximate weight of shell plating can be potained, An accurate knowledge of the wetted surface area js also Seceseary when estimating the frictional resistance of the hull to motion through the water. “A close approximation to the wetted surface area, S, may be made by using the following formulae: (2) DENNY'S FORMULA Ss Vee Ld + ie Where L -- Length between perpendiculars in ft d= Mean draught in ft V ~ Volume of displacement, ft? ‘This formula may be written as: S = L0-1d + BC) Where B == Moulded breadth, Cp = Block coefficient (2) TAYLOR'S FORMULA s=eVWXE ‘Where H’ = Displacement in tons = Length in feet ‘c= A coefficient which depencls partly on the beam draught ratio, an average value being 15-5 ‘The formula then becomes: S=ISSVWXL Example 34 |A vessel has the following dimensions: L == 430 ft, B = 57 ft, dis- placement ~- 15,000 tons, d= 28 ft, Cp = 0°77. Calculate the aren of the wetted surface hy each of the stated formule. MENSURATION AND HYDROSTATIC PRESSUR™ 45 (1) DENNY'S FORMULA S=LL7d + BCs) 430{(1-7 %< 28) ++ (57 x 0 == 39,3407 fee i] (2) TAYLOR'S FORMULA SHS VPRE 15:5 V15,000 % 430 9,365 18EXERCISES Find the volume (to the nearest cubic inch) and the weight (to the nearest Ib) of a cast iron oil pipeline 5 ft long, its outer diameter 144 in and thick- ness of metal 094 in, (x = 3-142, and 1 ft of iron weighs 7,800 07.) ‘Assuming the earth to be a sphere of diameter 6,876 n.m. and the ocean to have a mean depth of 44 n.m. covering five-eighths of the surface of the earth find the approximate ratio of the volume of the ocean to that of the earth . A cistern 6 ft long, 4 ft wide and 2 fe 6 in deep is filled with pulp for paper making, which on drying shrinks to one-third of its volume. From it'is produced a strip of paper 30 in wide and 4 statute miles long which is rolled into a solid cylinder. Find the thickness of the paper and the diameter of the roll (x = 31142). |. Assuming a drop of water to be spherical and 2p in in diameter to what depth will $00 drops fill a conical wineglass the cone of which has a beight equal to the diameter ofits rim? From the comers of a square four equal squares are cut off and the remainder of the figure contains 693 int. If the perimeter of the original square is 9 ft what is the size of each smaller square? [A closed fresh-water tank of which the internal length, breadth and depth are as 4:3:2 is made of iron 1 om thick and SG 80. The capacity Of the tank is 1,265:625 litres. Calculate the weight of the tank in kilograms when empty, 1. The semi-ordinates of the waterplane of a ship are: 22, 7-1, 102, 11:8, 124, 12:1, 11-0, 8:1, 39 and 0-2 ft respectively. Midway between the 9th and 10th semi-ordinates listed an additional semi-ordinate was found’ to measure 2-1 ft Calculate the total waterplane area if the common interval was 12 ft 'A vessel floats at an even keel draught of 21 ft and has the following ‘waterplane areas, Between the keel and the 5-ft waterplane the appendage is known to displace 1,860 tons of salt water. Calculate the total displacement tonnage in salt water at 35 f'/ton, 46 10, n 1. 16, MEXSURATION AND HYDROSTATIC PRESSURE 47 Draught st] on | pa] ve | ak vitesse: [Haw | wae |r [Ha [a ‘The cross sectional areas of No. 1 DB tank spaced at intervals of 10 ft are 224, 184, 156, 104 ft respectively. Calculate the volume of the tank. ‘The semi-ordinates of a waterplaine are as follows: 0, 11, 18, 22, 24, 24, 21, 15, 6 ft spaced 30 ft apart. Additional ordinates are spaced 10 ft apart between the frst and second ordinates and between the eighth and ninth ordinates as follows: between Ist and 2nd ordinates, additional ordinates of 39, 72 ft and between 8th and 9th ordinates, additional ordinates of 13:5, 99 ft, Calculate the area of the waterplane, The areas of a vessel's waterplanes, 3 ft apart, are as follows: 2,570, 5,425, 6,565, 7,395, 8,060 and 8,560 fi* respectively. Calculate the volume of displacement and the displacement tonnage at 35 f0}ton. The ordinates of a curvilinear figure bounded on the one side by a straight line are 11-7, 21:3, 25-0, 22-7 and 14-0 ft, spaced 15 ft apart. Find the ‘area and the position of the centroid longitudinally with respect to the middle ordinate. ‘The horizontal ordinates of a bulkhead are 40, 39, 36, 32, 26, 16 and 0 ft respectively, spaced vertically 5 ft apart. Find the area and the centre of gravity of the bulkhead with respect to the lowest ordinate. ‘The three consecutive ordinates of a curvilinear figure, bounded on the one side by a straight line, are 5, 11°5 and 13:0 ft respectively, spaced 6 ft apart. Caculate the positions of the centroids of the two areas between consecutive ordinates, each with respect to the centre ordinate. ‘The ordinates of a curvilinear figure, bounded on the one side by a straight line, are 13, 12, 10, 7 and 0 ft zespectively, spaced 15 ft apart, Between the last bwo ordinates, at intervals of 5 ft, are two additional ordinates of 6 ft and 4 ft respectively. Find the total area and the distance of the centre of gravity measured longitudinally from the first ordinate, The ordinates of a ship’s waterplane are 9, 16, 19, 19, 17, 10 and 1 ft respectively and equally spaced 24 ft apart. Midway between the first48 nm 21 2. | From the follow NAUTICAL, CALCULATIONS EXPLAINED ‘wo and the fast two ordinates are additional ordinates of 14 and 7 ft respectively Find the otea of the waterplane and the position of the centre of gravity ‘measured longitudinally from the middle ordinate A forepeak tank tas the following horizontal sectional areas spaced at equidistant intervals of 4 ft 6 im: 228, 169, 103, $7 snd 25 f respectively ‘Calculate the enpacity of the tank in tons of esl water. (I ft of fresh ‘water weighs 62:5 Ib.) A vessel has the following TPIs commencing at the light draught of 6 ft and spaced at equal intervals to the loadline draught of 20 ft: 24-6, 25-4, 26-1, 267, 27.2, 27-8, 28-5 and 29-1 tons respectively. Calculate the lorded Weadweight tonnage of the vessel, . A vesse! $00 ft fong has the following underwater transverse sections: section 1, zero; section 1}, 212 ft; section 2, $38 f(; section 3, 1152 {@; section 4, 1,540 11%; section 5, 1,721 ft; section 6, 1,832 {0 section 7, 1,939 0 seetion 8, 2,047 ft; section 9, 2,000 ft; section 10, 1,466 ft; seetion 10}, 1,113 fs section 11, zero. Calculate the displacement tonnage in sea water (35 ft/ton) and the longitudinal position of the centre of buoyancy with reference to the midlength, underwater transverse sections of a small. vessel calculate the fresh water displacement tonnage and the position of the longitudinal centre of huoyaney forward from the stern. Bow section, zero: § section, SI; 1 section, 156 fe; 1} section, 225 ft; 2 section, 362 11%; 3 section, 439 1; 4 section, 484 ft; 5 section, 498 ft; 6 section, 492 1147 section, 459 11%; 8 section, 384 fe; 9 section, 249 f¥; 10 section, 163 £0 11 section, 63 £0; 12 section, 32 f0; stern seetion, 12 ft Each section is spaced 15 ft fron the next, (Assume fresh water, 36 fe/ton,) A rivet hole Lin in diameter appears in the bottom pkating. I'the draught 's 30 1 in sale wstter what is the minimum weight necessary to retain a small wooden lug in position against the inflowing foroe of water? (2/1) A regular trapezoidal petrol tank 30 in long, 20 in wide at the top, 10 in Wide at the bottom, and 20 in deep holds petrol (749 az/ft*) to a depth of 6 in Catoulate the total vertical theust on the two sides and the bottom of the tank and show that this is equal to the weight of the petrol in the tank. A carga tank 36 Mt deep is full of diesel oil (SG 0-895) which stows at SS857 INE at sa ullage Of 2 £5 in. The pipe line situm is located 1 in from the bottom plating. 24, 2s. 26. 7, 28, 29, 3 MENSURATION AND HYDROSTATIC PRESSURE 49 Calculate the minimum pipe line pressure in lb/ft* when loading to the present ullage. If SG 0895 is centage error in terpreted as a density of 895 o2/ft, calculate the per- assumption. A tanker has kerosene (density $25 07/19 to a depth of 25 ft on one Side of a longitudinal rectangular bulkhcad 48 fe long, and benzine (density 750 oz/f?) to a depth of 27 Ft on the osher side OCalente the average pressure on e8eh side and the heights ofthe ‘centres of pressure. On which side will the moment of thrust about the line of the keel be the greater? ‘og is homogeneous and of sauare seton, CClcuatets SO to fot ia fesh water with ils sides perpendicular to the surface ofthe water ‘Number $ DB tank measures 36) ft long, 60 ft wide and 4 ft deep. When full the tank holds 200 rons of sea water. Calculate the block coefficient of the tank. How many tons of fuel, SG 098, can the tank hold? A ship 0f 52 t beam floats at a draught of 21 IFC» = OB and Cy = 09, cealeulate the area of the midship section. What is the weight of a log of | foot square section whieh is 12 ft long and floats at a draught of 4 in in salt water? Given that a ship has the area of the load waterplane of 19,720 ft" and LBP 416, Byra $7 1, calculate Cyyand the TPL. [A ship of length 416 ft and beam 57 ft displaces 13,800 tons in salt water. ‘Calculate Cp assuming a factor for sea water of 35 ft/ton. A rectangular barge 100 ft long and 20 ft beam floats at a draught of 5 ft in fresh water, ‘Calculate its fresh water allowance, A ship of 14,000 tons displacement tonnage fasa ioaded summer draught (oF 26 ft 11} im and TPL $0. The vessel loads 80 miles up-river where the density is 1,005 o2/fC. Speed 10 Knots, daily consumption of fuel and water 15 tons, On arrival at sea 65 tons of trimming water and 5 tons of rubbish will be jettisoned while $ tons of fresh water and stores will be transferred to the pilot vessel ‘Calculate the draught on departure from the loading port. A passenger vessel has the following dimensions: L = 800 ft, B= 95 1, d= 32, displacement 40,000 tans, block coefficient 0-6.50 NAUTICAL CALCULATIONS EXPLAINED Estimate, using Denny's formula, the quantity of paint for the under= water surface if T owt of paint covers 300 yd 34. A tanker has the following dimensions: L ~ 490 fi, B-~ 68 ft, displace- iment ~ 21,200 tons, d = 29 ft 6 in, Cp = 076, eae Fstimate’ the underwater surface area by (i) Denny's formula, (2) Taylor's formula. Transverse and Longitudinal Stabilityrelative positions of the transverse metacentre and the centre of gravity of the ship. A knowledge of the one without the other is of litte value in predicting a vessel's stability. The position of the metacentre above the Keel, KM, is obtained from the stability data supplied to the ship by the builders, and for the most part the height of the metacentre above the keel remains fairly constant for the normal working draughts. The position of the centre of gravity for the light ship condition is also supplied. The subsequent disposition of cargo, fuel and stores, etc., with reference to the level of the keel enables the final position of the vertical centre of gravity to be calculated. The difference between the height of the metacentre, KM, and the centre of gravity, KG, is the metacentric height, GM. It is of primary importance that the GM should be known for every condition of loading. Te titetion of transverse stability is an appreciation of the Example 35 A vessel displaces 4,500 tons, KG 17 ft, Sie loads 200 tons, KG 13 ft; 350 tons, KG 21 ft and 90 tons, KG 26 ft of cargo and 250 tons of fuel oil, KG 2 ft. Calculate the KG on completion of loading and bunkering.a4 NAUSICAL CALCULATIONS EXPLAINED To calculate the position of the centre of gravity of a number of weights with respect to a fixed level, in this case the keel, add the moments of weights about this level and divide this sum by the total weight, Position of the centee of gravity from a fixed level Xd x dt aX dy wm by b wee 2X dy where W, Wa, Wy, Wy, ete., are the various weights and 4, di, dys dy, ete., are their distances from the fixed level. Tabulate the calculation as follows: Weight KG — Moments 4,500 7 76,500 200 13 2,600 350 2 7,350 90 26 2,340 250 2 ‘500 W = 3390 tons M = 39,290 ft tons KG = d= distance from the fixed level, ie. keel Position of the centre of gravity with respect to the keel: Ko — Moment of weight _ M 89,290 ft tons 5,390 tons. KG = 16.56 ft Example 36 A vessel, light displacement 4,700 tons, KG 16-5 ft, loads the following cargo: 1,200 tons, KG 12 f1; 950 tons, KG 17 ft; 1,159 tons, KG 22 ft; 720 tons, KG 26 ft, and a deck cargo of 80 tons, KG 32 ft. Distribution of fuel oil as follows: No. 2 DB tank 220 tons, No. 3 DB 200 tons, No. 4 DB 180 tons, and No. 7 DB 160 tons. KG of each tank is aft Distribution of fresh water as follows: No. 5 DB tak 110 tons, KG 2 ft and the after peak tank 100 tons, KG 16 ft. All tanks are full and there are no slack tanks in the vessel. On comple- tion of fonding the vessel sailed for a port distant 3,340 miles at a speed of 14 knots. On passage she consumed 40 tons of fuel oil‘and 10 tons of "TRANSVERSE AND LONGITUDINAL STABILITY 35 fresh water per day. Tanks used as follows: fuel oil from Nos. 2 and 4 DB tanks, fresh water from the after peak tank. Calculate the KG on departure from the loading port and on arrival at her destination, Tabulare the calculation as follows. Weight = KG Moment Light ship 4,700 165 77,580 Cargo 1.200 120 14/400 950 170 16,150 1,150 2.0 25,300 720 260 18,720 80 32.0 2,560 Total oil fuel 740 20 1,520 Fresh water 110 20 220 100 16.0 1,600 W= TTI tons ——-M = T5R020 fe tons M KG on departure = 77 158,020 9,770 = 16.174 ft Number of days on passage = -2560. — 10 days Fuel consumed on passage 400 tons ‘Water consumed on passage 100 tons ‘Since 400 tons of fuel oil have been consumed from Nos. 2 and 4 DB tanks these are now completely empty; similarly the after peak tank has also been emptied. In caletlating the KG on arrival at the destination, and because fuel and water have been consumed, these weights must be deducted, and their moments about the keel also deducted. The final KG is then found by dividing the net moment of weight about the keel by the net total wicight as before. Weight KG — Moment 9,770 16-174 158,020 Fuel consumed ~400 20 800 Water consumed 100 16.0, =1,600 W =3.270 tons56 EeVICAL CALCULATIONS PXPLAINFES " -tination KG on arrival destination ~ 1 155,09 Evample 37 A vessel of 3,500 tons has a KG of 17-5 ft, KM of 20 ft. A weight of 150 fons stowed in the Tower hold, KG 13 ft, is moved to the "tween deck, KG 27 ft, Caleulate the now GM. vity duc to a weight being find the new position of the centre o| ischarged, or moved: Movement of the position of G = GG, = ht loaded, discharged or moved dis the distance from the original position of G at which the weight hr onuled, from which it has boen discharged, or through which it has heen moved HY, wis the total weight of the vessel cuhere w is the {s shis example, w ~= 150 tons d= 27 = 13= 148, ic. the distance through which the weight has been moved He w= 3,500 tons since no fas been foade oF discharged ——) — TRANSVERSE AND LONGITUDINAL STABILITY 7 wxd Wiw __ 150 x 140 3500 = 06 ft ‘Therefore the new KG = (17-5 +} 0.6) = 18-1 ft Note: The position of G moves in the same direction in which the weight has been moved. Movement of G = GG, G.M = KM ~ KG, = 200 — 181 =19f Example 38 ‘A yessel’s displacement is 3,675 tons, KG = 16-7 ft. A weight of 90 tons is loaded at a height of 6:2 ft above the keel, Calculate the new KG. € Fig. 19 Movement of G= GG, = #4 lovement of G, = xe = 90. X (16-7 ~ 6.2) SOS EH GG, = 0.251 f Note: d= 167~62 = 105i58 NAUTICAL. CALCULATIONS EXPLAINER ed the denominator becomes We | w= 3,675 4. 90 KG, ~ 16-7 — 0.251 KG, = 16-449 ft Since a weight has been ad Example 39 A. vessel displaces 2,600 tons, KG 16 ft. A weight is discharged from the lower hold, KG 10 ft and the resultant decrease in GM is 0-5 ft. Caleulate the weight of the cargo discharged. — r | 1" | of gy be | ra i |] | \omp Fig. 20 wxd Movement of G = GG, = inal KG; Comparing Methods When more than one weight is loaded, discharged or moved it is preferable to take moments of the weights about tli: keel, rather than about the centre of gravity, which itself moves at each operation. ‘A comparison of the two methods is shown in the next example. TRANSVERSE AND LONGITUDINAL STABILITY 9 Example 40 A vessel of 3,600 tons displacement, KG 18 ft, loxds 400 tons of cargo, KG 8 ft and 120 tons, KG 20 ft. She also discharges 200 fons, KG 16 ft Calculate the new KG. Fist MetHioD: Taking moments about the keel, tabulate as follows: Weight = KG Moment 3.6008 64.800 +400 8 +3,200 +120 20 4,120 70,400 =20 © 16 3200 w = 3520 M = 67300 17-1429 ft SECOND METHOD: Using the formula: GG, = Ww a 400 x (18 — 8) Loading 400 tons, GG, ~ “PxGS = 1.0 ft decrease in KG 8-0 — 1.0 = 17.0 ft 120 x (20-0 — 17.0) 4000 + 120 5 = 0.0874 ft increase in KG, KG, = 17-0 + 0.0874 = 17-0874 ft 1874 — 16.0) we = 0.0855 ft increase in KG, Final position of G, KG, = 17-0874 +- 0.0555 17-1429 KG, Loading 120 tons, G, Gy Discharging 200 tons, Gy Gy = Clearly the first method is the more convenient and lends itself to tabular working.o SAUTICAL CALCULATIONS EXPLAINED Centre of Buoyancy and Transverse Metacentre ‘The height of the transverse metacentre above the centre of buoyancy (BM) may be calculated by the use of the formula, 1 BM 5 where J is the moment of inertia of the waterplane about the fore and aft centre fine axis, and Vis the volume of displacement. J + 7 BML pS | : Kt The height of the transverse metacentre above the keel (KM) is obtained by adding to the BM the height of the centre of buoyancy bose the keel (KB), ie. KM = KB + BM. In the majority of calculations connected with the transverse stability of vessels the height of the metacentre above the keel (KM) is given. I is hoyond the scope of this hook to show how the moment of inertia of & verse!’s waterplane is calculated except when the waterplane is rectangular in shape, as in the case of a box-shaped vessel ‘The moment of inertia (1) for a rectangular-shaped waterplane is: where L = Length of waterplane B > Breadth of waterplane ‘The centre of buoyancy (B) of a vessel is the centre of gravity of the ewater volnnie, In the case of a box-shaped vessel Bis at half the and in the evse of a triangalar-shaped vessel 8 is at two-thitds TRANSVERSE AND LONGH!DINAL STARTS 6 of the draught. The height of 5 sbove the keel in the case of a ship is calculated by Simpson's Rules from the appropriate waterplane areas and in each case the result is known as KB, Example 41 A barge is in the form of 1 rectangular box, 150 ft long, 40 ft wie, and floats at a draught of 12 ft, Find the BM, thence the KM. Tfor a rectangular waterplane = Volume of displacement = L = B< d BM = 4 AF BM = aM = BM = TLL Example 42 A triangular-shaped barge has the following dimensions: L = 70 ft, B= 25 ft, depth ~ 20 ft, Calculate the KM whea deating at a dranght of 16 ft. BM = WXPRtxBxd BR w= 2 Where L and B are the measurements at the waterline and d is the draught.a NAUTICAT. CALCULATIONS EXPLAINED Fig. 22 TO FIND THE BREADTH AT THLE WATERLINE (By) From the similar triangles in Fig. 22: Bes 16 28 20 Bee 20 20x 20 on 6x 16 103 ft KM -- KB} BM 10} + 4b — 14g Example 43 ‘A barge in the form of a regular trapezoidal prism floats on an even keel at a draught of 10 ft. The top of the barge measures: L = 124 ft, B= 30 ft, and the bottom measures: L = 100 ft, 3 ~~ 30 ft. The depth of the barge is 15 ft. Culeulate the KB, BM and thence KM of the barge. TRANSVERSE AND LONGITUDINAL STARILITY 8 | fp IF Fig. 24 (1) 70 CALCULATE THE LENGTH OF THE WATERLIVE: Length = 100 + 2x F 10x 12 By similar