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Notes Skmo2333 PDF
Notes Skmo2333 PDF
Class Notes
w tonnes
G
G1 d
d G1
G
W tonnes
d
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G
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Chapter 1
Introduction
Introduction
To carry out various activities at sea, rivers and lakes, man uses various types of
marine structures, fixed and floating. The structures must be designed and built in
various sizes, shapes and sophistication. Some of them are small and simple such
as a canoe or a raft while others are large and complicated such as an aircraft
carrier or a semi-submersible oil drilling platform.
Although man has been using marine transport for a long time, not all these
vehicles are designed and constructed using naval architecture knowledge. In fact
the discipline of knowledge on ship design and naval architecture only appeared in
the seventeenth century. Prior to that, shipbuilding is not based on science and
technology but rather on the skills of the master craftsmen.
This dependence on master craftsmen for shipbuilding can be traced back to the
earliest civilization of Egypt, Greek and China. Similarly the war ships and
exploration vessels built by the Romans, Muslims as well as the European colonial
powers were not built using scientific methods.
A naval architects works to determine the size and shape of a ship tailored to its
intended use. In addition, he estimates its stability, propulsive power as well as
calculates the size and strength of its structure and the impact of waves on the
vessel. The types of machinery and equipment to be installed, materials to be used
and layout of ship are also determined based on naval architectural knowledge.
Ship hydrostatics and stability is one of the most important subject in Naval
Architecture. The safety of ships, crew, passengers and cargo will be jeopardised if
ships are not stable. In this book, readers will be able to appreciate the basic
terminologies, carry out simple hydrostatics calculations and will be equipped with
basic tools to assess stability of vessels.
Chapter 2
Ship Types, Basic Terms,
Terminologies and Symbols
1. Types of Ships
1. No of Hull
a) Monohull/Single hull
b) Multi-hull
Catamaran
Trimaran
Quadramaran
Pentamaran
4. Its function/mission
a) Transport
Tanker
Bulk Carrier
Containership
Passenger ship
General Cargo
LNG Carrier
b) Navy
Aircrft Carrier
Submarine
Frigate
Destroyer
Patrol Craft
Minesweeper
c) Work/Service Vessels
Tugs
Supply boat
Crew Boats
Heavy Lift
Crane ships
Fuel Supply Ships
Fishing Boat
Fire Fighting Boats
Rescue Boats
d) Leisure Vessels
Cruise ships
Tourist Boats
Water Taxi
Boat Houses
Fast ships
0.50-0.65 (fine form)
Ordinary ships
0.65-0.75 (moderate form)
Slow ships
0.75-0.85 (full form)
Camber or round of This is the transverse curvature given to the decks, and is measured by
beam the difference between the heights of the deck at side and centre. The
amount of camber amidships is often one-fiftieth of the beam of the ship.
Coefficients of Form is used as a general term to describe the shape of the ship's hull;
form and when comparing one ship's form with another, the naval architect
makes use of a number of coefficients. These coefficients are of great use
in power, stability, strength and design calculations. Examples are Cb,
Cp, Cw etc.
Centre of flotation This is the centre of the area, or centroid, of the water-plane of a ship.
(F) For small angles of trim consecutive water-lines pass through F. The
location is normally on the centerline and longitudinally the distance
from AP or amidships is referred to as LCF
Centre of buoyancy This is the centroid of the underwater form of a ship, and is the point
(B) through which the total force of buoyancy may be assumed to act. Its
position is defined by:
(a) KB the vertical distance above the base, sometimes referred to as VCB
(b) LCB the longitudinal distance measured either from amidships or AP
or FP.
Centre of gravity This is the point through which the total weight of the ship may be
(G) assumed to act. It also is defined by:
(a) KG the vertical distance above the base
(b) LCG the longitudinal distance measured either from amidships or AP
or FP
CP Prismatic coefficient, CP =
AM x L
Depth (D) This is the vertical distance between the base line and the top of the
uppermost continuous deck measured at the side amidships.
Draught (T) This is the depth of immersion from the keel to any waterline.
Displacement This equals the volume ( ) or weight ( ) of water displaced by the hull.
Displacement as a This is volume of water displaced by the ship. It can be imagined as the
volume ( ) volume of the hole in the water occupied by the ship measured in cubic
metres.
Displacement as a This is the weight of water displaced by the ship. It equals the volume
weight ( ) displaced multiplied by a constant representing the density of water, ie:
In fresh water = x 1000 kg/m³
In sea water = x 1025 kg/m³
Weight (or mass) displacement equals the total weight of the ship when
the ship is at rest in equilibrium in still water.
Deadweight This is the difference between the weight displacement and the lightship
weight. This is the measure of a ship's capacity to carry cargo, fuel,
passengers, stores, etc, expressed in tonnes. The size of tankers is often
given in terms of deadweight tonnage, which is the design deadweight.
Ships are usually chartered on the deadweight tonnage.