triangles, x I 15 xasn Length at waterline = 100 + (2 x 8) = U6 Q) To catcutate Tae 9M phat v Ee where L and Bare the length and breadth at the waterline respectively U6 x 30 x 30 x 30 (116 + 100) 10 x 30 v 2 a wx 16% 30 x 30 x 30 12x 108 10% 90 BM = 8.05% (3) To CALCULATE THE KB: In order to calculate the KB it is necessary to take moments of volumes about the keel Volume of sections i and 3 = 8 x10 x 30 1,200 70 Volume of seotion 2 = 100 x 10 x 30 30,000 fe“ NAUTICAL. CALCULATIONS EXPLAINED ip the KB: Tebulation for catculer KB ~ 5.1234 ft KM = KBE BM = 5.1234 ++ 8.0555, = 13-1789 ft Note: \emay be shown that the centroid ota taperium of distance settesh the paral! side, when measured fron lr longer side x with feapet tothe shorter sis y ven by Ws2y) ile In this eae cg Beh 22) xo ng 4(24 22) 10 (116-200 ies a (ie ie) KB ~ 5.1234 fas before Transverse GG, Previous examples have shown changes in the relative positions of the transverse metacentre and the centres of gravity and buoyancy along, the vertical centre line when the vessel was upright. ‘An uneven transverse distribution of weight about the centre line will cause the centre of gravity to be displaced to port or starboard and the vessel will list until the displaced centre of gravity (G,) and the centre of buayancy (B,) are in the same vertical line. TRANSVERSE AND LONGITUDINAL STABILITY 65 Fig. 26 Fig. 25 shows the relative positions of B, G and M when the vessel is upright. Fig. 26 shows the listed condition with G, and B, displaced transversely but sill acting along the true vertical. The intersection of this true vertical in the listed condition with the vertical centre line for the upright condition defines the “transverse metacentre (M)". The disposition of M, G and G, together with the associated angle of list (0) is very important. The various quantities are related in the triangle aad form the basis of ealculations involving the list of a vessel The various relationships are indicated as fellows (1) From the right angled triangle MGG, - GG, Tan 0 = oe (2) The transverse moment which causes a list (8) is given by: W x GG, fetons : ie, W x GM tan 8 ft tons W.B. The numerical equivalent, if caused to act in the opposite direction, will remove the list. (3) The transverse GG, is calculated independently, when necessary, by the same methods as ‘were used to find the vertical GG, with the56 NAUTICAL. CALCULATIONS EXPLAINED: obvious exception that moments are taken transversely about the vertical centre line instead of vertically about the k» pia Wow Transverse GG, Example 44 A vessel of 3,500 {ons displacement, KG 14 ft, loads 20 tons of cargo in the starboard "tween deck, 20 ft from the centre line and 25 fl above the keel, Assuming the initial GM is 2-5 ft, calculate the angle of list. A problem of this type requires three separate calculations: () the vertical movement of the position of G, Q) the horizontal movement of the position of G, G) the calculation of the angle of list (1) TO CALCULATE THE VERTICAL MOVEMENT OF THE CENTRE OF Gravity (66). See p. 56. wx dh GG, Wow 20x11 ~ F500 + 20 = 0.0625 ft upwards TTRANSVERSt! AND f ONGITUDINAL STABILITY or dy Vertical distance of the weight (1) from the original position of G. GM on completion of foading = Initial GM ~ GG, — 25 — 0.0625 (2) To CALCULATE THE HORIZONTAL MOVIMENT OF THE CENTRE (OF GRAVITY (6,6) 3500 + 30 ~ 0:11363 Nt to starboard dy = Horizontal distance of the weight (3) from the or of G, ie. Gy, al position (3) To CALCULATE THE ANGLE OF LIST (9) y Gs Tan 0 ~ GG 011363 343750 0 = 2°40) The angle of list ~= 2° 40’ to starboard G,Gz = The horizontal movement of G G.M = The final GM on completion of loading Example 45 A vessel of 4,500 tons displacement, KG 16 ft, KM 18-6 ft, loads the following cargo: 120 tons, KG 18 ft, 20 ft to port from the centre line 50 tons, KG 22 ft, 18 ft to port from the centre line. 250 tons, KG 21 ft, 15 ft to starboard from the centre line, Cate late the list, if any, on-completion of loadi68 NAUTICAL CALCULATIONS EXPLAINED (1) TO CALCULATE THE VERTICAL POSITION OF G AND THE FINAL GM Weight = KG Moment 4500160 72,000 100180 2,160 30 20 1,100 250 210 5,250 1 -F.H26 tons AM = BO5510 " tons Mf _ 80,510 KG 900 KG, = 16364 8 Final GM = KM ~ KG, 186 — 16-364 = 22368 (2) TO CALCULATE THE HORIZONTAL POSITION OF G WITH RESPECT TO THE CENTRE LINE (G,G,) Since there are a number of weights to be consiered it is recom- mended to take moments about a fixed line, the most convenient being ‘the ceatre line. Distance Weight fromCL_ Moment about CL 4,500 0 ° 20 2,400 ft tons to port 18 900 ft tons to port 15 3,750 ft tons to starboard w AM =~ 430 ft tons to starboard 5M Horizontal disptacoment of G— Jorizontal displacement of G = 450 or) GG, ~ 0.09146 ft to starboard (3) 0 CALCULATE THE AN Tan 0 @ = 2° 20' to starboard TRANSVFRS!. AND LONGITUDINAL STABILITY 9 Example 46 A vessel of 4,500 tons displacement, KG 17 ff, KM 18-4 ft, has a list of 3° fo starboard. A weight of 50 tons is to be loaded in the port “tween deck, KG 22 fi, Calculate the distance at which the weight must be loaded from the centre Tine to bring the vessel upright. (1) TO CALCULATE THE DISPLACEMENT OF G FROM THE CENTRE LIND CAUSING THE 3° List GG, ~ GM tan @ I-4tan 0.07336 fe (2) TO CALCULATE TIIE HORIZONTAL MOVEMENT OF G, LE, (Gj), TO RING THE VESSEL UPRIGHT [A necessary condition for the vessel to be upright is that the centre of gravity must be on the centre line. It is therefore necessary for the cenire of gravity to move horizontally from G, to G. Now GG, = 7 di, being the distance the weight is to be loaded fram the displaced position of G, ie. Gy Therefore, GG,(W +. w) = w(GG, + d) d being the distance the weight must be loaded off the centre line From which, d= OSs po. 500 x 0.07386 30 ~ 004 d= 66 ft to port from the centre lineco NAUTICAL CALCULATIONS EXPLAINED. Example 47 It is required to load two heavy lifts, each of 25 tons, one on each side of the vessel’s deck. Each weight will be loaded at a’ distance of 26 ft fromm the centre line, the inboard weight to be loaded frst. ‘The displacement of the vessel is 6,500 tons, KM 19.8 ft, KG of the weights when londed 24 fl. Height of the derrick head above the quay 20 ft, and 35 ft horizontally from the centre line; height of the quay above the water level 7 ft; vessel on even keel at a draught of 18 ft. Calculate the minimum GM in order that the vessel shall not list more than 8°. N.B. The centre of gravity of a weight when being lifted by a derrick acts as ifat the derrick head, Let the KG of the vessel ~ x ft (2) TO CALCULATE THE MAXIMUM TRANSVERSE DISPLACEMENT OF G FROM THE CENTRE LINE WIEN LOADING THE IIGAVY LIFTS ‘This will occur when loading the second weight with the first weight in position on the inboard side ov x DE Om, Wow my GG, ‘TRANSVERSH AND LONGITUDINAL STAMILITY 1 d = Distance fromi CL of the first weight when loaded dy = Distance from CL of the second weight when being loaded (25 x 26) + 25 x 35) G 6,500 + 25 1,525 6330 = 02328 @) 70 CALCULATE THE MHININUM. On, L, WHEN. LING THE SECOND WEIGHT GG, = GM tan @ GM = GG, cot # = 0-2328 cot 8° = 1-656 ft ‘Therefore, KG when lifting the second weight is given by, KG=KM~GM 198 — 1-656 = 18-144 ft (3) TO CALCULATE ‘THE INITIAL KG OF THE VESSEL (x FT); TAKE MOMENTS ABOUT THE KEEL Weight = KG 6500 x x 3 x2 = 2% 4s 6550 tons x 18144 = MF M _ L725 4 6500 KG = M _. L725 + 6500 c w 6,550 18144 18-0182 fe Original GM of vesset before loading the heavy lifts: GM = KM ~ KG 9-8 — 18-0182 ft GM = 1-7818 tn NAUTICAL, CALCULATIONS EXPLAINED Example 48 A vessel, displacement 8,370 tons, KG 21 fl, KX of ? to starboard, loads the following cargo: contre ine: No. 3 st from the centre Hise; No. 3 port DT, £28 tons gronetant 0 17 fC feom the contre Fine. The balance of the eargo, 387 tons of wattle extrart, has to be loaded ia No. 3 TD, KG 27 ft. The only available space ison the port side, 18 fl, and on the starhoard side, distant 25 ft, from the centre line, ‘Assuming the free surface effect of the cargo oil to be negligible, caleu- late the final GM and the disposition of the cargo in No. 3 TD to bring the vessel upright (1) 10 CALCULATE THI: HORIZONTAL DISPLACEMENT OF THE CENTRE OF GRAVITY BEFORE LOADING The horizontal displacement of G, i.e. GG, = GM tan 8 GG, = 19 tan ¥ GG, = 0.099575 ft Q) TO CALCULATE THE WEIGHS OF CARGO TO RF. /OADED IN No, 3 TRWFEN DECK \w equal the weight of cargo on the port side of the "tween deck. Then 387-1 tons is the weight of cargo to be loaded on the star- board side, ‘A necessary xecition for the vessel to float upright is that the total moment of weigit acting to port of the centre Fine is equal to the total moment of weight acting to starboard Take moments about the cente line and tabulate as follows: Compart- Weiyht Distance Moment to Moment to from CL port starboard 00996 Riad 5 170 2465 No.3 TD 387 250 94075 — 25 w No.2SD 120 160 No.3DT 128 170 NoaTD 180 4,096 + 18 w 12,7744 — 25 w ft tons ‘TRANSVERSE AND LONGITUDINAL STABILITY B Equating the two moments: My == Mz, these to be equal for @ = 0° 4,096 + 18 w -= 12,973-44 — 250 43 wos 8877-44 8877-44 3 w = 206-45 tons The disposition of cargo in No. 3 “tween deck then becomes: 180:55 tons Port side = 206-45 tons, starboard side = (3) TO CALCULATE THE GM ON COMPLETION OF LOADING Take moments about the kecl to obtain the KG on completion of loading. Weight KG Moment 8,370 210 175,770, 120 350 4,200 145 130 1,885 128 125 1,600 387 270 10,449 W = F150 tons 1 = 193908 & tons 5M __ 193,904 KG = 9 S750 = 211918 GM =KM~ KG 29 — 21191 GM = 1709 f Effect of Liquid Free Surface A tank containing liquid which is not completely full exhibits a “free surface” and this will affect the stability of the ship adversely ‘The surface of the liquid associates itself with the dynamical horizontal presented to it whenever the ship heels or lists. This will be the true horizontal provided that no transverse accelerations occur as for instance when rolling in a seaway. However, accepting that the free surface coincides with the true horizontal, the centre of gravity of the ship moves transversely in response to the mass movement of liquid from the high to the low side as the ship heels or lists. The lateral movement of G may be considered instead as 0 viral rise of G. and itis usual in this connection to interpret the effect of free surfxce as a loss"4 NAUTICAL CALCULATIONS EXPLAINED “of GM. This is more directly appropriate because the GM is the criterion of stability, since it governs the size of the righting lever. Fig. 30 shows the free surface of liquid FyS, when the ship heels and the movement of the liquid through an effective distance ggy. The centre of {gravity of the ship moves in consequence from G tw Gy and reduces the righting lever to 'G, Z,. The same effect is produced by considering a virtual tise in the position of the ship's centre of gravity from G to Gy such that G, Z, = G, Z,. Calculations which involve the amount of this loss become independent of the actual mass of liquid within the tank and relate mainly to the extent of the free surface area, ° NN Fig. 30 culations for the loss of GM due to free surface depend upon several important facts which are listed as follows: (i) The loss of GM (i. the virtual rise of G) is directly proportional to the moment of inertia (i) of the free surface area about the fore and aft axis through its centroid, i) The loss of GM is inversely proportional to the ship's displace- iment volume (V).. Gii) The Joss of GM is directly proportional to the ratio of the densities of the liquid presenting the free surface (p2) and the water in which the ship floats (p.) (iv) The toss of GM is inversely proportional to the square of the number of equally spaced divisions of the free surface into which it is longitudinally divided (n). TRANSVERSE AND LON GITUDINAL STABILITY 15 (¥) These facts are conveniently arranged in the following relation- ship: Loss of GM, ie, Gu = 4, xf 0 " 0 It may be shown that the moment of inertia of a rectangular free 9 surface area about its fore and aft central axis (i) is given by i= 75 where /is the length of the tank and b its breadth, so that, Wed RV at It follows that in the event of a single slack tank with no longitudinal subdivision, containing the same density salt water as that in which the ship floats (taken at 35 f¥/ion) then, if W is the ship's displacement tonnage the above relationship reduces as follows: Gn = 2) _ 1b Om DY" x BW __ on= ee @ Example 49 ‘A vessel of displacement 7,500 tons, KG 21 ft, half fills a double bottom. tank 60 ft x 45 ft x 4 ft with sca water. Calculate the initial GM necessary to ensure a final positive GM of at least 9 in, (i) WEIGHT OF WATER LOADED. x 45 x2 35 = 154-28 tons tons (ii) INCREASE OF GM CAL D BY THE ADDED WEIGHT wxd Wee Where d is the distance between G of the ship and g of the added weight, ie. 21 — 1) = 208 GG, = 154-28 x 20 7,500 + 15428 0-403 ft downward16 NAUTICAL CALCULATIONS PXPLABN! D Gli) Loss OF GM CAUSTD BY FREE SURFACE We x ASF B20 x 765428 = 1-701 (iv) ner Loss oF GM — 1701 4. 0-403 = — 1.298 ft Minimum final GM required (9 in) =» | 0-750 ft Initial GM to permit the loading = |. 2048 ft Example 50 A ship of displacement 7,400 tons; KG 20 ft, is loaded with timber, £500 tons of which are stowed on deck at a KG of 40 ft. During the voyage it is anticipated that half of a fuel oil (density 885 02/1) tank measuring 50 ft 50 ft_» 4 fE will he consumed, The tank is divided by an oil-tight ‘centre line division. Assuming a 20% water absorption factor for the deck cargo, calculate the loss of GM to he expected towards the end of the voyage during which the sea water density is 1,020 n/'ft Ifthe tank had not been subdivited longitudinally what would have heen the total Loss ofGM? (i) 10 CALCULATE AMOUNT OF FULL CONSUMED (8) AND_ADDED WIGHT RY WATER ANSORPTION (14) 50 x 50x 2 x 885 Tex 2240S" w= — 12346 tons vey = 2024 > 500 tons it, = 100 tons, (il) TO EALCHLATY KG UF TO CHANGE OF wriGtts Weight KG Moment Ship 7,400 20 188,000 ‘ator 100 40 oii 123-46 3 W = 737654 KG, Mi NB KG of 3 f¢ for oper half of oi! fuel tan ‘TRANSVERSE AND LONGITUDINAL STABILITY 1 Mf _ 151,629.62 WO F37654 KG, = 2055 ft KG, (iii) To CALCULATE THE Loss oF Gxt DUE TO EF (cr oF Fret er ar Gan : yn OSS ORE ? 1520 Gn = 04368 {) rors tos oF om O88 — 044 — 0998 (9) TOTAL Loss OF GM WITH NO CENTRE LINE DIVISION = 055 — (4 x 0-436) = — 055 — 1-74 =-2 Example $1 Aw ol tanker of 60-f eam bas ten tas each of fegth 4D ft The ship. features twin Yongtudialbutkheadsso thatthe Ving tke ave cach {= tite and centre tanks 30 ft vite, The centre take contain ene (SG 0700) and the wing tks kerosene (SG 0-800), The ship's dgplacement 12,000 tons and floats in water SG 1.028 which, inthis case, may be interpreted as a density of 1,025 02, Calculate the lose of GMI dee to the effect of re surface. (0 pretctIve LENT oF ton 0X 40 = 400 fr TANKS. Gi) Loss oF Gat FOR CENTRE TANKS. ‘GY ,0700 127 * 5 L035 #1 0700 v 12” 1033“ye 10) en Vv * p 1025 xia * Fos (iv) TOTAL Loss oF GM 1 0700, 1, 0-809) 96 * 1-025 * 384 703) 400 x 60% (1. 0-700 ~ 12,000 x 16 x 2,240 \96 * 7025 Example 52 A vessel of displacement 8,000 tons, KM 20 ft, KG 17 ft has a compart- ment 50 ft x 50 ft in which bulk grain, stowing at 48 f/ton, has shifted ‘through an angle of 10°. No. 5 DB tank which measures 50 ft x 50 ft x 3 ft and is longitudinally divided is then filled two-thirds full with sea water (35 ft"/ton). Calculate the GM and the angle of list (a) after the grain has shifted, and (b) after the DB tank has becn flooded. ‘TRANSVERSE AND LONGITUDINAL STABILITY np (@) TRANSVERSE AREA OF GRAIN SHIFT IN. ELEVATION h B Fea Bian g® Area = Stan 63 (Half base of triangle x height) (ii) TO CALCULATE THE WEIGHT OF GRAIN SHIFTED Volum area x length BiB = Zing G x B =Fean gL zene J tan $ ft? (.B. In this case L = B) 50° = tan 10° tan 10° fe Weight of grai = volume + stowage factor 50° tan 10° + 48 tons = 57-4 tons (ii) 10 CALCULATE THE TRANSVERSE MOVEMENT OF G DUE TO SHIFT OF GRAIN80 NAUTICAL CALCULATIONS EXPEAINTD (is) 0 CALCULATE THE VERTICAL, MOVEMENT OF G DUE TO SHIFT OF GRAIN wxd Ga, = "Xe W 4,50 4x4 Ben 574 x Sx Bean 10" 8,000 GG, ~ 0-042 f upward GM ~ 3.0001 Adjusted GM = 2958 ft () 10 CALCULATE THE ANGLE OF List GG, Tan 9 = OG: cM eee ~ 2958 From which, @ = 4° 37" (vi) 10 CALCULATE THE WHITE OF WATER BALLAST LOADED. 50% 50% 2 35 w = 14286 tons tons (sil) 10 CALCULATE THE YERTICAL MovEMENT OF G DUE TO LOND MALT ASE wxd Ww M286 x 16042 ~ 814286 GG, = 0.281 downward Adjusted GM == 2.958 ft Readjusted GM = 3: GG, N.b d- KG at present — KG of loaded ballast, ie, 170042 — 1.0-— Fond? ‘TRANSVERSE AND LONGITUDINAL STABILITY al )) TO CALCULATH THE LOSS OF GM DUE TO FREE SURFACE OF LOADED BALLAST w 50x 50 I 920 x 81a * 4 Gry = — 0-457 ft Readjusted GM — } 3-239 ft al GM ~ + 2782 ft (ix) TO CALCULATE THE ANGLE OF List Ge, Tan 0, oM 0239 a From which, @, = 4° 55’ ‘The collected results are as follows: After the shift of grain: GM After ballasting DB tank: GM ‘The Inclining Experiment ‘This expetiment is carried out in order to determine the position of the centre of gravity of the vessel, usaally for the light condition, and to obtain a knowledge of the vessel's stability In the case of a vessel under construction the position of the meta- centre above the keel, KM, is obtained by calculating the BM and KB, dind in the case of a vessel already completed or one which has under- gone structural alterations, these valucs are obtained from the vessel's stability jnformation. Thus KM = KB+ BM ‘The metacentric height, GM, having been calculated. from the inclining experiment, the KG is obtained as follows: KG =KM— GM ‘The experiment requires that known weights are moved transversely across the deck and the horizontal displacement of the vessel's centre of gravity, GG;; is then calculated. Figs. 32, 33 and 34 show the detail of the inclining experiment and the movement of G.82 NAUTICAL CALCULATIONS EXPLAINED Fig. 32 ‘The weight of a vessel under construction is usually calculated from the waterline at which she floats during the experiment; in the case of @ vessel carrying out the inclining experiment after completion her weight is obtained from the stability information on board, i.e. from the displacement scale or curve. ‘The value of the tangent of the angle of list is obtained by using a plumb line and an horizontal batten; the deflection of the plumb line 1s measured along the batten, nom oe a : NU : A. Fig. 33 TRANSVERSE AND LONGITUDINAL STABILITY 83 Example 53 A vessel, 4,800 tons displacement, KM 21-6 fi, is inclined by moving a weight of 12 tons a distance of 40 ft transversely across the deck. A plumb ine, 18 ft in length, shows 2 mean deflection of 10:8 in, Calculate the ‘metacentric height GM, and KG of the vessel. (1) To CALCULATE THE HORIZONTAL DISPLACEMENT OF THE CENTRE OF GRAVITY oa, = "58 +) (2) TO CALCULATE THE TANGENT OF THE ANOLE OF LIST - ‘Tan 6 = Deflection along batten Tength of plumb line ; 1 @ where, a = Deflection 1 = Length of plumb line (3) 7 CALCULATE THE METACENTRIC HEIGHT, GM GG, Since, tan 684 NAUTICAL CALCULATIONS EXPLAINED then, GM ~ GG, cot @ oe x & from (1) and 2) (4) TO CALCULATE THE KG FOR THIS CONDITION KG =KM~GM 21-6 — 20 19-6 Longitndinal Stability Trim ‘This is the inclination of a vessel in a fore and aft or longitudinal direction about an athwartship axis through the centre of flotation. The trim of a vessel is the difference between the draughts forward and aft. The disposition of weights longitudinally in a vessel governs the trim in the sense that the ship may be trimmed by the stern, by the head, or the vessel may be on an even keel ‘The change of trim is the difference between the new trim and original after a redisposition of the weights on board longitudinally. The point on the athwartship axis about which a vessel trims is known, as the fipping centre, itis the centre of flotation of the waterplane. The longitudinal stability is seldom in doubt (unless the ship suffers a serious accident) so that although analogous to transverse stability the longitudinal metacentric height, GM,, is in no way so critical as the transverse metacentric height, GM. Considerations of trim are important because this will affect scagoing behaviour and manoeuvrability. ‘To calculate the trim, and the change of trim, the following relation- ships are necessary: (1) The “Moment to Change Trim One Inch”, MCT 1 in, or “Inch Trim Moment”, ITM, is the moment of weight in foot tons required to change the trim of a vessel by 1 in. Wx GM 2x Displacement in tons Longitudinal metacentrie height Length of vessel @ Tras ERSE AND LONGITUDINAL STABILITY 85 (6) Since the distance between B and G is small in relation to GM;, then BM, may be substituted for the GM, when the latter is unknown, wv xr MCT Lin (0) Also since the GM, is comparable to the length of the vessel an approximation is given by: met tine % 2 (@ The MCT 1 in is also given by, in the case of a shipshape: MCT I in? a Where, T= Tons per inch immersion B= Breadth at waterline and, in the case of a box-shaped vessel: MCT [ in = ‘The calculations necessary to find the GM, are similar to those stated for transverse stability: GM, = KM, ~ KG GM, = KB, + BM, — KG ‘The KB, is either stated or calculated as shown on p. 28. The BM, may be calculated using the formula BM, oi - ¥ where, 1 is the moment of inertia of the waterplane about a transverse axis passing through the centre of flotation, and Vis the volume of displacement. The moment of inertia, Z, of a rectangular-shaped waterplane about a transverse axis is given by iy 2 Where, = Length of waterplane ‘b= Breadth of waterplane86 NAUTICAL CALCULATIONS FXPLAINED (2) Since weights can be either loaded or discharged as well as trans- ferred the vessel's draught may undergo an overall increase or decrease in addition to a change of trim, i... posi (SrMise) ~ a where, w is the weight either loaded or discharged. (2) The position of the centre of flotation is seldom exactly at the rmidclength. Ie is usually forward of amidships (or the light condi- and abaft for the loaded condition. In such cases the change of draught due to trim forward and aft are proportional to the distances of the centre of flotation from the stem and stern posts respectively. Length of vessel Qistance of centre of flotation from aft x = Change of draught aft due to trim ‘y= Change of draught forward due to trim Total change of trim =x + y By similar triangles, ; xty Change of draught aft, Simian, 5 =n +y) Change of draught ford, y= £— OE N.B, When the centre of flotation is amidships TRANSVERSE AND LONGITUDINAL STADILITY 87 then, = and, x= i.e. change of draught for'd due to trim is equal to the change of draught aft due to trim. In this case half the change of trim must be applied to each end of the vessel to obtain the new draughts, (4) Under the conditions shown in note (3) above it is important to distinguish between the arithmeric mean draught and the true ‘mean draught. The apportionment of the change of draught at each end of the vessel due to trim and the effect on the mean draught are shown in the following examples. ‘The mean draught is the arithmetical mean between the forward and aft draughts, The true mean draught is the draught of the vessel measured at the tipping centre or centre of flotation, ‘Example 54 A vessel, length 450 ft, centre of flotation 12 ft abaft amidships, changes trim 18 in by the head. Ifthe original draught was F 17 ft 8 in, A 19 ft7 in, calculate the new draught. With reference to paragraph (3) and Fig. 35 shown above: 18 in Total change of trim Change of draught aft, x » 237 x18, 450 = 948 in Original draught F 17ft 8in = A 19 ft Tin Change of draught + 9-48 in 8.52 in New draught FISH Sain A 18K 104Tin N.B.’The new mean draught is now 18 ft 7-98 in an increase of 048 in oon the original mean draught.88 [NAUTICAL CALCULATIONS PXPLAINFD Example 55 A vessel has the following draught. Forward 20 £9 in, aft 23 ft 6 i Oil facl is transferred from No. 6 DB tank to No. 1 D8 tank, the result © change of trim being 19 in by the head. Calculate the new draught if the centre of flotation is amidships. Yo calculate the new draught apply half the change of trim to each end of the vessel using the usual sign convention. Original draught F 20ft9in A 23 ft 6in Half trim Sin New draught AZ Rin Example 56 A vessel, displacement 7,650 tons, length 480 ft, GM; 560 ft, transfers 96 tons of fuel oil from No. 5 DB tank to No, 2 DB tank, a distance of 180 ft. Assuming the centre of flotation to be amidships, calculate the new draught if the original draught was F 21 ft3 in, A 23 ft 11 i £2) 60 eALCUFATE Ta MET TIN Wx G MCT 1 in TRL 7.650 > 560 12 x 480 MCT 1 in +> 743-75 ft tons (2) 1) CARCULATE THE CHANGE OF TRIM Change of trim — "XE f MCT Tia 96 x 180 TS 75 23-23 in by the head (3) vo CALCULATE THE FINAL. DRAUGHT Original draught F21f 3in A 23 fH in Half trim +116 in 1-6 in New draught FR 26in A SV hirdin ‘TRANSVERSE AND LONGITUDINAL STADILITY 89 Example 57 A box-shaped vessel, 150 ft x 30 ft x 14 ft, floats on even keel at a draught of 8 ft. The KG of vessel is at the waterline. A weight of 20 tons is transferred from forward towards the stern a distance of 100 ft. Calculate the new draughts. (1) To catcutaTe THE Mer 1 IN MCT 1 in — 122 GMs 12L (@) TO CALCULATE THE DISPLACEMENT OF THE VESSEL, Ixbxd weikbxd 35 _ 150 x 30 x 8 3 7,200 tons (8) TO CALCULATE THE LONGITUDINAL METACENTRIC HEIGHT, Git GM, = KM, — KG GM, = KB} BM, — KG now, BM, = 7 BM, GM, =90 NAUTICAL CALCULATIONS EXPLAINE : 7,200 1,843 Therefore, MCT Hin = BOE x EE 1,843 Tq ftons (2) 10 CALCULATE THE CHANGE OF TRIM. wxd MCT Tin 20 x 100 x 14 1,843) = 15-192 in by the stern Change of trim = (3) To CALCULATE THE FINAL DRAUGHT Original draught F 8ftOin A 8MOin Half trim =76 in 176 in Final draught = F 7it44in A Note: In the case of 1, GM,, MCT 1 in the results have been retained in fractional form to simplify the arithmetic. Example $8 A vessel, length 480 ft, has a draught of 18 ft 7 in forward and 22 ft 3 in 1,130 fons ft, centre of flotation amidships. Toaded 180 ft forward from amidships. Caleulate the new draught. When calculating the draught it is necessary to consider (a) The bodily sinkage due to loading the weight. (b) The change of trim due to the weight being loaded forward of the centre of flotation, (@) TO CALCULATE THT INCREASE IN DRAUGHT DUF TO LOADING weight loaded Sinkage = Mei losds 100 ~ 46 = 217 in TRAN SVERSE AND LONGITUDINAL STABILITY 1 (8) 10 CALCULATE THE CHANGE OF TRIM Assume the weight first to be loaded above or below the centre of flotation and then moved forward, i _wxd Change of trim = eA 100 x 180 1,130 5:93 in by the head (©) To CALCULATE THE FINAL DRAUGHTS Original draughts F 18 ft7in A 22ft3in Sinkage 42:17 in +217 in ROITIn = BASATIn Change of draught due to trim +797 in 797i New draught FIRSIsin A TAIDin Example 59 A vessel has draughts of 19 ft 11 in forward and 22 ft 9 in aft. Calculate the weight to be loaded and its distance from the centre of flotation to bring the vessel to an even Keel draught of 22 ft 2 in, TPI = 48, MCT 1 in = 960 tons ft, centre of flotation amidships. (1) 10 CALCULATE THE AMOUNT OF CARGO TO BE LOADED Present mean draught = 21 ft 4 in Required mean draught = 22 ft 2 in Increase in the mean draught Tin Weight to be loaded — sinkage x TPL 10 x 48 480 tons @) To CALCULATE THE DISTANCE FROM THE CENTRE OF FLOTATION AT WHICH TO LOAD THE WEIGHT TO BRING THE VESSEL TO AN EVEN KEEL DRAUGHT Present trim = 2 ft 10 in by the stern Required trim Change of trim = 2 ft 10 in by the head wxd MCT iin Change of trim =By NAUTICAL CALCULATIONS EXPLAINED where, w= Weight to be loaded d= Distance from centre of flotation _ 480. xa 960 _ 4x 960 480 d = 68 ft forward from the centre of flotation 4in Example 60 A vessel, displacement 12,070 tons, TPI 47, MCT 1 in 1,200 tons ft, centre of flotation 9 ft forward from amidships, length 470 ft, arrives in port with the following draughts, F 23 ft 5 in, A 24 ft 10 in, ‘Cargo was then discharged as follows: 230 ons from No. 1 hatch, 120 ft forward from amidships, 280 tons from No. 2 hatch, 65 ft forward from amidships, 300 tons from No. 3 batch, 85 ft aft from amidships, 480 tons from No. 4 hatch, 160 ft aft from arnidships. Fresh water and oil fuel tanks were filled as follows: Bresh water, 160 tons amidships, 120 tons, 60 ft aft from amidships, Oil fect, 220 tons. 140 ft forward from amidships, 280 tons, 90 ft aft from amidships. Calculate the draught on completion, (@) 10 CALCULATE ‘THE BODILY RISE OR SINKAGE DUE TO DISCHARGING CARGO AND LOADING THE FRESIE WATER AND OH. FUEL a 230 tons Fresh water loaded 160 tons 280 tons 120 tons 300 tons Oil fuel loaded —220 tons 4180 tons 280 tons, 990 tons Total 780 tons ht discharged -- 990 — 780 = 210 tons weight discharged Bodily rise ~ Néight discharg a TPL 210 = 4468 in TRANSVERSE AND LONGITUDINAL STABILITY 93 (8) 70 CALCULATE THE CHANGE OF TRIM Cargo: Weight Distance from CF Moment 230 tons 111 fe forward 25,530 ft tons aft 280 tons SG ft forward 15,680 ft tons aft 300 tons 94 ft aft 28,200 ft tons forward 180 tons 169 ft aft 30,420 ft tons forward Resultant Mf 10 ft tons forward Fresh water and oit fuel Weight Distance from CF Moment 160tons 9 That 1,440 ft tons aft 120 tons 69 flaft 8,280 ft tons aft 220 tons 131 MR forward 28,820 ft tons forward 280 tons 99 ft aft 27,720 ft tons aft Resultant M =” 8,620 ft tons aft Total resultant moment = 17,410 — 8,620 3,790 ft tons forward Moment change of trim ~ Momen Change of trim = Ser Tig 8,790 100 = 7-325 in by the head (©) 10 caLcutath HE € {Git OF DRAUGHT FORWARD AND APT 7325 x 226 Change of draught forwand ~ 7525 % 226 Change of draught (@) 70 cAtcuLaTE THE FINAL DRAUGHTS Original draughts F23n Rise 10 in 4468 in $52 in Change of draughts duc to trim 3-403 in New draughts FRRsoin ATR Din Dra ~ ison completion FIURFLn ATR TTA FOROSIDin A DAT94 NAUTICAL, CALCULATIONS FXPLAINTD Example 61 A vessel, length 510 ft, centre of Gotation 14 ft abaft amidships, has dcaughts of 21°f 11 in forward and 22 ft 6 in aft. If the TPT — 52, MCT 1 in ~- 930 tons ft, calculate the position at which to load cargo so that the draught aft remains constant, Suppose a weight of moderate amount (1) is loaded at a distance (d) feet forward from the centre of flotation, such that the draught aft does not change. TO CALCULATE THE DISTANCE (d) Sinkage due to loading w tons: Sinkage = eeaee TPT In order that the draught aft remains constant the conditions must be such that the change of draught aft due to trimming and the bodily sinkage are of equal amount and opposite sign. Thus, change of draught aft due to trimming = bodily sinkage. Iw Total trim x 7 = 5m where /= Distance of the centre of flotation from aft L = Length of vessel wxd Total change of trim = "4 ral change of tim = SET Tin wxdxl Therefore the change of draught aft = M241 and, = "Xd xI pl MCT iin x E MCT Lin x from which, d = MOT in <2 It will be noted that d is independent of w provided w is not excessive. Substituting the known values: = 220. 510 ~ SD MT d= 37-847 ft forward from the centre of flotation N.B. This calculation takes no account of the change of draught forward; only the draught aft remains constant. ‘TRANSVERSE AND LONGITUDINAL STABILITY 95 Example 62 A vessel, displacement 8,650 tons, arrives off port with a draught of 24 £¢9 in forward and 26 f7 in aft. In order to cross the bar it is necessary to reduce the draught to 26 ft. Calculate the minimum amount of water, to the nearest ton, to pump into the forepeak tank in order to bring the vessel to the required draught. The length of the vessel is 530 ft, distance of FP tank 240 ft forward from amidship, centre of flotation 15 ft abaft the midiength, TPT = 48-5, MCT 1 in = 1,045 tons ft. Let w equal the weight of water to be pumped into the forepeak tank. (1) To CALCULATE THE nODILY SINKAGE DUE FOREPEAK TANK 0 FILLING THE Sinkage = 5 ae" 2) To CALCULATE THE CHANGE OF DRAUGHT AFT DUE TO TRIM Original draught F249 in A 2687 in Sinkage +m F 249 in + bo int es Required draught aft — 26 ft A 26 ft Tin + in BS Required change of draught aft due to trim Tin + 3s in (3) TO CALCULATE THE MINIMUM WEIGHT OF WATER TO BE PURPED INTO THE FOREPEAK TANK L Total change of trim = Zex change of draught aft where L = Length of the vessel Distance of the centre of flotation from aft Total change of trim = $30 (° + ze) in wxd Now, total change of trim = ;96 naurn 1. CALCULATIONS EXPLAINED, d = Distance of the weight forward from the C of 1 = BK 255 is stheretone, 227 2.) oc x 255 Taerefore, 520 (7-4 ga) = MSE From which, w == 74 Flooding of Compartments A ship which, through some accident or mishap, has a watertight compartment which is damaged will lose buoyancy. If the loss of buoyancy is excessive the ship might sink. The tragic loss of the Titanic in 1913 is probably the most outstanding example of the loss of buoyancy and stability through flooding. In matters of design and construction the naval architect is vitally concerned with the effects of flooding, whilst during the operation and maintenance of ships the actual event usually preceses any quantitative assessment. Nevertheless, the following exampies explain the prineiples involved and are of the form often set in examinations. Example 63 A box-shaped vessel 400 ft tong, 60 ft beam, floats at a draught of 25 ft. A central compartorent 60 ft long extending across the vessel is bilged alving free access to the sea, Calculate the increase of draught, (a) ifthe compartment was empty; (b) if the compartment was 60% full of cargo capable of absorbing water to the extent of 20% ofits own volume, TRANSVERSE AND LONGITUDINAL STABILITY ” (@ (i Volume Z is the amount of buoyancy lost through flooding Gi) This causes a drain on the reserve buoyancy above the original waterline to the extent of the volume (X + Y). (iii) The volume (X + Y) is interpreted as the product of the remaining intact waterplane area and the thickness of the layer (0) (iv) The thickness of the layer is the inorease of draught due to flooding. ) Thus, Volume (1 + Y) — Volume Z, i.e. Area of intact waterplane (4) x Increase of draught (x) = Volume of buoyancy lost (V7) v Thus, x = 4 TO CALCULATE THE VOLUME OF Lost AUOYANCY (V’) VaIXBxd V= 60 x 60 x 25.19 where, Land B are the length and breadth of the flooded compartment and d the original draught. To CALCULATE THE AREA OF THE INTACT WATERPLANE (4) A=(L-)xB ‘A = (400 — 60) x 60 As 340 x 60 fe TO CALCULATE THE INCREASE OF DRAUGHT (x) (D) The presence of cargo in the flooded compartment will clearly reduce the extent of the volume permeated by the sea water. In this connection the overall permeability of the compartment is the propor- tion of it into which the sea flows and is best expressed ‘as a pro- portionate volume, being in fact the volume of buoyancy lost. In this (i) The flooded compartment is 60%, full of cargo and 40% empty.98 NAUFICAL CALCULATIONS EXPLAINED (ii) 20%, of the 60% is permeable; the additional flooded volume is 20% x 60% = 12%, ; Gii) The total permeability of the whole compartment is therefore 40% '- 12% ~ 52% (iv) It is useful to interpret these proportions by considering the compartment 52% empty and 48% ful TO CALCULATE: TUE VOLUME OF Lost BUOYANCY (/) V= 32%, x1x Bx d v= 525% x 60 x 60 x 2500 TO CALCULATE THE AREA OF THE INTACT WATERPLANE (4) A=(L~S2%D XB 32 = 22 @o) x cont A= (400 ~ 3 x) To CALCULATE THE INCREASE OF DRAUGHT (x) v nae ft ‘TRANSVERSE AND LONGITUDINAL STABILITY 99 Example 64 A vessel of beam 57 ft and draught 25 ft has a waterplane area of 20,000 ft", A midship parallel body section $0 ft long is bilged through collision. An empty double bottom tank in way of the bilged compart- ment is 4 f¢ deep and has a capacity of 325 tons of sea water. There is a watertight flat located 24 ft above the keel. The hold compartment con- tains teakwood stowing at 85 f1"/ton, One cubic foot of teak weighs 50 Ib. Calculate the increase of draught due to floodi (2) Under the present conditions, damage having been sustained by both the hold and the DB tank. (®) Under similar conditions but with no watertight flat at the 24 f¢ level. (©) With the DB tank intact; flooding only in the hold compartment; no watertight flat at 24 ft (@) With the hold compartment intact; flooding only in the DB tank. (6) Im the ease of (a) above, assume the watertight lat to be located at 26 ft above the keel instead of 24 ft. 50 Ibo sold eakwood occupies 1 on of si texknood oesupes 228 — aa 0 Sine he owage ator 85 fon it los that in exch seh wit 4a teas sh ak and 402 spice mo whch sa nat wi ponent ® ‘Thus, permeability, ie. proportion of air space = BO Note: The permeability factor is sometimes expressed as a decimal or as a percentage: it is a matter of personal preference to use the one, the other, or to leave it as a fraction. An alternative argument may be used to find the permeability by considering actual and virtual densities of the stowed commodity, thus, Actual density = 50 Ibjft® ‘When stowed, virtual density 2.240 2635 Ibi 85 Loss of density = 23:65 Ib/ft? from broken stowage ‘Thus, fractional measure of air space Bs permeability.100 NAUTICAL CALCULATIONS FXPLAISED Although in each method the permeability may be reduced to 47°3% the former argument is to be preferred because the discussion primarily involves the question of air space, i.e. a proportionate volume. TO FIND THE VOLUME OF Lost BUOYANCY (V) ‘This will include the total space below the watertight flat at 24 ft consisting of the hold and the DB tank. P= Volume at hl comparnent + yline of DD ak = BE x a4 4) x 905 57] +25 x 398 V = 26,957-6 +- 11,375 f° V = 38,332-6 ft @ 10 FIND THE INCREASE OF DRAUGHT (x) a In this case the watertight flat maintains the full waterplane area (4) 20,006 (8) 10 FIND THE INCREASE OF DRAUGHT WITH No WATERTIGHT Hur (x) In this case the remaining intact waterplane area (4,) is given by: 40-2 : Ay = 20,000 — (F x 50x 57) Ay = 18,652-1 1 ‘The increase of draught due to flooding where the volume of buoy- ancy lost (V,) is the total space below the existing draught of 25 ft is given by: y ae where, F Pa x Q5—4) x 50 x | 1. G25 x 35) A ‘TRANSVERSE AND LONGITUDINAL STABILITY 101 18,6521 2127 ft fULsin (6) To FIND THE INCREASE OF DRAUGHT WITH THE DB TANK intact (x,) In this case the remaining intact waterplane area remains the same as in (b) above, ie. 4, —= 18,652-1 ft# but the measure of lost buoyancy is now reduced to exclude the DB tank, ie Vax [Be x a5 — 4 x 50x si] fe oor morsi7n (@) 10 FIND THE INCREASE OF DRAUGHT DUE TO FLOODING oF DD TANK () In this case the remaining waterplane area is the fall 20,000 sta and the volume of lost buoyancy is that of the DB tank, viz. Vy = 325 x 35 = 11375 8 (e) TO FIND THE INCREASE OF DRAUGHT WITH THE WATERTIGHT FLAT AT 26 FT ADOVE THE KEEL (@ The volume of lost buoyancy (V,) is the tota existing draught of 25 ft, ie. space below the Y= [BE x 059) x 0 57] 4 025 39.08 V, = 28,305-5 + 11,375 ¥, = 395680°5 10102 NAUTICAL CALCULATIONS FXPLAD D (ii) The initial waterplane