Displacement This represents the designed total weight of the ship. It is the sum of
tonnage lightship weight and deadweight. The size of warshipsand government
ships is always given in terms of displacement tonnage.
Entrance and run These are the shaped underwater portions of the ship forward and aft of
the parallel middle body.
Forward This is represented by a line which is perpendicular to the intersection of
perpendicular (FP) the designed load water-line with the forward side of the stem.
This may be considered to be the height amidships, of the freeboard deck
Freeboard
at side above the normal summer load water-line.
GML Longitudinal metacentric height measured from centre of gravity
GMT Transverse metacentric height measured from centre of gravity
Gross tonnage This is a measure of the total volume of enclosed spaces in a ship
(GRT) including the under-deck, 'tween-deck spaces and enclosed spaces
above the upper deck. The size of most ordinary merchant ships is
quoted in terms of gross tonnage. Although it unit is tons, it must be
remembered that it is a measure of volume, not weight. 1 ton = 100 ft3.
Heel () This is the amount of inclination of the ship in the transverse direction,
and is usually measured in degrees.
IL Longitudinal moment of inertia of waterplane about amidship
ILCF Longitudinal moment of inertia of waterplane about F
IT Transverse moment of inertia of waterplane about centreline
KML Height of longitudinal metacentre above keel line
KMT Height of transverse metacentre above keel line
Length between This is the horizontal distance between the forward and after
perpendiculars (LPP) perpendiculars.
Length on the This is the length, as measured on the water-line of the ship when
designed load floating in still water in the loaded, or designed, condition.
water-line (LWL)
Length overall (LOA) This is the length measured from the extreme point forward to the
Courtesy http://www.dynagen.co.za/eugene/hulls/terms.html
Exercise:
Visit these websites and get acquainted with more ship terms:
1. http://www.midwestconnection.com/glshpng/glossary.htm
2. http://www.scribd.com/doc/18008262/Ship-Terms-Glossary
3. http://cruises.about.com/od/cruiseglossary/Cruise_Ship_and_Na
utical_Term_Glossary.htm
4. http://www.islandregister.com/terms.html
5. http://phrontistery.info/nautical.html
Chapter 3
Hydrostatics and Floatation
3.1 Archimedes Law of Floatation
Archimedes (born 287 B.C) Law states that
“An object immersed in a liquid experience a lift equivalent to the mass of
liquid the object displaces.”
A man immersed in water for example will feel a weight reduction because part of
the weight is supported by buoyancy. This buoyancy is equal to the weight of water
displaced by his immersed body.
Example 3.1:
Since the object weighs 3 tonne in air, it will apparently weigh only 1 tonne in
water.
Exercise 3.1
Do similar calculations to find out the apparent weight in oil (density 0.85
tonne/m3) and muddy water (density 1.3 tonne/m3) and mercury (density 13,000
kg/m3)
This principle explains why a steel or concrete ship can float. As long as the outer
shell of the ship can provide enough volume to displace the surrounding water
exceeding the actual weight of the ship, the ship will float. A floating ship is such
that the total weight of its hull, machinery and deadweight equals to the weight of
water displaced by its outer shell. If, while it is floating weights are added until the
total weight exceeds the maximum buoyancy provided by the outer shell of the ship,
the ship will sink.
Since weight does not change, the buoyancy is also constant. So displaced volume
will be inversely proportional to the density of fluid. For floating object, this will
determine its level of sinkage or draught.
From this equation, we can obtain the weight of the object if we know the volume of
water displaced. On the other hand, if we know its weight, we can work out its
displaced volume.
In this case, we know the weight of the object, we can find the displaced volume:
Displaced volume = W
water
Displaced volume = L x B x T
Hence draught T of the cuboid can be found.
Solution:
The weight of the block of 0.154 tonnes must be supported by displaced water i.e.
the block must displace 0.154 tonnes of water:
In fresh water,
Volume of displaced water =LxBxT
Weight of displaced water = x FW
= 1.45 x 0.5 x T x FW
Exercise 3.2
Do similar calculations for salt water (density 1025 kg/m3 and oil density 0.85 tonne/m3)
CASE 2: If we know its draught, we can know its volume displacement, we can
find its weight
If we know the draught of the cuboid, we can find its volume displacement and
hence the weight of the object;
Example 3.3
A box barge length 100m breadth 20m floats at a draught of 5m in sea water 1.025
tonne/m3. Find its weight.
Solution
Exercise 3.3
A block of wood length 5m, breadth 0.5m and depth 0.2m is floating in seawater
at a draught of 0.1m. Find the weight of the block.
Exercise 3.4
Find the new draught of the box in example 3.3 when it goes into river, water
density 1.000 tonne/m3. Also find a new draught if it is in sea water with density
1.100 tonne/m3.
Exercise 3.6
A cylindrical tank diameter 0.6m and mass 200kg floats with its axis vertical.
Find its present draught in oil ( = 0.95 tonne/m3).