area changes with the demand on the reserve buoyancy because the watertight flat is located above the initial draught. Up to 26 fi above the keel the waterplane is broken aid is intact to the extent of A, = 18,6521 f, Thus from 25 (initial draught) to 26 11 (height of watertight flat) the drain on the reserve buoyancy —,1 x 18.6521 10, This leaves an extra (39,6805 — 18,652-1) = 21,0284 ft (V,) to be accommodated by an unbroken layer extending over the full 20,000 ‘Thus, increase of draught additional to 1 1 eg = LORE «20,0000 x4 = 10514 ft 24 = 1106 in Total increase = (I+ x4) = 2ft06 in Example 65 A box-shaped vessel 416 ft Yong, 55 ft beam and 40 ft deep has a draught of 26 ft 6 in in the loaded condition. An end compartment 30 ft tong is bilged and admits sea water. Assuming the vessel to be initially om even keel calcalite the new draughts. This example concerns both sinkage and trim due to flooding. The order of work may be listed as follows: (@ To find the volume of buoyancy lost. ii) To find the increase of draught due to flooding. (ii) To find the position of the centre of flotation. (iv) To find the MCT 1 in and the change of trim, (¥) To apportion the change of trim and find the draughts. "TRANSVERSE AND LONGITUDINAL STABILITY 103 (@ 70 FIND THE VOLUME oF Lost avovANcy (V) Ves 265 x 30 x 55 fe Gil) To FIND THE INCREASE OF DRAUGHT DUE TO FLOODING (x) 26:5 x 30 x 55 A 16 — 30) x 55 X= 2:06 ft or 21 0-7 in ii) The centre of flotation will be at the midlength of the remaining waterplane, i.e. 193 ft from one end and 223 ft from the other, the latter being that of the flooded compartment, TPL. 69) The MCT Line given by 37" where 7 ‘The equivalent tonnage of lost budyancy is given by above. (@ To find MCT 1 in: 3 35x S5t x 3868 35 x 4208 MCT 1 in = 1,625-95 ft tons Where 4 is the area of the intact waterplane area, (To FIND THE MOMENT CAUSING THE CHANGE OF TRIM r M = x dittons = 295 X30 55 5 9g M = 259,845 ft tons N.B. The distance (4) of 208 ft is measured from the centre of the flooded compartment to the new centre of flotation.104 NAUTICAL CALCULATIONS EXPLAPSED (6) To FIND THE CHANGE OF TRIM Moment CT Tin _ 259,845 T2595 > 159-8 in, = 13 138in Trim (9) The total change of trim of 159-8 in must be apportioned for each end of the vessel, the larger occurring at the end of the flooded compartment. Larger change (increase) Smaller change (decrease) 23 in 8 ; FB x 1598 = 48566in 92 x 1598 = —T414 in Initial draught at each end 26 (1600 in. 26 £6.00 in Increase due to flooding +2 O72 in 4-2 (80-72 in Weein wee Change of draught due to trim 4-7 £1 1-66 in Final draughts after bilging — S5f836in 22458 in Effect on draught and stability when dry docking or grounding When a vessel goes into drydock and the water is pumped out the Force of buoyancy is steadily reduced. This continues until the whole of the buoyancy force is transferred to the Keel blocks when the dock is almost dry. During the initial process the stability of the ship is reduced while she is partly afloat, and care must be exercised to see that support- ing shores are in position just before and at the time the ship “takes the blocks” fore and aft. The righting moment of a ship is expressed ax W. GZ tons ft. In terms of the GM this becomes W.. GM sin 6 tons ft when 0 is small Daring the initial stages of drydocking the reactionary force (P) exerted by the keel blocks acting upward may be considered as either (0) the discharging of an equivalent “weight” from the line of the heel, Fig. 39, or (H) the iransfer ‘of an equivalent “weight” from the line of the keel to the metacentre, Fig, 40. In either event there is a virtual reduction of the GM which is caleu- fated by TRANSVERSE AND LONGITUDINAL STABILITY 105 @ GG, we sin the case of (a) above, or, (iy MM, ~ 2 2CK™ in the case of (8) above Ww ‘The results obtained differ slightly although the effective righting ‘moment is the same in each case such that, (W — P)G.M sin @= W.GM, sin @ Regarding the effects of drydocking (and similarly when “ grounding”) upon the draughts fore and aft there will be, in addition to a change of trim, an obvious reduction in the mean draught. In this sense it is convenignt to consider the keel blocks moving steadily upward until the mean draught is zero and the dock is dry. The following examples illustrate these several effets Example 66 A vessel of displacement 6,000 tons, KG 20 ft, GM 6 ft, TPI 50 enters dry dock on even keel. Calculate the virtual reduetion of GMT if there is a drop in the level of the dock water of 2 ft after the ship has taken the blocks fore and aft. Calculate the righting moment per degree of heel at this instant,106 NAUTICAL, CALCULATIONS EXPLAINED The loss of the buoyancy layer will cause the keel blocks to exert a force upward of equal amount. This is given by, P = depth of layer x TPL =x 50 1,200 tons The loss of GM and the righting moment per degree of heel is now calculated alternatively as follows: FIRST METHOD SECOND METHOD PKG GG, = — F-KO wp) 1,200 x 20 5.000 — 1,200 =Sit ‘Thus, Thus, GM ~ GM — GG, GM, = GM— MM, GM =6—S=1ft GM, =6—52=08f Righting moment Righting moment == (W — P)GM sin 1? = W.GM, sin 1° = 4,800 x 1 > sin IP = 6,000 x 08 x sin IP = 83-78 tons ft = 83-78 tons ft Example 67 A vessel of 2,000 tons displacement KM 15 ft, KG 12 ft, TPL 15 enters dry dock on even keel. By how much must the water in the dock fall after the ship settles on the blocks for the righting moment to become zero? For the righting moment to become zero the loss of GM must be equal and opposite to the‘ original GM. The original GM is thus equated to the loss by either method as follows: Px KM om = 2x or, GM wxoM P= oa 2,000 x 3 - 1S "TRANSVERSE AND LONGITUDINAL STABILITY 107 P = 400 tons 12 P = 6,000 ~3P Fall of water = Example 68 A ship 450 ft long; draughts 18 ft forward, 20 ft aft; centre of flota- tion 15 ft forward of the mid-length, enters dry dock. If the MCT 1 in is 1,200 tons ft and TPI 60, calculate the draughts as the vessel takes the blocks fore and aft. (@) To FIND THE FORCE EXERTED BY THE KEEL BLOCKS TO ELIMINATE THE TRIM Total change of trim = 24 in ‘Moment required == 24 x MCT 1 in = 24 x 1,200 tons ft ‘The force exerted by the keel blocks (P) acts on the heel of the stern post at a distance (225 ++ 15) = 240 ft abaft the centre of flotation, thus:108 NAUTICAL CALCULATIONS EXPLAINED P x 240 = 24 x 1,200 24 x 1,200 Ax 100 P= 120 tons Pp (ii) 10 FIND THE PARALLEL EMERSION, OR RODILY RISE ‘The effect of P, apart trom trimming the vessel, is also to reduce the mean draught. 11 is useful in this connection to consider the effect of P to be the equivalent of discharging P tons from the level of the keel Pp Bodily rise = 55 120 oO =2in (ii) 70 FIND THE DRAUGHTS AT THE INSTANT OF TAKING THE Locks Since the centre of flotation is located 15 ft forward from midships the trim is apportioned forward and aft: Pd due to trim = 200 x a4 == 411-2 in Change of draught ford due to trim = 29 x 24 4112 240 Change of draught aft due to trim =» 22° 3¢ 24 <= —128in Original draughts I8t Oin F 2 Oin A Rise (ii) above __=2in —2in Whidin F i9I0in A Change of draughtdueto trim i 112in PF —1ft 08 in A Dranghts when landing TST 92in FSM HDin A Example 69 A ship, 10,000 tons displacement, 500 ft long, 60 ft beam, MCT 1 in 1,000 tons ft, TPL 60, enters dry dock with draughts 20 ft forward and 25 ft aft. The hee! of the stern post is 6 in clear of the blocks on entry, Calculate the draughts when the level in the dock has been lowered 2 ft. Assume the centre of flotation to be amidships. The_solutir following steps of this problem might be consilered through the "TRANSVERSE AND LONGITUDINAL STABILITY 109 (i) The heel of the stern post touches the blocks after the water has receded 6 in. (ii) The further 18 in drop in the water level will alter the trim and cause a bodily rise, botl of which effects will change the draught at the stern post by the sora/ of 18 in, (iii) Since the centre of flotation is amidships the change of draught P at cach en deste to inning ~ (18 ~ ) in 1 ) Th ange of trim is therefore 2(18 — 2) in, and the (9) Te total change of trim i heefre2(18 — 2) in and th causing it 2(18 — 2 on snoneat asing 18 — 2) x onion (¥) The upthrust (P) exerted by the Keel blocks in way of the stern ost provides this trimming moment, thus: B Px 250 = 21s - P) x 16 x 29 =2f18 ~ 8) x 1000 is? poss? if a) Ls x © 8 P= 127-06 tons P vi Bodily rise wi) ly rise = SF 127.06 @ =212in (i) Original draughts 2AOin F 2HOin A Bodily rise eatin Soin Dain RDTin ‘Change duc to trim, ic. (8 2ipineachend -L139in 1.390 Final draughts Derek ATR6OIN A Example 70 In example 69 calculate the number of feet and inches that the water must recede in the dry dock after the ship enters so that the vessel just “takes the blocks fore and aft””. What is the draught at this instant?110 NAUTICAL CALCULATIONS EXPLAINED This example extends the previous one as follows: (@ Since the ship will be on even keel when taking the blocks the change of trim will be (25 ~ 20) ft = 60 in forward. Gi) 10 Iso P P x 250 = 60 x MCT 1 in Gi) popiLy RISE. (iv) 10 FIND THE TOTAL DROP OF THE DOCK LEVEL (a) Clearance before heel of stern post touches Gin (b) Drop in level to accommodate bodily rise = 4 in (0) Drop of midship point while trimming to even keel, ie. 51x 4 2ft6 in ‘Total drop in level of dock water = 3ft4 in (y) 10 FIND THE DRAUGHT Original mean draught 26 in Bodily rise, (iv) (b) above ~ —4in Bh2in Drop of water while trimming _2 ft 6 in Draught F and A taking blocks 198i Increase of Draught Due to Heel (9) Example 71 A vessel of beam 50 ft and mean draught 25 ft takes a list of 7° during the later stages of loading. Assuming a rise of floor of 9 in calculate the effective draught in the vicinity of the mid-length. ‘This example considers the increase of draught consequent upon the ship taking a list. It becomes significant when a ship which is loading ‘TRANSVERSE AND LONGITUDINAL STABILITY mW Fig. 42 Fig. 43 has only a limited amount of water under the keel when alongside th berth. a Tn the figure XK represents the upright draught of 25 ft (as indicated con the stem and stern posts) and PS the actual draught at the turn of the bilge where the “rise of floor” (9 in) is indicated by RQ.* Draught at midlength = PS = PQ — SQ = PO + 0Q~ sq XW + 0Q—SQ = KX cos # + Zsin @— RQcos # = (Kx RQ) 60s 6+ Fsin 2 O Thus, provided that @ is a small arigle, the increase of draught = 3 sin o—RQ - Gi) In this case from (i) New draught 50 25 — 0-75) cos 7° + sin 7° ) 3 sin 7 4.25 cos 7 + 25 sin 7 7-11.48 ft = 27 fe1} in * The tum ofthe bilge is ignored bocause the extra marain it provides is proba seaivoed by the iting of bilge eek. in i provides probablyuz NAUTICAL CALCULATIONS EXPLAINED On, approximating from (i) 25+ Pain? — 075 25 ft 4. 3087 h-— O-75 fe = 27297 t= 27 Rin It will be seen that the approximation in (ii) above is justified because the error is on the safe side since it slightly over emphasises the increase. ‘The extent of the increase is important because this could easily cause damage with a hard bottom if the ship is not kept substantially upright W.B. Only small arsles of heel are considered in this discussion ; larger angles would demand a correction for layer the theory for which is beyond the scope of this book. ‘True Mean Draught ‘On p. 87 reference was made to the arithmetical and true mean draughts. The only occasion when the two are identical is when the vessel is on an even keel draught. It is essential, when using the dis- placement scale to obtain the vessel's displacement, that the true mean draught should be used and not the arithmetical mean draught. Example 72 A vessel, Length 450 ft, centre of flota jon 8 ft forward of amidships, has draughts F 14 {011 in, A 21 {2 in, Catculate the true mean draught. 10 CALCULATE THE TRUE MEAN. DRAUGIET Let x = Trim of vessel in inches Distance of the centre of flotation from forward Length of vessel Distance of the centre of flotation from aft TRANSVERSE AND LONGITUDINAL STABILITY 113 Then, change of draught ford 22 in and, change of draught aft = ©* (2 —D ig Present trim of vessel 75 inches by the stern 75 x 217 Change of draught forward — 25% 217 : ED = 3617 in 75 x 233 Change of draught aft ~~ 25. 233 e e 450 = 3883 in Original draught =F 14 ft 11 in AQ 2in Change of draught £3 ft_ 0-17 in f_283 in Even keel draught, «PTA TMTin A ITRTLIT in Thus, the true mean draught is 17 1-17 in N.B. The arithmetical mean draught is 18 ft 0-5 in. ‘These values are shown and confirmed in Fig. 45 by the following alternative argument: Fig, 45 T= True mean draught 4 = Arithmetical mean draught d ~ Distance of the centre of flotation from amidships x = Correction to the arithmetical mean draught to obtain the true ‘mean draught Correction x In the above example:14 NAUTICAL CALCULATIONS EXPLAINED 18 ft O5in 133 in Thinivia Arithmetical mean draught Correction True mean draught The correction x is subtracted from the arithmetical mean draught if the centre of flotation is forward of the midlength when the vessel is trimmed by the stern, itis added when the vessel is trimmed by the head. If the centre of flotation is aft of the midlength the correction must be applied in the opposite sense. Example 73 ‘A vessel, displacement 7,300 tons, L, = 480 ft, TPI = 52, MCT 1 in ‘980 tons ft, centre of flotation 12 ft abaft amidships, has draughts F 16 ft 8 in, A'21 ft 3 in, It is required to bring the vessel fo an even keel draught of 21 ft. How much cargo can be loaded in Nos. 2 and 3 hatches, 80 ft and 20 ft forward of the centre of flotation, to bring the vessel to the required draught. (J) To CALCULATE THE EVEN KEEL DRAUGHT Change of trim required = 55 in : 28 Change of draught aft = 55x 2% = =2612in Change of draught forward == 55 x 252 480 = +2888 in Original draught. F-16800 in A 21,ft 300 in Change of drawght +2 ft 488 in 2-12 in Even heel draught F I9(8Ein A TOR OB (2) To CALCULATE THE WarGHT TO BE LOADED Required even keel draught 21 ft Oin Present even keel draught 419 ft_0-88 in Sinkage ‘Cargo to be loaded = 2312 x 52 202-24 tons ‘TRANSVERSE AND LONGITUDINAL STABILITY us (3) To CALCULATE THE AMOUNT OF CARGO TO BE LOADED INTO Nos. 2 AND 3 1ATeHtES Let w = Weight of cargo in No. 2 hatch. Then, 1,202-24 — w = weight of cargo in No, 3 hateh. Change of trim = Moment MCT Lin Moment causing trim — Trim x MCT 1 in 80 w + 20((1,202-24 — w) = 55 x 980 From which, 60 w = 29,8552 w = 497-59 tons Therefore, weight in No. 2 hatch = 497-59 tons and, the weight in No. 3 hatch == 70465 tons Statical Stability This is a measure of the tendency for a vessel to return upright when inclined by external forces, e.g. from the effect of wind and waves. ‘When a vessel is inclined through an angle there is a horizontal separation between the weight of the vessel acting vertically downward through G and the force of buoyancy acting vertically upward through B. The perpendicular distance (GZ) between these lines of action is the lever of the couple formed, i.e. the righting lever. The moment of the couple, W x GZ, is the righting moment.16 NAUTICAL CALCULATIONS EXPLAPSED For small angles of inclination: GZ = GM sine and the moment of statical stability, W x GZ. = Wx GMsino xampte 74 A vessel, displacement 6,780 tons, GM 2.8 ft, is inclined to an angle of 10°, Calculate the moment of statical stability at angles of 5° and 10° of heel. Wx GZ W x GM sin 6 Righting moment (1) S? ANGLE oF HEL, Righting moment = 6,780 x 2-8 sin 5° = 1,654-6 tons 1. (2) 10° ANGLE oF HEEL Righting moment = 6,780 x 28 sin 10° = 3.2965 tons ft For larger angles of inclination the above formula is unsuitable and use endef UvensFormna to bean teeing lever w /™ oN a : 7 a Ler _ Fig. 47 “TRANSVERSE AND LONGITUDINAL STABILITY 7 YX hy oz = "4 — Bo sine where, B = Position of the centre of buoyancy in the upright condition G = Position of the centre of gravity of the vessel V = Volume of displacement v= Volume of the immersed or emerged wedge lt; = Horizontal movement of the centre of gravity of the wedges Fxample 75 A box-shaped vessel, 150 ft x 32 ft 28 ft, floats upright at a draught of 16 ft. Calculate the righting moment at an angle of heel of 30° using ‘Atwood’ formula. GM == 22 ft. Atwood’s Formula: x Ih = tat no GZ v BG sin (a) TO CALCULATE 8G BG ~ BM — CM Bo 2x er siege seine BG = 5} 2) = 31 (6) TO CALCULATE THE VOLUME OF DISPLACEMENT ()”) VoLxBxd 150 x 32 x 16 ~ 76,800 1 (c) TO CALCULATE THE VOLUME OF THE IMMERSED OR EMERGED wroce 0) x16 tan 30° Area of rossestion of wedge = 16% H6tan 2 =8x 16x Volume of wedge = 8 x 16 x —} x 150ns NAUTICAL CALCULATIONS EXPLAINED Fig. 48 (d) 70 CALCULATE THE HORIZONTAL MOVEMENT OF THE CENTRE OF GRAVITY OF THE WEDGTS (Hh,) AB = 16 tan 30° cp=2x 16 tan 30° Cn x 16 tan 30° 3 ly 2 1 Xe} 3* Oh, = OC — ye % 16 tan 30° sin 30° v6 se030" 1c 61a 0a a7 N.B. Provided that the wedge is of triangular form it may be shown that fh, = 3 2 sec 6 — tam Bsn &) "TRANSVERSE AND LONGITUDINAL STABILITY 19 (©) 10 CALCULATE MoMeNF OF STATICAL. STABILITY ¥ X fh = 8 x 16 x 3 x 150 2 x SVE 8 x 16 x 50x 2x 56 3x 150 x 32 x16 2B and, vx hh v 83 =972 Righting moment = W x GZ 150 x 32 x 16, 29 35 is 535-2 tons ft Wallsided Formula ‘When the sides of a vessel are vertically parallel the righting lever, GZ, is calculated by the Wallsided Formula, GZ = sin 0(GM + 4 BM tant 6) The formula is suitable for all angles of heel within which the vessel is wallsided, ie. up to about 15°. In the case ofa rectangular box-shaped vessel the formula is correct for all angles of heel provided the deck edge remains out of the water and the bilge remains submerged. Example 76 A vessel, displacement 6,780 tons, KG 18:2 ft, KM 21.0 ft, KB 10-5 ft, is inclined to an angle of 10°, Calculate the moment of statical stability at this angle of heel using the Wallsided Formula, GZ = sin 0(GM + 4 BM tant 6) = sin 10" (28 + 195 tant 1) z ostassk W x GZ = 6780 x 051455 3488-6 tons fe ‘Moment of statical stability120 NAUTICAL. CALCULATIONS FXPLAINED. NB. The reader may care to verify the solution of the previous example using the Wallsided Formula, Curves of Statical Stability 1G7.is calculated for various angles of hee! and the results plotted a curve of statical stability is obtained, The following information can be obtained from the curve, 1. The value of the maximum righting lever and the angle at which it occurs ‘The angle of vanishing stability . The point at which the deck edge becomes immersed (the point of contrafiexure). 4, The precise slope of the curve near the origin. If the stope is assumed it ean be used to give an approximation of the initial GM. The range of stability. ‘The dynamical stability at any angle of heel 3 5. 6 Example 77 A vessel, displacement 7,000 tons, has @ curve of stability with the following GZ, ordinates of 0:58, 1-33, 1-85, 1-68, 0-59 and — 0-13 ft for angles of hecl of 15', 30°, 45°, 60°, 75° and 90° respectively. Draw the curve and state the following: |. ‘The value of the maximum righting lever and the angle at which it 2. The angle of vanishing stability. 3. The point at whieh the deck edge becomes immersed. 4. An approximation to the initial GM. S. The range of stability. Draw the curve of statical stability, as shown in the figure, and take from it the necessary information as follows: 1. The maximum righting lever of 1-87 ft occurs at an angle of heel of 49F° 2. The angle of vanishing stability, ic. the angle at which the GZ lever becomes zero, occurs at 85)". 3. The point at which the deck edge becomes immersed; this occurs aatan angle of heel of 22}° where the graph changes such that the rate of increase of GZ commences to decrease. 4. An approximation to the initial GM ‘TRANSVERSE AND LONGITUDINAL STABILITY 121 ° | % wo ome Fig. 49 Since for small angles of heel GZ = GM @ it follows that if an ordinate is erected at an angle of 57-3° (I radian) and the GM marked on it, using the GZ scale, then a line drawn to the origin from this point represents the slope of the statical curve for the first few degrees of heel. This is of importance in both the matter of ship design and operation. ‘An approximation to the GM may be obtained by reversing the above process; a procedure not recommended on account of the difficulty of drawing the tangent accurately. Approximate GM = 1-79 ft. 5. The range of stability, jc. all those angles of heel for which the GZ lever is positive is, in this case, 0° to 854" Cross Curves of Stability These curves are the converse of ordinary curves of stability, ic. by comparison: (@ Curves of statical stability are righting levers calculated for a constant displacement and different angles of heel (®) Cross curves of stability are righting levers calculated for a constant angle of heel and different displacements. These curves are calculated for a standard position of the centre of gravity“TRANSVERSE AND LONGITUDINAL STABILITY 123 ir 8 H gy fe]s 4 “The advantage of cross curves is that they apply throughout the life z 8 LA of the vessel provided no alterations are made in the vessel's form. Each 2 |. | |_| Statical curve, on the other hand, pertains only to the appropriate e 3 condition of loading. je |k|3 g 5 é . Example 78 Pl eal |e TT ETs From the set of cross curves in Fig. $0 draw the curve of statical od3]o| 3 8 stability for a ship of displacement 9,500 tons, KG 22 ft, and obtain the ba °| 8 8 following information from the curve: «oO {| 7 a (a) The value of the maximum righting lever and the angle at which it ee Hy) $ occurs. 35|%| 8 HI 8 (b) The range of stability. BE 6. * cin oz || mm vy e270 2 z | 318 ga] 8 ie ug I 2H @ Jalal | eH se | Bile je len fe | a8] 8 8 $I] G/B [B/ /e | 9) 2° ie 8 g <4 ead ae a 2f 28 onset ES zt Are Fe rense oF satis —— “ a0 Ss Bl 3 Fig. 51 By be “ 2 £2 uf un e225 Hy] 3] The Yalues of GZ as taken from the cross curves for a displacement £35 3 i O 83a Fl 9| of 9,500 tons are as follows. bee = i a | Angle of ofhet | 1% | 30° | 45 1 | 90° 3 [wauewoz@) [06 | tat | 257 | 25 | 146 [moss SHaA31 ONLLHONe 2 = | TOTTI TT TTT ~(@ The maximum ri shting mm righting lever of 2-55 ft occurs at an an sle of heel BAS une = In sooo « =| = bo : oe 7 7 (B) The range of stability extends from 0° to 88°.124 NAUTICAL CALCULATIONS EXPLAINED CORRECTION TO CROSS CURVES FOR DIFFERENT HOStTIONS OF Fig. 52 If the centee of gravity, Gy or Ga, is above oF below the position for which the cross curves are calculated (G) then a correction is required which must be subtracted in the first case and added in the second. ‘The figure shows the correction as GX and Gy Xy respectively. These are calculated from ~ GX = ~ GG, sino or GX, + GGysin Example 79 From the set of cross curves in Fig. 50 draw the curve of statical stability for a displacement of 13,000 tons, KG 21 ft, Take the values of GZ from the cross curves for a displacement of 13,000 tons, KG 22 ft, and apply the correction GG, sin 0 to each value of GZ as follows: Corr. for GG; Heel GZ at 22 or Ltt Correct GZ. 1° 0:37 ft 0-259 0629 tt 30 12k 0-500 1-620 ft 4s 198 +0-107 2-687 ft 60° 2:00 ft 10-866 2866 ft 1s 1:36 fe 0:96 2326 90° —O-dd fe 1-000 10-560 ft “TRANSVERSE AND LONGITUDINAL STADILITY 125 Fig. 53 The curve is as shown in Fig. 53. THE EFFECT OF FREE SURFACE ON CURVES OF STATICAL STABILITY muses a virtual reduction in the metacentric height (see p. 73). This effect is shown by superimpos- ing a second curve of statical stability upon the original. Example 80 A vessel, displacement 8,300 tons, KG 22 ft, has a reduction in the metacentric height of 0-6 ft due to free surface, Draw the two curves, using the cross curves in Fig. 50 and compar they occur. (a) The maximum righting lovers and the angles at w (b) The ranges of stability. ‘Tie GZ ordinates, the correction for free surface and the adjusted ordinates are abstracted from the cross curves and tabulated as follows: Corr. for free Heel GZ at 22 ft surface GZ lever 1s 0-68 ft 0-155 fe 40-525 ft 30° 189 ft ~0:300 ft 41590 ft 4s 266 0-424 ft 42-236 ft 60° 236 ft 0:520 ft }1-840 ft 1s 157 ft — 0-580 ft 10-990 ft 90° 0-28 ft 0-600 ft 0-880 fit126 NAUTICAL CALCULATIONS EXPLAINED orn. Fig. $4 The two statical curves of stability are now drawn as shown in Fig. 54, from which the following results are obtained: (@) The maximum righting lever in the first case is 2-7 ft at an angle of 474°, The effect of free surface is to reduce the maximum righting lever to 2-24 ft at an angle of hecl of 46°, (0) The range of stability originally extending to 884° of heel has been reduced to 84° due to the effect of the free surface. Example 81 A vessel, displacement 6,300 tons, has a curve of stability with the following GZ, ordinatés of 0-16, 0-57, 1-20, 1-34, 0-72 and —0.38 ft at angles of heel of 15°, 30°, 45", 60°, 75° and 90° respectively. An additional GZ ordinate of 0.03 Mt’ occurs at 74° angle of heel. The GM in this condition is 0-25 ft (approximately). Subsequently, due to the consump- tion of bunkers the centre of gravity of the vessel rises by 6 in, Draw both curves of statical stability and obtain from them the following information: (a) The initial range of stability, the maximum + jing lever and the angle of heel at which this occurs. TRANSVERSE AND LONGITUDINAL STABILITY 127 (b) The new range of stability, the maximum righting lever and angle at which this occurs. (©) The ‘angle of loll” caused by GM becoming negative in the upright condition. 2 eesreeset se oo ah forge of tapitty —___t \ Fig. 55 (@) Draw the original curve of statical stability using the ordinates given. (®) Draw a second curve of statical stability allowing for a reduction in the GZ lever equal to GG; sin 0. Original Corrected Heel GZilever GG, sin 9 GZ lever 1 03 ht 6.06 0.03 1s O16 nt —013 +003 ft 30° ost ht —025 +032 as 1-20 ft -035 +085 ft 60° 134 =043 +091 ft 15° om tt =0-48 +0-24 ft 9 038 fe =0:50 0-88 ft The two curves are shown in Fig, 55.1s NAUTICAL CALCULATIONS EXPLAINED extend fom 0” to 85%, Maximum (o) The original range of stability extends from 0° 0 Fighting lever 13 ftat 56° angle of heel. (0) The now range of stability extends from 128° fo 79°, Maximum Thing lever of 04 Tt oecurs at 33) angle ot eth (e) The “angle of lol” i approximately 1 0 the WB. The small initial GM and the subsequent vse of G due tothe consumption of bunkers has caused pasting levers forthe fst 12h of ee The vessel teen“ the age er whic regain itive staliy a5 shown. This emphasises the cre to be excised Xerinst loss of bottom weight and possible ce suree effects in order tO ensure positive stability throughout the voyage Example 82 ; rom the st of eress curves of stability Fig. 50, daw the carve 0 ct stabity forte vessels at displacement 11,00 tons, KG 2S Me erimpose on this curve a constant fxs Inthe sighting oment-of| S00 forme doe to wind and eather. State the amount by wie the esses range afstaiity has Been rede a Fig. 56 nt of Take the values of GZ. from the eross curves for a displacement 11,000 tons and apply the correction, GG, sin &, to each value of GZ a Hollows: TRANSVERSE AND LONGITUDINAL STABILITY 129 Heel GZ for 221 GG sin @ — Correct GZ lever 1s 0-54 fe £013 +067 ft 30° 134 fe 4025 +159 ft as. 236 ft 4-035 +2-71 ft 0° 240 ft 043 253 ft 15° 142 fe 0-48 191 ft 90° 0:39 ft 0-50 Ol ft LOSS OF GZ DUE TO THE CFFECT OF WIND AND WEATHER Righting moment = W x GZ ‘Therefore, Gz — Righting moment 17,606 =04f Draw a line parallel to the horizontal axis corresponding to a GZ. of O-4 ft In the first case the range of stability extends from 0° to 90°; in the second case the range has been reduced and extends between 10° and 88°. This indicates that the vessel rolls either side of x 10° heel due to the effect of windage. N.B. In actual fact the moment due to windage is not of constant value but is proportional to the square of the cosine of the angle of heel. Dynamical Stability Whilst the moment of statical stability at any specified inclination (8) is a measure of the tendency of a vessel to return to the upright (W x G2) it is in no sense a measure of the work which had to be exerted to create the heel in the first instance. The sum of the infinite humber of progressively increasing moments of righting couples alone gives the measure of work done. As such this measure of work, called dynamical stability may be found from the product of the ship's dis- placement and the area under the curve of statical stability 1p to the specified angle of heel, Another aspect of the same feature concerns the mass of the ship acting vertically downward through G and the equivalent acting upward through #. Since the forces due to gravity and buoyancy act vertically the dynamical stability is a measure of the work done in separating Gand B. This is given by Moseley's Formula as follows: Dynami sabiny = ££) nou — eo130 NAUTICAL CALCULATIONS EXPLAINED Example 83 A box-shaped vessel 100 ft x 30 ft x 30 ft floats upright at a draught of 15 ft in salt water. If the GM is 12 in, calculate the dynamical stability when the ship has hecled 30°. Fig. 57 (Q)"BY THE DIRECT APPLICATION OF MOSELEY'S FORMULA = — BG(I — cos 9] Dynamical stability = 7 Substitution in this formula requires principally the finding of the volume (v) of the wedge of emersion and the vertical separation of the centroids (ght |- gin) of the emerged and immersed wedges. The calculation may be divided into the following steps: @ To FIND axa wate bed 35 100» 3015 a Wo 1.2857 tone (ii) 10 FIND ¥ yon x 8x 2x une x 1 100 x 15 x 19 x — v = 6495-4 18 Gi) 10 FIND (gh + gala) ‘The geometry of the emerged wedge shown in Fig, 58 shows that gh = 3 so that: Bh + By (iv) 10 IND ¥ (¥) 10 FIND BM AND BG132 NAUTICAL CALCULATIONS EXPLAINED (si) To FIND THE DYNAMICAL STABILITY Dania iti W PEELE — no — oo] 6499-4 x 5 x a(r— 1.287 [ a ( = 238-9 tons ft Q) MopincaTION OF MosELEY'S FORMULA “The calculation shown above can be simplified, if the vessel is assumed to be wallsided, and the need for finding the volume of the wedge obviated by expressing the formula in terms of the GM and BM. tmay be shown that this takes the following form: W May 0 (2 GM ++ BM(see 8 — 1,285-7 Hav 30°(2 x 1 ++ 5(see 30° ~ 1) = 12857 Hav 0° [2.4 15, ~ 5] 2389 tons ft as before Dynamical stability Fvample 84 A vessel of displacement 15,300 tons has values of GZ, as follows: at 45° heel 0-33 ft, at 30° heel 1-22 ft, at 45° heel 2-62 ft, and at 60” heel 2.98 ft. Caleulate the dynamical stability at 607 hecl. a4 % ° 5 3 © Fig, 59 TRANSVERSE AND LONGITUDINAL STABILITY 133 ‘The dynamical stability calculated from the product of the displace- ‘ment and the area under the statical curve of stability to the angle required is done by Simpson's rules, and the rotational distance involved is obtained by expressing the common interval in circular measure. Tabulate the work as follows. Heel GZordinate. = SM_~—Produets o ° 1 ° Is 033 4 132 30° 122 2 244 as 262 4 1048 60° 2.98 1 2.98 Sum = 1722 Dynamical stability ~ W x area under statical eurve xt dS = 15,300 x 1 x JS 1.20 22,990 tons ft Example 85 A ship of 7500 tons displacement has a GM of 2 ft 6 in, Estimate the dynamical stability at 10” hee. Provided that the heel (6) is small, ie, less than about 15%, the dlynamical stability may be ealeuiated Trom the following approxima. tion W.GM.@* Dynamical stability = N.B. @ must be expressed in circular measure; thus, in this ease: : 7,500 x 25, (10.8 Dynamical stability = 2500% 25, (10) ae ~ 2 57: = 285-54 tons ft ‘Metacentrie Diagram If-curves for KM and KB are drawn and set against draught, where the vertical and horizontal scales are the same, then a line drawn at 45° from the origin will permit of the BM and KB being read off individu- ally for any given draught. If the KG is also plotted a quick apprecia- tion of the GM is obtained from the diagram. Scales of displacement,134 NAUTICAL CALCULATIONS EXPLATNFD MCT | in, and TPE can also be added against the scale of draughts. Several variations are possible when presenting the ship's stability information, both tabulated and graphical Example 86 Construct a metacentric diagram showing curves for KB and KM for (@ a box-shaped pontoon, and (ji) a triangular-shaped pontoon floating apex down, each measuring 200 ft x 40 ft x 40 ft. If the KG of each vessel is 15 ft find from the diagram: (@ The KB, KM and GM of the box-shaped pontoon at draughts of 8} ft and 25 ft, (®) The KM which proves to be numerically the same for both shapes of pontoon and the draught at which it occurs, In order to draw the curves for the metacentres (KM) and centres of buoyancy (KB) for the two shapes the reader is reminded that the BM must be calculated for a series of draughts. The formulae involved (see p. 60) are related as follows and the work lends itself to tabulation as shown: For the box shape, KM = BM ++ KB Bod KM=5 45 @ For the triangular shape, KM = BM + KB kM = Bet 24 (oy 6d 3 NB. In this particular example the dimensions indicate that the breadth at the waterline (By,) of the triangular shape is numerically identical to the draught. In other cases it would be necessary to calculate Br in proportion to the draughts at which they occurs see p. 62. Rectangular prism sm | KB | KM Triangular prism Draught waune ‘TRANSVERSE AND LONGITUDINAL STABILITY 135 Rectangular prism ‘Triangular prism Fig, 60 ‘These results are graphed as shown above and the results obtained as follows: (q@ At 8} ft draught the box-shaped pontoon has, 425 ft 20-00 ft 15-00 ft (given) +500 ft136 NAUTICAL, CALCULATIONS EXPLAINED. At 25 ft draught, KB= I250ft KM = 17-80 ft KG = 1500 fi (given) (6) The KM for the box-shaped and triangular shaped pontoons is numerically the same (KM = 163 (0) at 20 1 draught. This may be established alternatively as Follows: KM (Box) KM (Triangle) Example 87 A vessel 416 ft long and loaded In order to estimate the final draughts it is necessary to obtain from the hydrostatic curves a value for the MCT Lin, the TPI, and the position of the centre of flotation, A mean displacement during these stages of loading is permitted as follows: Loaded displacement = 12,650 tons’ Present displacement -~_9,290 tons }Mean 10,970 cons Cargo to be loaded »= 3,360 tons Deep tank = 700 tons Remainder (660 tons Nos. 2 andl 5 holds each ==" 1,330 tons Using the mene displacement of 10,970 tons marked A on the dis TRANSVERSE AND LONGITUDINAL, STARILITY Gk FoRD moMat!g oe aHonvaa 137 Fig. 61138 NAUTICAL CALCULATIONS FXPLATNED placement scale of Fig, 61, the following information is abstracted along the routes listed: Route A~» B-> D-> H gives TPI ~ 46-7 tons Route Ar B-> C-> G gives MCT Lin = 1,180 tons ft Route A» B-> E> F gives CIF = 65 ft forward from ‘midships ‘To calculate the draughts on completion the usual procedures are adopted as follows (@ To FIND sue SINKAGE 5111-95 in i) 10 FIND THE CHANGE OF TRIM Compartment | Tons | Distance from C/F [Moment F|Moment A| Deep tank 700 | 593+ 65= 658 No.2L.H. |1,330| 878—65~ 81-3 | 108,1290 No. SEH. | 1,330 | 14204 65 = 1485 Total | 3,360 ‘TOB,129-0 | 243,565:0 108,129-0 135,4360 Change of trim = Moment MCT Tin 135,436 7,180 = 114-77 in aft Change of draught aft due to (416/2 + 6.5) trim 416 x47 = +59:18 in Change of draught forward (4162 — 65) due to trim x M477 = —55-59 in 416 TRANSVERSE AND LONGITUDINAL STABILITY. 139 (ii) CALCULATION FoR FINAL DRAUGIETS Original draughts 22 ft 0-00in F 14 ft 10.00 in A Sinkage, @) above +5 ft 11-95 in Bit 995 in ‘Trimming, (ii) above —4 ft_7-59 in Final draughts T2736 in F N.B. The reader should not be misled by an apparent discrepancy between the initial mean draught of 18 ft 10 in and the corresponding displacement of 9,290 tons. With the centre of flotation §:3 ft forward cof midships (for 19 ft draught) the true mean draught is 18 ft 10 in + 2 in = 19 ft. For further examples of this point see p. 112.35. 36, m. 38, 29, 40, EXERCISES ‘A vessel of 5,600 tons displacement, KG = 18:5 f1, loads 2,200 tons, KG = 12ft; 850 tons, KG ~ 18 ft; 630 tons, KG = 20 ft and 480 tons of cargo, KG = 23 ft Calculate the KG on complet on of loading. A ship displaces 2,300 tons, KG 15 ft. Cargo loaded: 900 tons, KG 13 ft; 750 tons, KG 17 ft; 350 tons, KG 2h, Calculate the final KG on completion of loading, ‘A vessel of 3,706 tons displacement, KG 18 ft, loatls the following cargo: 1,200 tons, KG 13 ft; 2,300 tons, KG 17 ft; 970 tons, KG 24 ft; 600 tons, KG 28 ft; and 500 tons, KG 32 ft. Caleulate the KG on completion of loading. A vessel of 6,730 tons displacement, KG 195 ft, lifts a weight of 45 tons ‘out of the hold with a derrick whose head is 60 ft above the keel. KG of heavy lift 8 N. Caleulate the rise of G once the derrick has taken the Weight of the heavy fit A vessel of 3,200 tons loads the following cargo: 460 tons, KG 13 ft, LCG 160 ft for'd of amidships 250 tons, KG 17 fl, LCG 60 ft for'd of amidships 30 tons, KG 25 ft, LCG 110 ft for'd of amidships 200 tons, KG 27 ft, LCG amidships 280 tons, KG 15 fi, LCG 40 ft abaft amidships 120 tons, KG 18 ft, LCG 120 ft abaft amidships 360 tons, KG 23 £1, LCG 140 ft abaft amidshins The vertical position of G prior to loading was 18 ft above the keel and the longitudinal position of G 12 ft abaft amidships. Calculate the final position of G with reference 10 the keel and the mmidlength. Length of vessel 390 ft A vessel arrives at the final loading port, displacement 8760 tons, KG 245 f then loads 530 tons, KG 24 ft; 390 tons, KG 32 ft; and 25 tons on. cok, KG 38 f 140 41 42, 43. 44, 43, 46, 41, TRANSVERSE AND LONGITUDINAL STABILITY 141 ‘©n completion of loading the ship sails for a port distant 5,328 mites at 15 knots. Fuel consumption 45 tons per day, water consumption 15 tons per day; KGs of fuel and frestt water consumed 2 ft. Assume the KM to remain constant at 28-2 ft. ‘Assuming no slack tanks on departure and a loss of GM due to slack tanks of 036 ft on arrival, calculate the GM on departure and arrival A boxshaped vessel, 95 ft x 35 ft x 24 ft, floats on even keel at a draught of 16 f Caleulate the KM. A triangularshaped vessel has the following dimensions: L 75 ft, B= 201i, D = 18 ft. The barge floats on even keel ata draught of 14 f caleulate the KM. A vessel, displacement 3,500 tons, draught 18 ft, has a moment of inertia of the load waterpiane of 1,891,000 ft* units, Calculate the BM. If the waterplane area is 7,250 It; calculate the KM of the vessel using Morrish’s formula, ‘A box-shaped pontoon of length 100 ft, breadth 60 ft, depth 20 ft floats in salt water at a draught of 14 ft. Heavy lifts are stowed on dec as follows: 50 tons, KG 26 ft; 120 tons, KG 24 ft; and 80 tons, KG 27 Mt If the KG of the pontoon is 8 ft, calculate the final GM of the pontoon. ‘A barge floating on even keel at a draught of 10 ft has the following dimensions: Length and breadth of deck: 80 ft and 20 ft respectively Length and breadth of keel: 70 ft and 16 ft respectively Depth of barge 15 ft Cateulate the KM of the barge. ‘A barge in the form of a frustrum of a rectangular pyramid of total depth 12 ft has the following measurements Deck measurements: L = 120 ft, B = 30 ft Keel measurements: L— 80 ft, i! = 20 ft. The barge floats at an even keel draught of ft Calculate the KM. ‘A barge of length $0 ft has a uniform eross-section consisting of a rectangle above an isosceles triangle; tie former measures 20 ft wide and 8 ft deep, the latter has @ beam of 20 ft and a vertical depth of 12 ft. If the barge floats on even keel at a draught of 15 ft calculate the KM.142 48. 