Find the weight of cargo to be added to ensure it will float at a draught of
0.85m.
A floating object will be at a certain draught depending on the total weight of the
object, density of water and the shape of the object. For a ship, the shape of the
object has strong influence on the draught of the ship; the shape and draught have
to provide enough buoyancy to support the ship.
When a ship is floating at a certain draught, we can find the mass displacement
and weight of the ship if we can find its displaced volume . Also we can know its
waterplane area, calculate its TPC, KB, Cb etc. These particulars which are
properties of the immersed part of the ship are called hydrostatic particulars.
Examples of hydrostatic particulars are:
, , KB, LCB, Aw, BMT, BML, TPC, CB, CP, CM, CW, LCF, MCTC, WSA
As long as draught and trim is maintained, the size and shape of the underwater
immersed parts of the ship remains the same. The volumes, areas and moments of
areas and volumes remain the same. Once draught or trim changes, the particulars
will also change.
This change in draught will normally occur due to changes in total weight of the
ship, or if a force is applied to the ship to make it sink to a deeper draught.
Example 3.4
i. = L x B x T = 2 x 1 x 0.3 = 0.6m3
ii. = L x B x T x = x = 0.6 x 1.025 = 0.615 tonnes
Exercise 3.7
Calculate the particulars at draught of 0.4, 0.5, 0.6 and 0.7m.
Exercise 3.8
Find hydrostatic particulars in sea water (, ,Awp,LCB, LCF,TPC) of a box barge
with dimension L=100m, B=20m, at draughts of 1.0m, 3.0m, 5.0m, 7.0m, 9.0m. If
the barge weighs 2300 tonne, what is its draught? If the barge is floating at a
draught of 4m, what is its CB?
It can be seen from Exercise 3.8 that for a box-shaped object at different draughts,
the waterplane areas are constant. Hence, many hydrostatics particulars remain
constant.
Exercise 3.9:
An empty cylindrical shaped tank is floating in sea water (density 1.025 t/m3) at a
draught of 8.0 m with its axis vertical. The external diameter of the tank is 12.0 m,
internal diameter 11.0 m, thickness of base 1.0 m and the overall height is 16.0 meter.
Its centre of gravity is 6 meter above its inner base.
Calculate:
.
i. Find Hydrostatic particulars , Awp, LCB, Cb, Cp, TPC, WSA
at T=1, 2, 4, 6, 8m.
ii. Plot hydrostatic curves similar to page 19 showing all data.
iii. Final draught of the tank after 500 m3 diesel oil (density 850 kg/m3) is poured
into the tank.
D 4
The second moment of area of a circle about its diameter is .
64
Hydrostatic particulars of a real ship will be different. Consider the ship whose lines
plan is shown below. At different draughts, the ship will have different waterplane
areas, volumes and centroids. Hence, the hydrostatic particularly will vary as the
draughts changes.
If areas, volumes, moments, centroids of the waterplanes and sections of the ships
can be calculated, hydrostatic particulars of a ship can be obtained. These are
calculated at the design stage, once the shape and size of the ship has been
decided.
Exercise 3.10
A ship with length 100m, breadth 22m has the following volumes and areas at
different waterlines. Calculate its , CB, CW and TPC in saltwater density
1.025tonnes/m3.
Draught Aw
(m)
2
(m ) (m3) (tonnes)
Cb Cw TPC
Aw Aw x ro
x ro (LB) 100
LBT
2 1800.0 3168.0
4 2000.0 6547.2
6 2100.0 10137.6
8 2120.0 13728.0
10 2130.0 17424.0
The particulars can be presented in two forms, either as a set of curves or in tabular
format. Table 3.1 shows a typical table of hydrostatic particulars while an example
of hydrostatic curves is shown on page 18.
LCB
Draught Displacement KB BMT BML MCTC LCF
Cb (m from
(m) (tones) (m) (m) (m) (tonne-m) (m from )
)
8.00 14820.00 0.72 4.07 3.66 180.00 190.00 2.50 2.00
7.50 13140.00 0.71 3.67 3.98 195.00 183.00 2.30 1.50
7.00 11480.00 0.70 3.26 4.46 219.00 180.00 2.00 0.70
6.50 9870.00 0.69 2.85 5.02 244.00 172.00 1.80 -0.06
6.00 8280.00 0.67 2.44 5.66 279.00 165.00 1.50 -1.00
5.50 6730.00 0.66 2.04 6.67 327.00 157.00 1.10 -2.00
5.00 5220.00 0.64 1.63 8.06 392.00 146.00 0.00 -3.00
Example 3.5
Exercise 3.11
Using MV Bulker Hydrostatic Curves, find displacement, LCB, LCF, TPC at draught
of 9.5m. If 1500 tonnes is added to the ship, what is its new draught?