49, 50, st. 32. NAUTICAL CALCULATIONS EXPLAINED ‘A vessel, displacement 6,400 tons, KG 175 ft, loads the following cargo 1,400 tons, KG 14 ft; 860 tons, KG 21 ft. A further 150 tons of cargo, KG 22 ft, are then loaded on the starboard side 20 ft from the centre line, How many tons of fuel oil, KG 2 ft, must be transferred from starboard to port, a distance of 40 ft, to keep the vessel upright. ‘Calculate the final GM assuming the KM to be constant at 18:6 ft and that the effect of free surface is negligible. ‘A vessel displaces 8,500 tons, KG 19 ft, KM 21 ft. A weight of 20 tons is transferred from the port side of No. 2 Lower Hold, KG 8 f, distant 20 ft from the centre line, to the starboard side of No. 2 "tween deck, KG 28 ft, distant 25 ft from the centre line. Calculate the angle of list. ‘A vessel, displacement 7,300 tons, KG 18-5 ft, KM 208 ft, loads the following cargo: No. 2 LH, 200 tons, KG 14 ft, distant 8 t to port of the centre line. No. 3 LH, 120 tons, KG 17 h, distant 21 ft to port of the centre Tine. No. 4 LH, 100 tons, KG 19 ft, stowed on the centre line. No. 2 LH, 140 tons, KG 18 ft, distant 24 ft to starboard of the centre line. No. 3 LH, 180 tons, KG 23 ft, distant 17 ft to starboard of the ‘centre line, Calculate the list, if any, on completion of loading. [A weight of 20 tons is moved horizontally across the deck, from star- board to port, through a distance of 45 ft; displacement of vessel 7,620 tons, KG 21-7 f, KM 249 ft. Calculate the angle of list. ‘A vessel of 11,520 tons displacement, KG 22 ft, KM 23-7 ft has a list of 4 to port. A further 320 tons of cargo has still to be loaded and the ‘only available space is No. 2 TD, KG 25 ft, at a distance of 18 ft from the centre line on each side of the vessel ‘Calculate the final GM and the weight to be loaded on each side to bring the vessel upright. ‘A vessel, displacement 9,800 tons, has two heavy lifts to load, one of 48 tons and the other of 24 tons, The 18-ton lift is to be loaded first on the inboard side at a distance of 26 ft {rom the centre line; KM of vessel 23 ft, KG of the weights on deck 42 ft, height of derrick head above the kee! 60 ft, horizontal distance of derrick head from the centre Tine when plumbing the quay 46 ft, height of derrick head above the quay 19 ft. If the angle of list must not exceed 6* calculate the minimum GM. required before loading. TRANSVERSE AND LONGITUDINAL STABILITY 143 ‘54, A vessel, light displacement 3,900 tons, loaded deadweight 7,600 tons, is 350 tons short of the deadweight and has a list of 3}° to starboard. Space is available on the port side at a distance of 20 ft from the centre Tine and on the starboard side at a distance of 16 ft from the centre lin. Calculate the weight of cargo to be loaded to port and starboard to bring the ship upright given that, KM = 21-9 ft, KG prior to loading 19-6 N, KG of additional cargo = 26 ft. 55. A vessel, displacement 12,600 tons, KG 228 ft, KM 237 ff, fills a ‘swimming pool on deck abreast of No. 4 hatch. ‘Dimensions of pool, 20 fe x 10 ft x 8 f, filed toa depth of 7 ft with salt water (35 ftton). ‘If the height of the deck is 38 ft above the keel and the centre of gravity of the pool 16 ft to port of the centre line, calculate the angle of lst assuming the free surface effect to be negligible. 56. A vessel, displacement 9,200 tons, KG 21 ft, KM 23-7 ft, has 280 tons. of cargo to load. The only available space is in No, 3 TD, KG 26 ft, 48 ft to port of the centre line, and i No. 3 SD, KG 34°ft, 22 ft to starboard of the centre line Tf the vessel has a list of 4° to starboard, calculate the amount of cargo to be loaded in each space to finish’ upright and the GM on completion of loading, 57. A box-shaped pontoon, 60 ft x 28 ft x 14 ft, loats on even Keel at a Graught of 8 ft; KG of pontoon 7 ft. Weights are to be loaded on the pontoon as follows: 18 tons, centre of gravity 5 ft above the deck and 10 ft to port of the centre line. 24 tons, centre of gravity 7 ft above the deck and 5 ft to port of the centre line, 30 tons, centre of gravity 7 ft above the deck and 8 ft to starboard of the centre line, Caleitlate the angle of list on completion. 58. A vessel, displacement 6,200 tons, KG 1855 fi, KM 20 ft, has a list of 4° to starboard. It is necessary, in order to facilitate repairs, to list the ‘vessel a further 5°. Calculate the weight of cargo to be transferred from the port side of No. 2 “tween deck to the starboard side of No. 2 shelter deck. Cargo No. 27D, KG 23 ft, distant 18 ft from the centre line. Cargo No. 2 SD, KG 30-{t, distant 22 ft from the centre line. 59, An undivided double bottom tank measuring 50 ft x 50 ft x 4 ft is half full of sea water ballast. The ship’s displacement is 8,500 tons, KG 18 ft, GM2 ft. Calculate the GM after emptying the tank.144 60. ol. 2. 6. 64, 65, 66, on NAUTICAL CALCULATIONS EXPLAINED A vessel it light condition, displacement 6,000 tons, is in danger of rifting on to a lee shore. Calculate the effect of free stitface on the GM ‘after flooding No. $ hold (a) to a depth of 4 ft, (b) to a depth of 8 ft Assume the hold to measure 60 ft x 60 ft and the tunnel elevation to be rectangular 7 ft 6 in by 4 ft situated on the centre line. A vessel, light displacement $,310 tons, KM 21-9 ft, carries out an inclining experiment. A weight of 20 tons is moved transversely a ‘number of times across the deck a distance of 36 ft and the mean deflec- tion of a plumb line, 17 £16 in in length, is 10-2 in, Calculate the KG of the vessel for the above condition. A vessel under construction carried out an inclining experiment to determine the pos: ion of the centre of gravity. The displacement at the time of the experiment was 3,760 tons, and a weight of 25 tons was ‘moved transversely across the deck a distance of 40 ft. A plumb line 18 ft in length had a mean deflection of 9 in, KM = 22-7 ft. “Additional weights were added prior to completion as follows: 23 tons, KG 19 ft; 116 tons, KG 12 ft; 34 tons, KG 15 ft; 48 tons, KG 425 ft; and 28 tons, KG 46 ft. After this 50 tons, KG 25 ft, was Femoved from the vessel Calculate the light displacement and KG for this condition, A box-shaped vessel 280 ft long, 28 ft beam and 18 ft deep floats at 6-ft draught. The vessel is divided by transverse bulkheads into seven equal compartments. If the third and fifth compartments are flooded through open sea suctions, calculate the draught. A ship 400 ft long, 60 ft beam and 38 ft deep floats at a draught of 20 ft. ‘The waterplane area is 19,320 {1, A hold compartment extending 25 fi forward and abaft the midfength is of the same rectangular section ‘throughout its length. This compartment is bilged and admits sea water. ‘Compare the increase of draught with and without a watertight fat located at 22 ft above the keel ‘A box-shaped vessel 100 ft long, 10 ft heam and 5 ft deep floats on even keel at 2 ft draught. An end compartment 10 ft long and of permeability 60% is flooded, Calculate the draught at each end, ‘A vessel of triangular cross section, length 100 ft, breadth at deck 30 ft, Uepth 20 ft, KG 12 fy, floats at a draught of 14 ft forward and aft, Calculate the MCT in, A vessel, length 450 ft, displacement 9,800 tons, LGM 600 ft, TPI 46, entre of Motation 12 ft abaft amidships, has the toltowing draughts: 68, 69. 10. 71 n. ‘TRANSVERSE AND LONGITUDINAL STAMILITY 145 forward 19 ft 2 in, aft 22 f7 in, The vessel loads 145 tons of cargo in No. 1 hatch which is 180 ft forward from amidships. Calculate the new draughts, 0 A vessel, $20 ft long, has to cross the sill of a dock, the maximum permissible draught being 23 ft 9 in, She arrives of the dock with draughts of 21 ft 6 in forward, 24 ft 2 in aft; MCT 1 in = 870 tons ft, TPI = $4, centre of flotation 15 ft forward from amidships, centre of gravity of the forepeak tank 250 ft forward from amidships. Calculate the minimum amount of water to pump into the forepeak (tank and the draughts on completion, A vessel, length 410 ft, MCT 1 in 980 tons ft, TPL 48, centre of flotation 8 ft forvard from amidships. Where should a weight of moderate amount be placed so that the draught aft remains constant. A box-shaped vessel, 150 M1 % 30 ft x 20 ft Mloats in salt water at a ‘draught of 12 ft forward, 14 {1 aft. A weight of 50 tons is loaded 40 ft forward from amidships. Calculate the new draughts, A vessel loaded displacement J2,500 tons, his loaded mean draught oF 26 6 tn. The wesc lots in dock water, SG1.006, at draughts of 24 fe 9 in forward, 25 ft IT in aft. MCT tin ~ 1080 tots fy TPI~ 5, Centre of flotation amidships Calculate the amount of crgo to be loaded into Nos. 2 and 4 hols, 120 ft forward from, and 130 ft bait amidships rexpecively, to bring the ves to he loaded draught and on even kes! [A vessel, light displacement 3,800 tons, deadweight 5,400 tons, KG 21-6 ft, KM 23:2 fl, MCT 1 in 960 tons ft, TPI 48, centre of flotation amidships, has alist of 4° to starboard and draughts of 23 ft 1 in forward, 24 3 in aft ‘Cargo is then loaded as follows: 150 tons, KG 21 ft, 130 f1 forward from amidships and 25 ft to = port of the centre line. 120 tons, KG 19 fi, 85 ft forward from amidships and 20 ft to starboard of the centre Hine. 220 tons, KG 22°5 ft, [20 ft abaft amidships and 10 ft to port ofthe conte line, 90 tons, KG 24 ft, 180 ft abait amidships, with its centre of gravity ‘on the centre line Calculate the list and draughts on completion, Tis then required to bring the vesse! upright and on even keel. Oil is transferred a distance of 120 ft from No. 3 DB port and starboard tanks to No. 2 DB port and starboard tanks. The centre of gravity of ccach tank is 15 ft to port and starboard respectively of the centre line146 NAUTICAL, CALCULATIONS EXPLAINFD Caleutate the amount of oil transferred to each side of No, 2 DB tank, ‘and the draughts on completion, 73. A vessel of 5,725 tons displacement, KG 21 ft, GM 24 ft, TPI 40, enters dryddock on even keel. Caleulate the loss of GM and the righting moment per degree of hheel when the dock water has fallen 2 116 in after the ship touches the blocks. 74. A vessel of 10,000 tons displacement, length 400 ft, KG 22 ft, GM 3 ft, MCT 1 in 1,100 tons ft, centre of flotation midships floats at draughts 1916 in F, 20 ft 6 in A. The ship is beached until the stem touches a flat shelving beach having a gradient of 1 : 200 Calculate the loss of GM and the righting moment per degree of heel when the ship settles with the fall of the tide. 75. A ship of 5,000 tons displacement, 400 ft long, KG 22 ft, GM 2 ff, MCT 1 in 1,000 tons ft, TPL 50, centre of flotation 20 ft aft ftom amid ships enters drydock with draughts 9 ft forward and 13 ft aft with a clearance of 12 in over the blocks, Find by calculation: (i) The force exerted at the heel of the stern post when the ship takes the blocks fore and aft, and the righting moment per degree of hheel when this occurs. Gi) The force exerted at the keel when the water has fallen 5 ft and the draught a¢ this instant. (il) The force exerted at the Keel when the water has fallen 2 ft and the draughts at this instant, 76. A box-shaped pontoon 100 ft x 30 ft x 30 ft, KG 10 ft floats on even keel at a draught of 10 ft alongside a jetty with a clearance of 2 ft under the stem and I ft under the stern. ‘Assuming that the dock bottom is flat and smooth calculate the GM and the righting moment per degree of heel at the instant of grounding fore and aft when the tide falls, 71. & vessel of length 465 fe floats at draughts of 16 ft 11 in forward, 2207 in aft, centre of flotation 11-6 ft abaft amidships, At a draught of 19119 in the displacement measured from the curve of displacement is 6,720 tons; TP = 42:3, Estimate the vessel's displacement. 78, The draught marks of a vessel 490 ft Jong are 10 ft abaft the forward perpendicular and 30 ft forward of the after perpendicular. If the draught as read is 18 ft 1 in forward and 24 ft 4 in aft, calculate the straughts at the perpendiculars and the true mean draught of the vessel. Centre of flotation 8:4 ft forward of amidships. "TRANSVERSE AND LONGITUDINAL STABILITY, 147 79, A vessel, length 460 ff, berths with draughts F 14 ft 2 in, A 17 ft 4 in, Centre of flotation 7 ft forward from amidships. The ship then loads @ ‘quantity of concentrates and the draughts on completion are F 21 ft6 in, ‘A219 in, centre of flotation. 12 ft forward of amidships. During the loading period 47 tons of oil, and 48 tons of water were consumed; 235 tons of fresh water were taken on board. Calculate the weight of concentrates loaded. Displacements at various draughts: 14ft, 6,320 tons 21 ft, 10,190 tons 1541, 6,860 tons 22 fr, 10,780 tons 164, 7,400 tons 23 fe, 11,370 tons 80,.A double bottom tank, length 60 ft, breadth 49 ft, depth 4 ft, is sub- divided by a centre girder. How much salt water, to the nearest ton, ‘must be pumped into the double bottom tank so that the metacentrie height remains constant. Vessel's displacement 8,000 tons, KG 20 ff, KM 225 fi. Assume SW at 35 fe'/ton, BI. A vessel of displacement 8,000 tons, has a curve of stability with GZ, ordinates of 0-80, 1:95, 2-43, 230, 1-32, O-11 ft for angles of heel of 15°, 30°, 45°, 60", 75° and 90° respectively. ‘Draw the’ curve of statical stability and obtain the information as detailed on p. 120. 82, Using the GZ ordinates given in Question 81 calculate the dynamical stability to a 60° angle of heel. 83, From the cross curves of stability, Fig. 50, p. 122, draw the curve of statical stability for a displacement of 12,300 tons, KG 22 ft, and obtain the following information from the curve: (1) The value of the maximum righting lever and the angle at which it occurs, @) The range of stability From the eros cures of stabiliy, Fig. $0, p 122, draw the cure of Me Eat sabity fora apace of 6800 fons, KO21 Te Show the Siero congant moment of 3,10 tons due to gle conto an how ths fects the range of salty. To What approximate angle Wil thewind eal the ship 85. From the cross curves of stability, Fig. 50, p. 122, draw the curve of statical stability for a displacement of 7,900 tons, KG 225 ft. Due to the consumption of oil fuel there is free surface causing a virtual rise in the centre of gravity of 0-4 ft, Draw both curves of statical stability and compare: (1) The maximum righting levers and the angles at which they occur. @) The ranges of stability.148 NAUTICAL CALCULATIONS PXPLAINED 86. A vessel of displacement 3,400 tons, GM 6 in, has a deck cargo of coke. Due to absorption of water and the consumption of bunkers there is a reduction in the GM of 12 in, Compare the two curves of stability and find the “angle of loll", At the commencement of the voyage the GZ. ‘ordinates at intervals of 10° of heel commencing at 10° were 0-1, O-4l, 1-03, 0:94, 0:50 and —0-10 ft. 87. A vessel of loaded displacement 14,750 tons corresponding to a draught Of 26 ft, has draughts of 25 ft 10 forward and 38 6 in atin water of Sensty 1,016 ox At the same time measurements show the conte ofthe Toadsine disc to be 12m above the waterline onthe starboard sie and 4in above the waterline on the port side The length ofthe vessel, 520 fy breadth amidships 64 ft, TPL 58, centre of flotation 8 ft abaft ips, KM 23'5 ft, KM 398 f, GM 29 fh, Its required to bring the ship on even kee, upright, and down to the summer marka 8 loading” some cargo in Wor 4 hath oval Aistbuted aBout the fore and aft cente fine at KG 32 fe and 70 batt amidships, and the remainder in No, batch at postions 20ft cach Side of the fore and aft centre fine t KG 36 and 120 ft forvard of amidships, Caleulate the amounts of cargo to loadin Nos. 2 and 4 hatches, What isthe draught on completion andthe final GM? 88. A vessel has the following waterplane areas of 20,958; 21,336; 21,714; 22,050; 22,344; and 22,596 fat draughts of 10, 12, 14, 16, 18 and 20 ft respectively. The displacement at 10 ft draught is 5,380 tons. Construct displacement and TPI scales or curves and find the TPI and displacement at draughts of 13 ft, 17 ft and 19 ft 6 in. 89. A box-shaped vessel, 200 ft x 40 ft x 30 ft, floats upright at 15 ft draught, GM 2 fe. Caleuiate the righting levers at heels of formula 20° and 30° using Atwood's 90. A vessel of rectangular cross section measuring 200 ft long, 40 ft beam. and 30 ft depth has an initial GM of 2 ft when floating upright at 15 ft draught, Calculate the dynamical stability at 30° hecl from the expression W. Hav # [2 GM ++ BM (ee 0 — 1). 91. A vessel 300 ft long, 40 ft beam, floats at 15 ft draught in salt water, If the righting levers at 10°, 20° and 30° hee! are 03712, O-8855 and 1-7406 ft respectively, calculate the dynamical stability at 30° from the area under the curve of statical stability. 92, A box-shaped pontoon floating in salt water at 15 ft draught measures 200 ft long and 40 ft beam. Using the Wallsided Formula, and assuming. an initial GM of 2 ft, calculate the righting moment at 20° heel 93, 98. 96. 7, 98. 