HOMEWORK 1:
Exercise 3.11:
Calculate , , KB , LCB, Aw, TPC, CB, CP, CM, CW, LCF of a cylinder radius 1m
floating with axis vertical at draughts of 1.0, 1.5, 2.0 and 2.5m.
Chapter 4
Basic Stability Consideration
4.1 Introduction
One of the factor threatening the safety of the ship, cargo and crew is the lost or
lack of stability of the vessel. Stability calculation is an important step in the design
of the ship and during its operation. While designing the ship, the designers must
be able to estimate or calculate to check whether the ship will be stable when
constructed and ready to operate. For the ship's master, he must be able to load
and stow cargo and handle the ship while ensuring that the ship will be stable and
safe.
Stability is the tendency or ability of the ship to return to upright when displaced
from the upright position. A ship with a strong tendency to return to upright is
regarded as a stable vessel. On the other hand, a vessel is said to be not stable
when it has little or no ability to return to the upright condition. In fact, an unstable
ship may require just a small external force or moment to cause it to capsize.
Figure
4.1
An
(a) (b) (c) analog
y for
stability is often given of the marble. In Figure 1 (a), the marble in the bowl will
return to its original position at the bottom of the bowl is it is moved to the left or
the right. This marble is in a condition called positively stable. A slight push on
the marble which is put on an upside down bowl as in Figure 1 (b) will cause it to
roll off, a condition equivalent to instability. A neutrally stable ship is analogous to
a marble put on a flat surface, it will neither return nor roll any further.
Ship initial stability can be seen from two aspects, longitudinally and transversely.
From longitudinal viewpoint, the effect of internal and external moments on ship's
trim is considered. Important parameters to be calculated are trim and the final
draughts at the perpendiculars of the ship. In any state, there is a definite
relationship between trim, draughts and the respective locations of the centres of
buoyancy and centre of gravity. The trim angle is rarely taken into consideration.
Transverse stability calculation considers the ship stability in the port and
starboard direction. We are interested in the behaviour of the ship when external
statical moment is applied such as due to wind, waves or a fishing net hanging from
the side. The effect of internally generated moment such as movement of masses
on-board transversely is also studied. An important relationship considered is that
This Chapter will focus on basic transverse stability particularly the relationships
between the metacentre and the centre of gravity.
w
MT MT
G
W W
w G L w1 L1
W B
B L
K B1
W
K
(a) (b)
Figure 4.2
Consider the ship floats upright in equilibrium as in the above figure 4.2 (a). The
weight of the ship equals its displacement and the centre of buoyancy is directly
below the centre of gravity. When the ship is slightly disturbed from upright, the
centre of buoyancy being centre of underwater volume moves to the right. The line
of action of buoyancy vertically upward crosses the original centreline at the
metacentre, M. Since G does not move, a moment is generated to turn the ship back
to its original position. This moment is called the returning moment.
In this case, M was originally above G and we can see that the returning moment is
positive. If M was below G i.e. GM negative, the returning moment will be negative
hence the ship is unstable. If M is at G, then the ship is neutrally stable.
Righting moment is the real indication of stability i.e. the ability of the ship to
return to oppose any capsizing moment and return the ship to upright position.
Righting moment = x GZ
MT
and GZ = GMT sin
MT
G
Relationships between K, B, G and MT are important.
KMT = KB + BMT K
KMT = KG + GMT
For any particular draught or displacement at low angle of heel, keel K and
metacentre M are fixed. Therefore the values of KB, BM and hence KM are fixed,
as can be obtained from hydrostatic particulars. Therefore the distance GMT will
only depend on the height of centre of gravity. In other words, to ensure a large
GMT, we can only ‘control’ KG.
The above section has shown that the relative position of M and G are important in
determining ship stability. Since M is constant for any particular draught, only G
will finally determine the value of GM.
Area B
ca C cb
xb
xa
X
Figure 4.3
X = A x xa + B x xb
A+B
i.e.,
Centre of Volume
X = Total moment of volume about the reference axis
Total volume
Centre of Gravity
X = Total moment of weight about the reference axis
Total weight
Example 4.1
Find centre of area (from AP) for an object consisting of four components shown in
the figure below.
A trimaran has three hulls and the respective volume displacements, LCB and KB
are shown below. Find the total displacement, LCB and KB.
Example 4.3
A stack of weights consists of one 3kg weight and two 2kg weights. Find centre of
gravity of the stack above the floor:
Final CG = = cm
Example 4.4
A ship has three parts and the respective weights and Kg are as follows. Find the
total weight and KG.
Part Weight Kg
(tonnes) (m above keel)
Lightship 2000 5.5
Cargo 1 300 7.6
Cargo 2 500 2.5
Example 4.5
Final moment
Final KG = Final displacement
= ________
Final KG = m
Final KM = m
Final KG = m
Ans. Final GM = m
Homework 2
Calculate:
Example 4.6
A ship weighing 7000 tonnes is floating at the wharf. At that time, KM = 6.5 m and
GM 0.5m. Find new GM when a 30 tonnes box is loaded at Kg 10.0m. Assume no
change in KM.
Method 1:
Find rise in KG
Original KG = KM - GM = m
MG’
Distance 30 tonnes box from original G = m
GG’= 30 x 4.0 = 0.017m
G
10
7030
B m
KG’= KG+ GG’ = m
K
KM does not change, therefore, GM = = m
Method 2:
KG = Sum of moment
Sum of weight
KG = m
GM = KM - KG
KM - KG = m
The use of cranes and derricks will make the weights suspended. Suspended
weights acts at the point of suspension. Therefore a weight that was initially
located on the lower deck for example will instantly be transferred to the point of
suspension at the instant the weight is lifted by the derrick. The centre of gravity
KG will suddenly increase and since KM is constant, GM will reduce suddenly. If
the rise in KG is more than the original GM, the net GM will be negative, leading to
instability.
Example 4.7
A ship of 7,500 tonnes displacement is upright and has GM 0.20m and KM 6.5 m.
A heavy cargo of 100 tonnes already on the lower deck (kg=2m) is to be unloaded
using the ship’s crane. When lifting the cargo crane head is 15 m above keel.
What is GM during lifting. Comment of the safety of the operation.
Treat as if the weight is suddenly transferred from lower deck to the point of
suspension, a distance of 15 meters. The KG will rise, and since KM constant, GM
will be reduced.
Rise in KG = 100 x 13
7,500
=0.173m
When free surface exists on board the ship, stability of ship is affected. The free
surface gives rise to free surface moment which in effect reduce GM. The reduction
is called Free Surface Correction (F.S.C).
FSC is calculated from the second moment of area of the surface of the fluid;
Where i the second moment of area of the surface of the fluid and ρ fluid is the
density of the fluid being considered.
Once the FSC is known, the new reduced GM called GMfluid is obtained
Note also that KG in ships having free surface is called KG fluid and regarded
increased by FSC.
EXERCISE 4
2. A ship has a displacement of 1,800 tonnes and KG = 3m. She loads 3,400
tonnes of cargo (KG = 2.5 m) and 400 tonnes of bunkers (KG = 5.0m). Find
the final KG. 2.84m
3. A ship sails with displacement 3,420 tonnes and KG = 3.75 m. During the
voyage bunkers were consumed as follows: 66 tonnes (KG = 0.45 m) and 64
tonnes (KG =1 m). Find the KG at the end of the voyage.
5. A ship arrives in port with displacement 6,000 tonnes and KG 6 m. She then
discharges and loads the following quantities:
Discharge 1250 tonnes of cargo KG 4.5 metres
675 tonnes of cargo KG 3.5 metres
420 tonnes of cargo KG 9.0 metres
Load 980 tonnes of cargo KG 4.25 metres
550 tonnes of cargo KG 6.0 metres
700 tonnes of bunkers KG 1.0 metre
70 tonnes of FW KG 12.0 metres
During the stay in port 30 tonnes of oil (KG 1 m.) are consumed. If the final
KM is 6.8 m., find the GM on departure.
9. A ship has a displacement of 3,200 tonnes (KG = 3 m. and KM = 5.5 m.). She
then loads 5,200 tonnes of cargo (KG = 5.2 m.). Find how much deck cargo
having a KG = 10 m. may now be loaded if the ship is to complete loading
with a positive GM of 0.3 metres.
10. A ship of 4,500 tonnes displacement is upright and has KG 5.4 m and KM
5.5 m. It is required to move a weight of 50 tonnes already on the deck
(kg=6m) using the ship’s derrick. The derrick head is 13 m above keel. Is it
safe to do so?
11. A ship of 9,500 tonnes displacement and has KM 9.5 m and KG 9.3 m. The
ship has two fuel tanks in double bottoms, rectangular shape each 20 x 5m
containing bunker density 900 kg/m3. Find GMfluid when free surface exists
in the tank.
12. Find Gmfluid for the ship in question 11 but with one tank only, length 20m
breadth 10m.
13. What happens to i when there are three tanks with b = 3.33m in question
11.
The second moment of an element of an area about an axis is equal to the product
of the area and the square of its distance from the axis. Let dA in Figure A.1
represent an element of an area and let y be its distance from the axis AB
dA
A B
Fig. A.1
2. To find the second moment of a rectangle about an axis parallel to one of its
sides and passing through the centroid
dx
x
b
G
A B
Fig. A.2
In Figure A.2, l represents the length of the rectangle and b represents the breadth.