99, ‘TRANSVERSE AND LONGITUDINAL STABILITY 149 A box form 200 ft x 40 ft x 35 ft floating at 15 ft draught has tackles attached to a pole mast. Calculate the work done in heeling the vessel to 30° from the upright. Use Moseley’s formula and assume GM is 2 ft when upright. |. Find by calculation or from graphs the draught at which the box form and the triangular form (floating apex down), and measuring 60 ft beam and 20 ft depth have identical KMs. ‘A passenger liner of 27,500 tons displacement, GM 2 ft 3 in, is fitted with stabilisers which effectively reduce rolling from 12° each side of the upright to approximately 2, Calculate the work done by the stabilisers in one complete roll from one side to the other and back. If the period of roll is 16 sec estimate the effective horse-power of the stabilisers (One horse-power == 33,000 Ib fe/min,) A ship of displacement 12,650 tons, KB 13 ft, KM 23° ft, KG 21°8 ft, is heeled 4° due to gale force wind. Calculate the dynamical stability at this angle assuming that the sides, of the ship are vertically parallel. A box-shaped pontoon measuring 80 ft L x 20 ft B x 20 ft D floats upright at 15 fe draught. If 170} tons ft work is exerted to heel the pontoon until the deck edge is just submerged, calculate the KG. ‘A vessel of fength 420 ft drawing 9 ft 6 in F and 17 ft 6 in A takes 276 tons of ballast in No. 2 DB tank (80-64 ft forward of midships). Using the hydrostatic curves in Fig. 61, calculate how much solid ballast will be required in No. 1 hold (15067 ft forward of midships) so that the ship shall not be trimmed more than 3 ft by the stern. Estimate the raughts when the solid ballast is loaded AA ship has the following characteristics: 10 fe [|] [a] 4 20 | 22 | 24 | 26 31-38|28-10126-18| pea 23-70) 23-7 24-01 5-27] ai] 63 724 40] 949/1059 734 8-40) 9:43| 10-50) 11-57] 12-62] 13.671 Construct grapts for KM and KB for this range of dravghs and assuming the ship’s KG to be constant at 18 fin find the GM for draughts of 21 ft and 25 f¢ 3 in, At what draught is the KM double the draught? Draught (f) KM () KB150 NAUTICAL CALCULATIONS EXPLAINED 100. From the following scales construct a graph of displacement and esti- ‘mate the displacement at draughts of 14 1, 19 ft 6 in and 26 ft | Draught SW dlispl't a | 24 | 27 1080 | 8,720 | 10,400 | 12,070 | 13,800 101, From the following information construct a graph of TPIs and estimate ‘he TP at draughts of 13, 201, 22 6 inand 25. Draught om 7 TPL [e 4442 | 4541 | 4635 | 4730 | 4821 102. A shelter deck cargo vessel 330 ft long, 46 ft beam has a loaded free ‘board of $ in at loaded summer draught of 19 ft 47 in. The vessel, which is alongside in a shallow fresh-water berth, is observed to have the deck line submerged 1} in on the port side and 6} in clear of the water on the starboard side. Calculate the effective draught at the midlength and the increase Which is due to the hee! of the ship. 103, A tanker of 87 ft beam floats at a mean draught of 34 ft 64 in. During: the last stages of loading the vessel takes a temporary list of 8°. Allowing for a rise of floor of 9 in, and assuming the ship floats in 41 ft of water, ‘calculate to the nearest inch the clear depth of water below the turn of the bilge on the low side. SECTION 3 Ship Performance: Speed, Fuel, Slip and HorsepowerConsumption of Fuel and Speed Performance SS the ship's performance is governed principally by: (a) Fuel energy supplied, ie. IHP (C), (b) The distance the ship is moved (D), (©) Holl characteristics (e.g. displacement, 17), (d) Weather conditions and the state of the sea, it follows that, so far as is possible, the known variables must be con- nected. This is done as follows: (0 If the speed of the ship is constant: Fuel consumed cc distance travelled, and displacement? cxpxw - (Gi) If the time is constant Rate of fuel consumption cc speed? and displacement? Casx Wt 7) ii) If the distance is constant: Fuel consumed cc speed? and displacement! Castx Wt +) (iv) These variables are connected as follows: Castx Dx WI from which, x Di Ht CSE” Dy” Wal The following examples illustrate some of the estimates which can bbe made regarding the ship's progress. Example 88 ‘A vessel consumes 36 tons of fuel per day at 14 knots. Calculate the daily consumption at 16 knots, In this case both time and the ship's displacement are constant so that, 153154 NAUTICAL CALCULATIONS EXPLAINED = 36 x ry = 53-74 tons per day Example 89 A ship normally steams at 12 knots with an average daily consumption of fuel of 35 tons. If the voyage is 1,160 miles at a reduced speed of 10} knots, calculate the daily consumption, total fuel required and the duration of the voyage. (9 10 CALCULATE THE DAILY CONSUMPTION (C,) G_ st ans se CG ax ss lost 39 pe 23-45 tons Gi) TO CALCULATE THE DURATION OF THE VOYAGE Distance __ 1,160 Pistance, . INO = 416032 days Days’ run 10-5 x 24 ” days 14 hours 29 min Duration = Doration (ii) TO CALCULATE THE TOTAL FUBL REQUIRED (C) Total fuel = time on voyage x daily consumption 1160 35 x 10-5" C= Sx 34 TP C= 1079 tons Example 90 [A ship proceeds on voyage of 3,744 num. at 13 knots consuming SINP PERFORMANCE 155 40 tons of fuel per day. After travelling 1,248 num, she diverts to answer a distress call and increases speed to 16 knots. Thirty-six hours later she arrives at the distressed ship. The distance to complete the voyage is now 2,336 nam. At the commencement of the voyage there was a total of 600 tons of fuel aboard, 120 of which must be kept in reserve at all times. Calculate the reduced speed to complete the voyage. () 10 CALCULATE THE FUEL CONSUMED FOR 1,248 N.M. 13 knots gives 13 x 24 = 312 miles per day 1,248 uel consumed = 4-38 5 49 = 4 x 40 = 160 tons Fuel consumed = “25° x 40 (ji) 10 CALCULATE RATE OF CONSUMPTION AT 16 KNOTS (C3) Se G=axs Se (iii) 10 CALCULATE FUEL CONSUMED AT 16 KNOTS The rate of consumption in (ji) above was maintained for 36 hours: 3 Fuel consumed = 5 X 74°58 = ILL87 tons (iv) TO CALCULATE THE FUEL AVAILABLE FOR THE REMAINING: 2,336 NM. Fuel consumed for 1,248 n.m., (i) above Fuel consumed at 16 knots, (iil) above Total fuel consumed Fuel available for 2,336 nam. (¥) 70 CALCULATE REDUCED SPEED (S,) FOR REMAINING 2,336 NM. (D3) For the proportional calculation the consumption of 160 tons (C,) for the initial 1,248 n.m. (D,) at 13 knots (S,) can be used as follows:156 Nau ‘AL CALCULATIONS EXPLAINED x2 DB Gx St x Dy Cx Dy B (/ x13 x 1,248 * 1600 x 2,336 S, = 10-836 knots Example 91 A tanker of loaded displacement 25,000 tons carried a full cargo of 19,860 tons of oil from the Persian Gulf to Australia, a distance of 7,316 nm, at an average speed of 15-6 knots consuming 29-8 tons of fuel per day, This is followed by a voyage of 2,760 n.m. carrying 7,500 tons of ballast. Calculate the fuel required for the ballast passage at 15, 16 and 117 knots; the daily consumption for each speed, and the duration of the voyage at each speed, (i) TO CALCULATE THE TOTAL CONSUMPTION (C,) FOR 7,316 Nm At 156 KNOTS Miles per day = 24 x 156 7,316 x 298 24 x 156 Fuel consumption tons (i) To CALCULATE THE DISPLACEMENT FOR THE BALLAST PassaGe (JV) Tons Loaded displacement = 25,000 Cargo = Light displacement == 5,140 Ballast =_ 7,500 Ballast displacement (iii) 10 CALCULATE TOTAL CONSUMPTION (C,) AT 15, 16 AND. 17 KNoTS (S3) FOR 2,760 N.M. (D3) So Di (Wi\t rev/min 175 x 103 ft pitch > rev/min x time 175 x 103 x 60 x 24 ft 175 » 103 x 60 x 24 6,080 The engine distance = 4264 miles ‘The distance advanced in 24 hours SHIP PERFORMANCE 61 Example 95, ‘A vessel makes good a distance of 37S miles between observed posi- tions, the engine distance being 397 miles. Calculate the quasi or apparent slip. Slip is usually given as a percentage of the engine or propellor distance, Da Quasi or apparent slip, Sa = x 100% _ 97 = 315 tog “pr * 100% 2 o 2 x 100% = +554% Example 96 ‘The following information was obtained from the deck and engine-roomt abstracts. Calculate the quasi or apparent slip and the (real) slip of the propellor. Steaming time 24 hours, average speed made good 17-64 knots, favourable current estimated at 125 knots, total engine revolutions 158,436, propellor pitch 16 ft 8 in, (1) To caLcuLaTe THe ENGINE DISTANCE (Ed) 158436 $0 1 6,080 3% 34 = 18-096 knots x 100%18 NAUTICAL CALCULATIONS EXPLAINED 6 — 17564 og 130% 100% 42:52% (4) To CALCULATE THE (REAL) SLIP (S) 5 = FEF x 100 __ 18-096 — (17-64 — 1-25) = 18-096 eee 18.096 — 16:39 ~~ ye0% 1° 49:427% ‘The Pumping of Liqui The distance from which a suction pump will draw liquid depends to a large extent upon the vacuum created in the suction pipe. This in turn depends upon the density and viscosity of the liquid and the length of the suction pipe. Under favourable conditions an efficient pump can draw water from a depth of approximately 26 ft. ‘The height and distance to which the liquid is delivered depends upon the pressure to be overcome at the delivery side of the pump, viz. the “back pressure”. The static pressure is governed by the.“‘head” of liquid and its density. The total pressure acting against the pump combines the static pressure with the distance of delivery, size of pipe, viscosity of liquid, density of liquid, friction, turbulence and rate of pumping. If certain of these factors are either ignored or assumed approximate estimates of pump efficiency and performance can be made. Pumping against a pressure may be interpreted as lifting the liquid a comparable height and the work done or power exerted by a pump may bbe calculated on this principle. ‘The head of liquid necessary to exert a pressure of I Ibjin* is cal- culated as follows: 4a 316 Heag ~ M4 X16 where, = Density of liquid in o7/f 144 x16 or Head = F000 x SG where, SG = Specific gravity of the liquid SHIP PERFORMANCE 163 In the case of fresh water this head is 2304 ft and for sea water 2-25 ft assuming fresh water has a density of 1,000 o2/fi and salt water a density of 1,025 oz/ft Example 97 ‘An engine of 8,500 IHP uses 16 Ib of steam per IHP per hour. If the ‘within a water tube boiler is'600 Ib/in* and the feed pump has an efficiency of 80% calculate the horsepower of the pump. Head of water equivalent to 1 Ibjin? back 148 x 16 1,000 304 fe ft pressure Head of water equivalent to 600 Ib/in® back Pressure = 600 x 2-304 ft Since the boiler uses 16 Ib of steam per IHP pet hour then the total weight of water used in one hour HP x 16 500 16 Ibjh 8,500 x 16 So The total weight of water used per minute ‘The work done in overcoming 600 Ibjin* back pressure is equivalent to the iting of this weight through a height of 00 x 144 ry Rate of work done = weight per min x height = Ssex te > 600 x 2:304 ft Ib/min Monegower of pump = bain 8,500 x 16 - 1 RT X00 x 2804 x ss Since the pump has an efficiency of 80% Required horsepower of pump 8,500 16 5 600 x 2-304 x = 118-7 HP164 NAUTICAL CALCULATIONS EXPLAINED ‘The Flow of Liquid Through a Pipe The absolute quantity of liquid which flows through a pipe is measured by volume, i.e. cubic feet, cubie metres, gallons, litres, barrels, etc, or it can be interpreted directly as weight of liquid when the density is known, e.g. Ib, tons, kilogrammes, ete. If the bore of a pipe is constant then the rate of flow isthe product of the eross section of the pipe and the distance aver which the liquid travels in unit time. Rate of flow (ft/sec) area (ft) x velocity (fe/see) Example 98 ‘A. pump is capable of discharging # double bottom tank, dimensions 70 ft x 60 ft x 4 ft, in3 hours. Ifthe tank is full of salt water calculate (1) @) the rate of flow in tons per hour, (b) in cubic feet per second, and (@) the velocity when discharging through an 8-in diameter ballast line. volume of tank > density dime to empty tank in hours 20x @ x 4 x 1,025 3x 16x 2240 160-2 tons/h (Ia) Rate of flow volume of tank in ft? ‘ime to empty tank in seconds 70 < 60x 4 3x Ox O +55 ft/sec (18) Rate of flow = fe/sec rate of flow per second ross sectional area of pipe Tx 6x4 7 12 12 3x Ox ~*4~F 45 fulsec Q) Velocity = ‘The Flow of Liquid Through a Screw Lift Valve When a valve is fitted in a pipe-fine the flow is restricted by limiting the lift of the valve, Simp PeRFoRATANCE 165 The area of escape is the annular area of the circumferential opening between the valve and its seat, namely the circumference of the opening multiplied by the lift. If the area of escape is greater than the cross sectional area of the pipe, ie. when the valve is fully open, its restrictive effect is zero. Example 9 Caleulate the rate of flow of fresh water through a 4-in diameter pipe when the velocity is 12 ft/sec and the valve lift is (a) } in, (b) 1} ia, Rate of flow ~ Cross sectional area of pipe x velocity (@) vauve Lier } IN Rate of flow = Annular area of opening x velocity (Lift x area of opening) x velocity ° =§ 2x 2x 2h xt ir 7 “2 524 fesee (@) vate Lier Eo When the area of escape exceeds the cross sectional arca of the pipe (valve fully open) its restrictive effect is zero. Let maximum lift = hin, area of circumference = h x 2 nr,166 NAUTICAL CALCULATIONS EXPLAINED ‘Area of cross sect Therefore, hx 2ar = nr? A valve lift equal to half the radius or a quarter of the diameter of the pipe permits of full low. Since the valve has a lift of 1} in there is full low. Rate of flow = Cross sectional area of pipe x velocity wxy 2222 : -Fxaxa* 12 fjsee = 1-048 f/sec ‘Combined Pumping In the event of two or more pumps, of different capacities, working simultaneously their combined effect to empty or fill a tank is calculated as follows: yr) ‘berg pape xy sank bs boor end mallee in Shoes. sade ely art aae Dc cou paste tekin opes te ppt ta In one hour the ee pump empties tank In one hour the small pump empties 5 tank, ‘Therefore, after one hour with both pumps working het of the 8 tank is empty, ie. 7 of tank. Tie to empty tank = 18x 6 min 124 min = 1h 524 min Example 101 ‘A cargo pump discharges oil of SG 0-810 against a back pressure of SHIP PERFORMANCE 167 100 Ib/in*, If the rate of discharge is 900 tons/hr, calculate the effective horsepower of the pump assuming an efficiency of 75%. TO CALCULATE THE HORSEPOWER Head of oil equivalent to 1 Ib/in* back pressure 144 x16 ~ 1,000 x SG 144 x 16 ~ [000 x 0-81 a Head of oil equivalent to 100 Ib/in® back pressure 4 x 16 1,000 x 081 Since the pump is capable of discharging 900 tons/h, the rate in Ibmin 900 x 2,240 = Me The work done in overcoming 100 Ib/in* is equivalent to lifting this weight to a height of 144 x 16 810 work done "33,000 weight x height = 35,000 ee x 220) (4 x16 1 |) * 810“) * 35,000 = 289-59 ft % 100 ft Ib/min x 100 ft Horsepower = Since the pump has an efficiency of 754% the effective horsepower 100 = 289-59 x 100 289°59 x 7S 38612105, 106. 107, 108, 108. Ho, IC ship's engines consume 2 tons of fuel per hour to maintain a speed of 16 knots calculate the increase in the rate of consumption for speeds of 161 knots and 17} knots. ‘A ship has 360 tons of fuel in the bunkers, The consumption is 30 tons per day at 12 knots. At all times 60 tons is kept in reserve. What is the {otal fuel consumed for, and the duration of, a voyage of 2,880 n.m.? Ifa return trip is required on two-thirds of the amount of fuel used on the outward voyage, calculate the reduced speed for the passage. If 180 tons of fuel is available for 1,500 n.m. at 10 knots, calculate (@) how far the ship could steam on 400 tons at 11 knots, (6) what speed Would be required to keep SO tons of fuel in reserve on the original voyage of 1,500 miles. ‘A vessel of 33,000 tons loaded displacement burns 25 tons per day at 13 knots. If the cargo deadweight is 27,000 tons and ballast deadweight 14,000 tons, calculate the total fuel required for a loaded passage of 2,972 nm. at 12 knots and a ballast passage of 3,412 num. at 14 knots, ‘A general cargo ship of 16,300 tons loaded displacement commences the voyage at 15 knots and consumes 55 tons of fuel per day. Ifthe rate Of fuel consumption remains constant how will this affect the ship's speed towards the end of a 3,600 n.m, passage? A ship commences a voyage of 3,350 nm. consuming 25 tons of fuel per day at 15 knots with 260 tons of bunkers aboard. After the first 1,100 n.m, an engine breakdown causes the ship to continue at 10 knots Consuming 16 tons per day for the next 280 nm. to a port of refuge. Doring this period an accident caused the loss of 15 tons of fuel over board. The distance from the port of refuge to destination was 2,100 n.m. ‘Calculate the fuel to load at the port of refuge to maintain 15} knots to destination with two days of reserve fuel aboard ‘The rate of fuel consumption aboard ship is 30 tons per day at 11} knots, Calculate the daily consumption and total consumption each for 9, 10, Mand 12 knots over a 1,000 nm, passage. 168 nL 112, 13. 14. 115, 116. 7. 118. 119. SHIP PERFORMANCE 169, A tanker in ballast, displacement 16,000 tons, proceeds on a voyage of 2,784 n.m. at 14 knots consuming 25 tons of fuel per day. Sufficient fuel was loaded to keep two days in reserve. After 1,500 nm, a further 4,000 tons of ballast is loaded due to weather conditions. Calculate’ the reduced speed to complete the voyage on the original consumption whilst still retaining the original reserve. In the event 220 extra tiles Were steamed due to adverse weather: calculate the fuel remaining on arrival if the reduced speed was maintained to destination, A triple-expansion steam engine has cylinders of 26 in, 43 in and 73 in diameter to which steam enters at 180, 75 and 25 Ibjin*, respectively. If the length of stroke is 48 in and average rev/min 72, calculate the individual horse-powers developed by each cylinder. Show that for equally developed power from HP, IP and LP cylinders the steam pressures must be inversely proportional to the square of the diameters of the pistons. Tf the boiler pressure is 200 Ibjin® and the piston diameters are in the ratio 1:2 : 5 calculate the steam pressures for equal power in the IP and LP cylinders, If the horsepower developed in the LP eylinder of a reciprocating steam engine is 1,100 calculate the required steam pressure assuming length of stroke to be 5 ft, piston diameter 7 ft and the engine running at 60 rev/min, Calculate the HP of a single-cylinder four-stroke internal combustion engine running at 650 rev/min, cylinder diameter 6 in, stroke 8 in and ‘mean effective pressure 112° lb/in?, ‘A triple-expansion steam engine has cylinder diameters of 26 in, 46 in and 80 in each with a stroke of 5 ft 4 in, Caleutate the adjusted steam pressures to each eylinder in order to develop 1,000 THP per cylinder at 60°8 rev/min, A’ quadruple-expansion double-acting steam engine has a cylinder stroke of 44 in, and cylinder diameters of 24 in, 334 in, 48 in and 671 in, Ifthe engine runs at 76 rev/min, calculate the steam pressures for each eylinder when these are developing S11, $36, 558 and 528 IMP respec tively. A propellor has 2 pitch of 16 ft 7 in. The average revolutions during a period of 23 h 30 min were 11944, Calculate the engine distance. A vessel makes good a distance of 406 miles during a day’s run. If the ‘engine distance is 419 miles, calculate the quasi or apparent slip.170 120. 121 12. 123. 124, 125, 126, 327, 128, 129. 130, NAUTICAL CALCULATIONS EXPLAINED ‘A propelior has a pitch of 15 ft 10 in; average revolutions 94:7 per ‘minute. If the quasi or apparent slip is +6%, calculate the speed made good. A vessel makes good a distance of 348 miles in 24 hours. Ifthe engine distance in this time is 339 miles, calculate the quasi or apparent slip, the (real) slip and the revolutions per minute. The propellor pitch is 15 £16 in and the estimated favourable current 1-3 knots. ‘A vessel was heading 045° at 15°5 knots. The current was estimated to set 000° at 2 knots. If the engine speed was calculated as 15:0 knots, calculate the quasi or apparent slip and the (real) During a period of 24 hours the propellor totalled 148,320 revolutions. If the engine distance was 375 miles, calculate the propellor pitch, ‘The engine distance was calculated as 397 miles; quasi or apparent slip +T% Calculate the distance made good. A vessel steams 4,144 miles in 11 days 12 h 18 min. Ifthe propellor pitch is 16 ft and the average rev/min 107°, calculate the quasi or apparent slip. ‘The navigator observes the ship to be making good a speed of 16-78 knots, the engine speed being 17-1 knots. Calculate the quasi or apparent slip. A turbine engine of 14,000 BHP is served by two water tube boilers each having a working pressure of 560 Tb/in#. Calculate the capacity (HP) of the feed pump to each boiler assuming the engine uses 14 Ib of steam per BHP/h. ‘A centrifugal pump is capable of pumping 1,800 tons/h of salt water ‘against a back prescure of 120 Ib/in’, If the diameter of the pipeline is. 12 in and the efficiency of the pump 80%, calcula its horsepower. Calculate the rate of flow of oil (SG 0-840) in tons/h if the velocity is 28 fu/sec through a 12-in diameter pipe with the-screw lift valve fully ‘open. What is the rate of flow when the valve lifts 2 in. {A fresh-water pump is capable of lifting 20 tons of water per hour from ‘a double bottom tank to a storage and service tank a vertical distance of $2 ft. Estimate the HP of the pump assuming an efficiency of 70%, SHIP PERFORMANCE m 131, A double-bottom tank can be run up in 8 hours using the sea injection, ‘A ballast pump can fill the tank in 3 hours 30 min and a smaller pump can Bill it in 6 hours, Calculate (1) How long it will take to fill the tank using the sea injection and both pumps. (@) The ullage after 2 hours using the sea injection and the small pump if the tank is 4 ft deep. @) How long it would take to empty the tank using both pumps assuming they have the same rate for discharging and filing.SECTION 4 Voyage Programmes: Loadlines, Chartering, etc.Loadline Calculations Cras TIONS concerning the loadlines or loadline zones and ‘the maximum permissible draughts are the everyday concern of the ship's officer. Severe penalties are incurred if a vessel is over- loaded; alternatively, freight will be lost if the vessel is not at its maximum permissible draught, or full to capacity, Most loadline calculations may be calculated in one of the two follow- ing ways: (1) Load to the maximum permissible draught at the first loading port and subsequently deduct any excess of cargo as the voyage proceeds. (2) Find the limiting factor for the voyage, ie. the lightest permissible draught, and then work forwards and backwards from this point, tis essential in calculations of this nature to ensure that the vessel is not overloaded at any stage, especially when the voyage extends through several zones. ‘A schematic diagram representing the several ports of call with the associated zones appropriately marked may help the reader to obtain an overall picture of the situation. Example 102 ‘A vessel of summer deadweight 15,300 tons, tropical deadweight 15,800 tons, winter deadweight 14,800 (ons, is to load in Yokohama for Boston, calling at Singapore, Colombo, Aden and Port Said. ‘The ship is to load 4,500 tons of cargo at Singapore and 850 tons of cargo at Colombo. Bunkers initially on board at Yokohama 372 tons; daily consumption 48 tons. Fresh water initially on board 120 tons; consumption per day 18, tons. There are to be 3 days reserve of oil fuel and fresh water at all times. Bunkers and fresh water are to be taken at Yokobama, Singapore, Colombo, Aden (maximum permissible) and Port Said as required. Yokohama to Singapore, summer zone, steaming time 10 days. Singapore to Colombo, tropical zone, steaming time 5 days. Colombo to Aden, tropical zone, steaming time 6 days. ‘Aden to Port Said, tropical zone, steaming time 5 days. 175176 NAUTICAL CALCULATIONS EXPLAINED VOYAGE PROGRAMMES 7 Port Said to Boston, seasonal winter zone (winter season 4 days after leaving Port Said), steaming time 14 days. Calculate the maximum amount of cargo to load at Yokohama, also the oil fuel and fresh water loaded at the various ports. (1) To CALCULATE THE VARIOUS QUANTITIES OF OIL FUEL AND iy} i FRESH WATER CONSUMED BETWEEN PORTS :| es Yokohama to Singapore (10 days) Oil fuel 48 x 10 = 480 tons i s* Fresh water 18 x 10 = 180 tons AA 82 Total G60 tons gill F . Singapore to Colombo (5 lays) Oilfuel 48 x 5 = 240 tons 8 ge 3 Fresh water 18 x 5 = _90tons 333 ge : Total 330 tons iB & Colombo to Aden (6 days) Cilfuel__-48 x 6 = 288 tons op g Fresh water 18 x 6 — 108 tons f 3 Total 356 tons & 238 ‘Aden to Port Said (5 days) Oilfuel 48 x 5 = 240 tons g p28 2 Fresh water 18 x 5 = _90tons ef z 3e = Total 330 tons : e Port Said to Boston (I4 days) Oil fuel_—_48 x 14 = 672 tons 2 Fresh water 18 x 14 = 252 tons $a Total 924 tons 3 al 23 3 days’ reserve of oil fuel = 144 tons 2 3 Fresh water = 54 tons 3:: [8 7 . Total 198 tons eas saz ti BB (2) ASSUME THE VESSEL LEAVES THE FIRST LOADING PORT WITH THE Pes §ise & 52 MAXIMUM: DEADWEIGHT. PERMISSIBLE ese iy ee ce ‘Any exfess deadueight should be deducted as the voyage proceeds, ae a bse : Tabular the work aa follows: ge [a8 5 —S _ eee : Bikes] | ; z] a] 282 & Remarks, and FW} Cargo |Deadweight | Excess] Note 4 pee Leaving Yokohama | 858 | 14,442 |15,300 (S) 1 fe a Consumption Yoko- Fo hama to Singapore 660, 660 Arriving Singapore 14,442 198 14,640178 NAUTICAL CALCULATIONS EXPLAINED Bunkers Remarks and FW | Arriving Singapore | 198 Loaded Singapore 330 528 Leaving Singapore 528 Consumption Singa- pore to Colombo Arriving Colombo Loaded Colombo Leaving Colombo Colombo to Aden, consumption 396 Arriving Aden 198 Oil and water, Aden | 1,254 1,452 Leaving Aden 1,452 | ‘Consumption Aden to Port Said 330 Arriving Port Said [1,122 Departure Port Said | 1,122 4 days to winter zone consumption 264 Arriving winter zone | 858 Departure winter zone Cargo | Deadweight 14,442 | 14,640 4,500 18,942 | 19,470 —3,670 15,272 | 15,800 (T) 15,206 | 15,404 15,206 | 16,658 —858 14,178 | 15,300 (S) 14,178 | 15,036 14,800 (W) Total excess Excess| Note 3,670 | 2 916 | 3 358 | 4 10} 5 236| 6 VOYAGE PROGRAMMES 179 Assumed cargo leaving Yokohama 14,442 tons Total excess 5,850 tons. Cargo loaded at Yokohama 8,592 tons Cargo on board entering winter zone 13,942 tons Loaded at Singapore and Colombo _ 5,350 tons Cargo loaded at Yokohama 592 tons Note 1. This assumes the vessel loads to summer marks with sufficient fuel and water (plus reserve) to reach Singapore. Note 2. Vessel loads sufficient oil and water to reach Colombo together with 4,500 tons of cargo. Vessel may load to tropical marks. Note 3. Vessel loads sufficient oil and water to reach Aden together with 850 tons of cargo. Vessel may load to tropical marks. Note 4. Vessel loads sufficient oil and water to reach Boston since ‘bunkers are to be a maximum. Vessel loads to tropical marks. Note 5. Departing from Port Said the vessel must be at the summer ‘marks. Since the amount of fuel and water on board is the minimum. necessary to reach Boston, the excess deadweight is subtracted from the cargo on board. Note 6. Four days alter leaving Port Said the vessel must be at the winter marks, Any excess is subtracted from the amount of cargo on board. BUNKERS AND FRESH WATER TAKEN AT @ Yokobama Oil fuel Fresh water Initially aboard 372 tons 120 tons Required* 624 tons 234 tons Loaded 252 tons 114 tons (®) Singapore: oil fuel 240 tons, fresh water 90 tons. (©) Colombo: oil fuel 288 tons, fresh water 108 tons. (@) Aden: oil fuel 912 tons, fresh water 342 tons. A check to the above calculation may be obtained by finding the “timiting factor” and working backwards and, if necessary, forwards from this point. Fuel and water consumptions between the various ports are calculated as shown previously. The limiting factor is the deadweight on reaching the winter zone four days after sailing from Port Said. * This includes the 3 days reserve of oil and fresh water.180 [NAUTICAL CALCULATIONS EXPLAINED (@ Deadweight on entering winter zone 14,800 tons (il and fresh water on board to reach Boston plus a reserve of 3 days 858 tons ‘Cargo on board 13,942 tons Cargo loaded Singapore and Colombo _5,350 tons Cargo loaded Yokohama 8,592 tons (&) Deadweight entering winter zone __14,800 tons ‘Consumption Port Said to winter zone _'264 tons, Deadweight leaving Port Said 15,064 tons Consumption Aden to Port Said 330 tons Deadweight leaving Aden 15,394 tons Loaded at Aden 1,254 tons Deadweight arriving Aden 14,140 tons ‘Consumption Colombo to Aden 396 tons Deadweight leaving Colombo 14,536 tons Loaded Colombo 1,246 tons* Deadweight arriving Colombo 13,290 tons Consumption Singapore to Colombo _330 tons Deadweight leaving Singapore 13,620 tons Loaded Singapore 4,830 tonst Deadweight arriving Singapore 8,790 tons Consumption Yokohama to Singapore _ "660 tons Deadweight leaving Yokohama 9,450 tons Oil and fresh water on board 858 tons Cargo loaded at Yokohama $,592 tons Example 103 ‘A tanker, loaded summer displacement 18,480 tons, light displacement 46,350 tons, summer draught 31 ft 4 in, TPT 66 tons, FWA 7 in, loads at Baton Rouge for Boston. Distance to reach the open sea 240 miles. River speed 12 knots, sea speed 14 knots. Oil fucl consumption per day at 12 knots, 24 tons; at 14 knots, 40 tons. Fresh-water consumption whilst ‘underway constant at 12 tons per day. Pilotage trimming water on board leaving Baton Rouge 85 tons. ‘The vessel loads in dock water of density 1,005 07; distance from Baton Rouge to Boston 2,088 miles. On reaching the open sea the vessel steams for 2} days in the summer zone before entering the winter zone. + 1,246 tons ~» 396 tons ol and water plus 850 tons cargo. 141830 tons — 330 tone oil and water plus 4,500 (ons of cargo. VOYAGE PROGRAMMES 181 Calculate the maximum amount of cargo to load assuming there is sufficient oil fuel on board to take the vessel to Boston and return to Baton Rouge with 2} days in reserve at all fimes, There is sufficient fresh ‘water to reach Boston with 10 tons in reserve. Find also the draught sailing from Baton Rouge. TE . r Cont, OF I2knote 24tpa 4 annots 40nd. FM I2tpde ¥ We 250s OF 100% 188 Wks Tine BOSTON BATON ROUGE Total Distonce 208800, OH 100 ton Fig. 64182 NAUTICAL CALCULATIONS EXPLAIN Since the vessel is loading at an up-river port an allowance must be made for oil, water, etc., consumed between leaving the port and reaching the open sea. (1) To CALCULATE THE O1L, WATER, ETC., CONSUMED ON THE RIVER PASSAGE Time to reach the open sea; 240 240 miles at 12 knots = 73 = 20 hours 20 Fuel oil consumed = 24 x 22 = 20tons 7 xt 20 Fresh water consumed = 12 x 57 = 10 tons Pilotage trimming water (given in question) =_ 85 tons ‘Total 115 tons (2) 10 CALCULATE THE OIL. CONSUMED FROM BATON ROUGE TO BOSTON AND RETURN, AND THE QUANTITY ON BOARD WHEN SAILING = 2088 = 240 4, 14 2 oa Total time at sea, Baton Rouge to Boston and return = 11 days Oil consumed at sea = 11 x 40 = 440 tons River passage, Baton Rouge to sea and return 20 = 40 tons 24 days’ reserve fuel = 100 tons il on board leaving Baton Rouge = 580 tons ‘Time on passage; sea to Boston 3) 70 CALCULATE THE FRESIE WATER CONSUMED AND THE QUANTITY ON BOARD SAILING FROM BATON ROUGE Baton Rouge to sea = 10 tons Sea to Boston, 5} days at 12 tons per day = 66 tons Reserve on board = 10 tons Fresh water on board on sailing = 86 tons (4) TO CALCULATE THE DISPLACEMENT AT THE WINTER LOADLINE Winter loadiine is } in/ft of summer 314 in 4 draught below summer loadline VOYAGE PROGRAMMES 183 Decrease in summer displacement = 3&4 in ,. py 44 =F x jx 6 = 517 tons Winter displacement = 18,480 — 517 = 17,963 tons (5) 10 CALCULATE THE CARGO LOADED ‘The limiting factor is the displacement on entering the winter zone, 24 days at sea from Baton Rouge. Winter displacement 17,963 tons Consumption, sea to winter zone "130 tons 24 days at 52 tons (oil and water) Displacement arrival sea 18,093 tons Allowance for river passage F115 tons Displacement leaving Baton Rouge 18,208 tons Light displacement 6,350 tons Deadweight on sailing 11,858 tons Oil on board sailing 80 tons resh water on board 86 tons Pilotage water 85 tons Total 751 tons Deadweight on sailing 11,858 tons Less oil, fresh water and pilotage water: 751 tons Cargo loaded at Baton Rouge __TH10T tons (6) 10 CALCULATE THE DRAUGHT ON SAILING Displacement leaving port 18,208 tons Loaded summer displacement 18,480 tons Difference F7tons Rise due to reduction in tonnage ~ “eight ee = “TPL 2m = FE = e12in184 NAUTICAL CALCULATIONS FXPLAINED Dock allowance = EWA C0 Summer draught 31 £400 in Dock allowance 5-60 in STO in Rise =412in Sailing draught 317 548in Example 104 [A vessel marked with timber Ioadlines loads a full cargo of timber in Poland for Immingham, distance 876 miles, during the winter season. ‘The winter zone commences at 0000 hours on Ist November. The vessel sails nt 0600 hours on 30th October for the UK. Length of vessel 285 ft, breadth 42 ft,summer draught 17 £¢6 in, summer lumber draught 18 ft, summer deadweight 1,215 tons, TPI 24 tons, ‘Consumption per day, oil fuel 12 tons, fresh water 6 tons. Calculate: (1) The deadweight and draught on sai (2) The maximum bei (3) The Be it of the deck cargo. 1um height of the cargo in the wells. POLAND IMMINGHAM. [ Fig. 65 VOYAGE PROGRAMMES 185 (1) To CALCULATE THE DEADWEIGHT AND DRAUGHT ON SAILING 1f days after sailing vessel enters the winter zone Winter deadweight to LW loadline, LS draught ~ 18 ft 0 in Réduction in draught; LW } injft below LS. 18 Reduction = 18 = 6 in, LW draught = Tio in Deadweight at this draught = 7,213 tons Deadweight entering winter zone = 1,215 tons Consumption to winter zone 1 days at 18 tons perday = _ 31-5 tons Deadweight on sailing — T,2465 tons LW draught I7f6in Increase for 314 tons 1-31 in Draught on sailing T7ATS1in (2) TO CALCULATE THE MAXIMUM HEIGHT OF THE DECK CARGO ‘This must not exceed 4 breadth during the winter season ee man (8) HeIaHT oF cARGO IN weLLs This depends on the length of the vessel. If vessel's length is up to 250 ft, minimum height 6.1; over 400 ft, minimum height 7 ft 6 in; and pro rata for lengths between 250 ft and 400 ft. 250-6 400 17 ft 6 in Increase on 6 ft for a length of 285 ft is 7 x 35 = 42 in i 642 in Example 105 An ore carrier leaves Vitoria (South America) for Middlesbrough calling at the Cape Verde Islands to load 800 tons of bunkers.186 NAUTICAL, CALCULATIONS IXPLAINED i 3:77 ss fuel Summer deadweight 23,430 tons, draught 32 ft; TPT 75 tons; consumption 38 tons per day; fresh water 16 tons per day; speed 165, knots. Three days? reserve of oil fuel and fresh water to be on board at all times. Vitoria to Cape Verde Islands 6 days: 'S days in tropical zone 1 day in summer zone Cape Verde Islands to UK Tas 4 days in summer zone 3 days in winter zone Calculate the deadweight sailing from Vitoria and the minimam amount of oil fuel and fresh water on board at Vitoria to reach the Cape Verde Islands. [MibDLesBOROUGH viToRiAa J ISLANDS, Fig. 66 VOYAGE PROGRAMMES (1) To CALCULATE THE WINTER AND TROPICAL DEADWEIGITS (@ Winter deadweight Wis ¥ injtt of summer draught below S. Deadweight reduction = 2 x 75= 600 tons Summer deadweight Less reduction = 600 Winter deadweight = 22,830 tons (®) Tropical deadweight Tis} in/ft of summer draught above S. Deadweight increase = 600 tons Summer deadweight lus increase Tropical deadweight (2) 70 CALCULATE THE SEVERAL CONSUMPTIONS @ Vitoria to Cape Verde Islands 5 days in tropical zone. Oil fuel Fresh wate 5 x 38 = 190 tons 5 x 16 =_80 tons Total 370 tons 1 day in summer zone. Oil fuel = 38 tons Fresh water =_16 tons Total” 54 tons (B) Cape Verde Islands to Middlesbrough 4 days in summer zone. Oil fuel = 4 x 38 = 152 tons Fresh water = 4 x 16 = 64 tons - Total 216 tons 3 days in winter zone. Oil fuel = 3 x 38 = 114 tons Fresh water = 3 X 16 = 48 tons Total 162 tons (©) 3 days’ reserve, oil and fresh water Oil fuel = 3 x 38 = 114 tons Fresh water = 3 x 16 =_48 tons Total 762 tons188 NAUTICAL CALCULATIONS EXPLAINED (3) TABULATE THE WORK assuming the vessel leaves Vitoria with maxi mum deadweight, Deadweight | Excess| Note Remarks 24,030 (1) Leaving Vitoria Consumption Vitoria to entering summer zone 270 216 Entering summer zone| 216 Consumption summer zone to Cape Verde Islands 23,760 330 23,430 (S) Arriving Cape Verde Islands Loaded at Cape Verde Islands Oil Fresh water 23,376 Depart Cape Verde Islands tom | 23.14 |2q208 | ase | peparn Cape Verde pe iBtands 1074 | 22,356 | 28.80 «) Cape Verde Islands to entering winter zone | 216 Arriving winter zone | 858 | 22,356 |23,214 384] 4 Entering winter zone | 858 | 21,972 |22,830 (W) Initial cargo = 23,544 tons Less excess = _1,572 tons Cargo loaded = 21,972 tons Note 1. Oil and water to reach Cape Verde Islands = 324 tons 3 days’ reserve = 162 tons On board leaving Vitoria = 486 tons VOYAGE PROGRAMMES 89 Initial deadweight appropriate to tropical marks, namely 24,030 tons. Note 2. Since there is an excess of 330 tons on entering the summer zone this must be deducted from the initial cargo loaded at Vitoria, Note 3. Leaving Cape Verde Islands there is’ an excess of 858 tons to be deducted. Note 4. Finally on entering the winter zone there is a further excess of 384 tons, Cargo initially loaded at Vitoria is 21,972 tons Fuel on board leaving Vitoria = — 342 tons Fresh water on board leaving Vitoria = 144 tons (4) tue uistTosc FactoR is the deadweight on entering the winter zone 4 days after leaving the Cape Verde Islands. Work back to Vitoria from this point. Maximum deadweight on entering winter zone = 22,830 tons Consumption from Cape Verde Islands = 216 tons Maximum deadweight on leaving Cape Verde Islands = 25,046 tons Loaded at Cape Verde Islands (fuel oil 800 tons, fresh water 112 tons 2 tons Maximum deadweight arriving Cape Verde Islands ~ 33,134 tons ‘Consumption Vitoria to Cape Verde Islands — "324 tons Maximum deadweight leaving Vitoria = 22,458 tons Oil and fresh water on board leaving Vitoria = 486 tons Cargo loaded at Vitoria = 21,972 tons The calculations for fuct oil and fresh water between the various ports are shown previously. See Sections 2 (a), (8) and (c) Laytime, Demurrage, Despatch and Freight The calculations concerning a charter-party relate basically to laytime, demurrage, despatch and freight. LAYTIME This is the contiactual time provided by a charter-party for loading and/or discharging. It commences when the vessel has artived at her destination, is ready to load and/or discharge and Notice of Readiness has been received by the charterer. The contractual time is either a fixed number of days or hours, or the prescribed rate at which the loading and discharging is to take place is given. Various terms are used to define the laytime as shown in the following examples,190 NAUTICAL CALCULATIONS EXPLAINED Every day of the week counts as laytime except as precluded by the charter-party. Sundays and holidays are the only exceptions common to all voyage charter-parties which provide a fixed laytime other than a fixed number of running days or running hours. DEMURRAGE If the charterer detains a ship beyond the agreed time the ship- ‘owner is entitled to damages for detention or demurrage. Once a vessel is on demurrage the time runs continuously from the end of the laytime until the completion of loading or discharging. Sundays and holidays are not excepted once the vessel is on demurrage unless expressly stated in the charter-party. DESPATCH This is a payment by the shipowner to the charterer for loading or discharging the vessel in less time than allowed for by the charter-party. It is usually payable for all the time saved. FREIGHT ‘This is the money payable to a shipowner for carrying cargo from one port to another. Deadfrcight is the name given to the damages to which a shipowner is entitled when the charterer fails to load a full cargo. Example 106 A vessel, net registered tonnage 3,780 tons, arives in port at 0600 hours on Wednesday 20th October with 8,600 tons of coal. Notice of Readiness ‘was accepted at 0900 hours that day. ty reads ‘. . . cargo to be discharged at the average rate of 800 tons per day, weather permitting, Sundays and holidays excepted. Consignees to pay vessel demurrage at the rate of 8d, per net register ton per running day (or pro rata). Time to commence when the vessel is ready to unload and written notice given. Despatch money to be paid by vessel at the rate of 4d. per net register ton per day saved (and pro rata)... .” Discharging commenced at 1200 hours on 20th October and was completed at 1700 hours, 4th November. Bad weather stopped work for 6 hours on 28th October and a further 4 hours on the afternoon of 3rd November. The Ist November was declared a public botiday. Calculate the amount of demurrage or despatch due. (1) To CALCULATE THE LAYTIME REQUIRED FOR DISCHARGING Rate of discharge 800 tons per day. Cargo to be discharged 8,600 tons. VOYAGE PROGRAMMES 191 Amount of cargo _ 8,600 Rate of discharge ~ 800 ~ ‘04 18h Laytime = Q) sernne out THE LAYTIME Set out the computation in the form of a time sheet showing the laytime in full and any time spent on demurrage or despatch. “Weather permitting” are words of exception so that they only allow the charterer to deduct periods of unsuitable weather. Note: The time when laytime begins and ends together with the time of completion of loading or discharging must appear on all time sheets. ‘Time | Total fay- h min} dh min) doh min 0900 hours 15 00] 0 15 00 Thurs, | 2ist 24:00} 1:15 00 Sat. 23rd 24 00} 3:15 00 PES za] 4m aE Ha) ie ee eee wa fam melas Sat. 30th. 24 00| 9 900 iit TN an war [at sim|8 32 sre! | ow so |S mee | | | ne