Let G be the centroid and let AB, an axis parallel to one of the sides, pass through
the centroid.
i= l dx x x2
Let I AB be the second moment of the whole rectangle about the axis AB then:-
b/2
1AB l. x
2
.dx
- b/2
b/2
1AB l
- b/2
x 2 .dx
b / 2
x3
l
3 b / 2
lb 3
1AB
12
dx
B
A
Fig. A.3
Consider the second moment (i) of the elementary strip shown in Figure A.3 about
the axis AB.
i= l dx x x2
b
x3
l
3 O
or
lb 3
1AB
3
The second moment of an area about an axis through the centroid is equal to
the second moment about any other axis parallel to the first reduced by the
product of the area and the square of the perpendicular distance between the
two axes. Thus, in Figure A.4, if G represents the centroid of the area (A) and
the axis OZ is parallel to AB then:-
I OZ I AB - Ay2
A B
O Z
Fig. A.4
A D B
Fig. A.5
D4
I AB
64
What is IXX?
6. Applications.
IF
BM L
and
IT
BM T
EXERCISES
1. Find BML and BMT of a box shaped barge 120m x 20m x 10m floating at a
draught of 7m.
2. A cylinder of radius r = 10m is floating upright at draught of 6m in fresh
water. Find its KML and KMT.
3. A fish cage consists of a wooden platform placed on used oil drums with the
following dimensions.
6m
4m
Diameter
1m.
If the total weight of the structure is 3 tonnes, floating in sea water calculate:
i) draught
ii) KMT
iii) KML
Homework 3:
i) and
ii) KB
iii) BMT
iv) Maximum allowable KG if GM minimum is 0.2m
In the previous chapter, we have seen the importance of knowing the hydrostatic
particulars of a vessel. If we have the hydrostatic particulars in the form of tables,
curves, or our own direct calculation, we can obtain details about the ship in any
particular condition. We can also determine or estimate what would happen when
ship condition changes such as due to addition or removal of weights.
If the body has a uniform shape, such as cuboids, cones, spheres or prisms,
calculation of areas, volumes and moments are easy. For example water plane
areas, block coefficients, TPC, MCTC, KB and LCB of such objects can be found
using simple formulae. We can easily obtain the particulars at any draught and if
necessary plot the curves.
However not all ships have simple and uniform shapes as above. In fact, most
ships have hull shapes which are varying in three directions. This makes it difficult
to calculate hydrostatic particulars.
Consider the shape of the ship whose body plan is shown in Figure 4.1. If we want
to find the area of the section or water plane for example, we do not have simple
methods. Similarly to find volume displacement or LCF will not be easy.
If we want calculate the water plane area of the ship in Figure 4.1 at a particular
draught, we may use a few methods.
First is to plot the curve on a graph paper from where the area under the curve can
be obtained by counting the squares. To improve accuracy, smaller boxes or
triangles can be used. The method is tedious and it’s accuracy depends on the size
of the smallest grid. To use this method, we need to plot the curve first; a
disadvantage when sometimes we are only provided with offset data, i.e. half-
breadth at various stations.
The second method is to use an equipment called the planimeter. This equipment
can be used to measure the area of a shape drawn on paper. Again, this equipment
can only be used only when hard copy of the waterline drawing is available.
Moreover, similar to graphical method, planimeter requires a lot of man power.
Mathematical methods are normally preferred for a number of reasons. First there
is no need for a hard copy of the curves. Offset tables are normally available and
the data can be used directly in the calculations. A very important feature of
mathematical methods is the ability to make use of the technology offered by
computers. The use of mathematical methods also enable us to obtain not only
areas but all hydrostatic particulars. As we have seen in chapter 3, we need to
calculate not only areas but also volumes, positions of centroids of waterplanes
(LCF) and centroids of volumes (KB and LCB). In addition we require second
moments of areas for calculations of MCTC and metacentric heights. Unlike
graphical or planimeter methods, mathematical methods can easily be used to
calculate these particulars.
A very important caution should be noted when using mathematical methods. The
accuracy of the calculations will mainly depend on the degree of fit of the actual
curve to the mathematical expression representing it.
offset
© Omar bin Yaakob, July 2008
h 36
Figure 4.3 shows a curve which may represent a half-waterplane area or a curve of
sectional areas. A waterplane curve is represented by offsets made up of half-
breadth at various stations. Stations are positions along the length of the ship and
normally separated by a common-interval, h. To cater for the fast changing slopes
of the curve at the stern and bow regions, half stations may be used.
To calculate the area, centroid and moment under such curve, its offsets and h are
required. By assuming that the curve can be represented by a certain
mathematical formulae, calculations can be made. A number of methods have been
developed for these purpose such as Newton-Cottes, Tchebycheff, Trapezoidal and
Simpson methods. In this course, we will concentrate on the two most popular
methods; Trapezoidal and Simpson methods.
D E
C A
B
y1 y2 y3 y4
h
A F
In Figure 4.4, the area under the curve is the are area of trapezoid ABCDEF.
Area =
1
y1 y 2 h 1 y 2 y3 h 1 y3 y 4
2 2 2
h y1 2 y 2 2 y3 y 4
1
=
2
Exercise
3. Find the water plane area of a ship LBP = 10m made up of the following offsets:
Station 0 1 2 3 4
Half-breadth 0 0.3 1.0 1.2 1.1
(m)
Simpson rule is the most popular method being used in ship calculations to
calculate volumes, second moments of areas and centroid. This is because it is
flexible, easy to use and its mathematical basis is easily understood.
Basically, the rule states that the ship waterlines or sectional area curves can be
represented by polynomials. By using calculus, the areas, volumes, centroids and
moments can be calculated. Since the separation between stations are constant,
the calculus has been simplified by using multiplying factors or multipliers.
There are three Simpson rules, depending on the number and locations of the
offsets.
B
y2 y3
y1
-h h
A O E
A
Figure 4.5 Waterline or Sectional Area Curve with Three Offsets
y a0 a1 x a2 x 2 a3 x 3
h
Then area ABCDE =
h
y.x
= 2a0 h+ 2a2h3
3
y1 y3 2 y 2
Therefore, a0 y 2 a2
2h 2
Area ABCD =
h
y1 4 y 2 y3
3
First Rule is used when there is an odd number of offsets. The basic multiplier for
three offsets are 1,4,1. For more stations, the multipliers are developed as follows:
Station 1 2 3 4 5 6 7
Offset a1 a2 a3 a4 a5 a6 a7
Multiplier 1 4 1
1 4 1
1 4 1
1 4 2 4 2 4 1
Exercise
4. Use Simpson first rule to find the area of the midship section of the chine vessel
in exercise 2. Explain the difference in area.
Example 1
Find the waterplane coefficient for the waterplane of a 27m LBP boat represented by
the following offsets:
Station 0 1 2 3 4 5 6
Half-breadth (m) 1.1 2.7 4.0 5.1 6.1 6.9 7.7
Simpson Product
Offset
Station Multiplier Area
0 1.1 1
1 2.7 4
2 4.0 2
3 5.1 4
4 6.1 2
5 6.9 4
6 7.7 1
Cw = _______
D E
C A
B
y1 y2 y3 y4
h
A F
-3h -h 0 h 3h
2 2 2 2
y a0 a1 x a2 x 2 a3 x 3
y.x
3 h / 2
= a1 x 2 a 2 x 3 a3 x 4
a 0
2 3 4
= 3 (1)
3a0 a2 h 2
4
But
h a1 h a 2 h 2 a3 h 3
x y 2 a0
2 2 4 8
a1 h a 2 h 2 a3 h 3
h y3 a0
x 2 4 8
x
3h
2 3a1 h 9a 2 h 2 27a3 h 3
y 4 a0
2 2 4 8
Adding (2) and (4)
a2 h 2
2a 0 y1 y 2
2
Adding (2) and (5)
9a 2 h 2
2a 0 y1 y 4
2
4a2 h 2 y1 y 4 y 2 y3
y 1 y 4 y 2 y3
a2
4h 2
y 2 y3 a2 h 2
a0
2 2
9 y 2 9 y 3 y1 y 4
16 16 10 10
h y1 3 y 2 3 y3 y 4
3
Then area ABCD =
8
The basic multipliers are thus 1,3,3,1 and Area = 3/8 x h x (multiplier x offset)
Simpson third rule is used when we have three offsets and we require the area
between two of the offsets.
Example 2
7.02
5.98
1.06
1.06
A midship section curve has halfbreadth 1.06, 5.98 and 7.02 m spaced at 9.0m
draught interval. Find the area between the first two draughts.
1.06 5 5.30
5.98 8 47.84
7.02 -1 -7.02
46.12
If we require the area between two upper draughts, the calculations are as follows:
7.02 5 35.10
5.98 8 47.84
1.06 -1 -1.06
81.88
Exercise
5. Find the total area under the curve using Simpson first rule and compare.
Example 3
Station 0 1 2 3 4 5 6 7 8 9 10
Area 5 118 233 291 303 304 304 302 283 171 0
(m2)
Simpso
n Produc
Statio Section Area
Multipli t Vol
n
er
0 5
1 118
2 233
3 291
4 303
5 304
6 304
7 302
8 283
9 171
10 0
∑f vol
1
Volume = h fvol
3
= ____________ m3
Similarly if we have waterplane areas, we can use Simpson rules to integrate the
areas to obtain volume. In this case the common interval is the waterline spacing.
Rapidly changing curvature at both ends of the ship necessitates the use of half and
quarter stations. To take this into consideration, Simpson Multipliers are also
divided as follows:
ST 1 ½ 1 1½ 2 3…
1 4 2 4…
1 4 1
2 2 2
1 4 1
2 2 2
1 4 1
1/ 2 1 2 1 1/2 4 1
2
Example 4
Station 0 1/
4
1/
2
3/
4 1 2 3 4 5 51/2 6
0 0.6 1/
4
1/4 2.8 1
1/2 4.0 1/2
3/4 5.2 1
1 6.2 11/4
2 9.0 4
3 9.8 2
4 8.4 4
5 4.8 11/2
5.5 2.2 2
6 0.0 1/2
Cw = _______
TPC = ________
dx
x
A
2st moment = y dx x 2
If the product for area is multiplied by multiples of h, called levers, the sum of
products can be used to find the first moment and hence the longitudinal position
of the centroid.
1
LCF = h h product 1st moment
3
1
h product area
3
product area
If the offsets are half-breadths, the centroid is LCF. If the offsets are sectional
areas, the centroid is centre of volume i.e. LCB. The LCF is measured from the axis
where levers are taken.
For second moment, Simpson’s product for areas are multiplied twice with levers.
Again, the second moment are taken about the axis from where levers are taken.
1
IL h h h product 2nd moment
3
Example 5
Find the area, LCF , second moment of area about amidships, transverse second
moment of area about centreline for the waterplane of a ship LBP 180m with the
following ordinates.
½
Product Product Product
Station ordinat SM Lever Lever
Area 1stmmt 2ndmmt
e
AP 0 ½ - +5 - +5 -
½ 5.0 2 10.0 +4 ½ +45.0 4½ +202.5
1 8.0 1½ 12.0 +4 +48.0 +4 +192.0
2 10.5 4 42.0 +3 +126.0 +3 +378.0
3 12.5 2 25.0 +2 +50.0 +2 +100.0
4 13.5 4 54.0 +1 +54.0 +1 +54.0
5 13.5 2 27.0 0 Sum_aft 0 -
+323.0
6 12.5 4 50.0 -1 -50.0 -1 +50.0
7 11.0 2 22.0 -2 -44.0 -2 +88.0
8 7.5 4 30.0 -3 -90.0 -3 +270.0
9 3.0 1½ 4.5 -4 -18.0 -4 +72.0
9½ 1.0 2 2.0 -4 ½ -9.0 -4½ +40.5
FP 0 ½ - -5 - -5 -
278.5 Sum_fwd 1447.0
-211.0
1 180
Waterplane Area = 278.5 2 3342.0 m 2
3 10
product area
1
IL h h h product 2nd moment
3
Exercise 6:
dx
x
A
If the shaded area is a rectangle, second moment of area about the x-axis is
1
i = dxy 3
3
1 1
I T h product 2nd moment
3 3
1
h product 2nd moment
9
Example
Find BMT for a waterplane of a ship LBP = 100m with the following half breadths.
At this draught the ship has a displacement of 11275 tonnes in sea water.
AP ½ 1 2 3 4 5 6 7 8 9 91/2 FP
0 5 8 10.5 12.5 13.5 13.5 12.5 11 7.5 3 1 0
4.10 Appendages
Appendages are the portion of the hull which is protruding from the main body. It
may be part of underwater volume such as a skeg or keel or parts of a waterplane
area which is not suitable to be integrated with the main area due to its abrupt
change in area.
Areas, volumes and moment are calculated separately for the appendages and later
incorporated using composite body method explained in Chapter 4 of NA1 notes.
Example
A ship length 150m, breadth 22m has the following areas at the various draft.
Draught (m) 2 4 6 8 10
Area of 1800 2000 2130 2250 2370
Waterplane(m2 )
There is an appendage (between waterline 0 and 2m) with displacement 2600 tonne
in sea water and Kb of 1.2m. Find the total displacement, KB and Cb of the ship at
10m draught.
Solution:
Composite Table
KB = 110,120 = 5.51m
19980
CB = 19980 = 0.59
150 x 22 x 10 x 1.025
C
dθ
A r
1 2
Strip Area = r dθ
2
1
Total Area = 2r dθ
2
1
2
= r 2d θ
1 1
Total area = h fA
2 3
in radians
Example
e.g. A figure is bounded by two radii at right angles to each other and a plane
curve. The polar coordinates of the curve at equal interval of angle are 10,9,8,7,6,5
and 4 meters respectively. Find the area of the figure and its centroid from the 10m
radius.
Area 1 h
fA
2 3
1 1 90
936
2 3 6 180
1
3
1st moment about AB = r 3 sin θ d θ
Centroid `x moment =
area
1 1
h fmmt
= 3 3
1 1
h f
2 3
2 fmmt
=
3 f
Exercise 7
Find area bounded by a plane curve and two radii 900 apart, if the lengths of the
radii at equal angle intervals are 2,3,5,8, and 10 metres respectively. Also find the
distance of the centroid of the figure from the 2m radius.
When y2 is the middle ordinate and y1 and y3 are located 0.7071l to the left and
right of y2,
Ordinates are not equally spaced and their positions in the length depend on
number of ordinates, n.
Example
Find area of a 200m waterplane if the half breadth at Tchebycheff stations are as
follows:
1.2, 5.0, 8.4, 10.5, 11.7, 11.8, 11.1, 9.6, 7.4, 3.8
C= L/10 = 200/10
Sum of y =
Area = 3220 m2
EXERCISES 4
Question 1
A cargo ship 120m, breadth 25m and depth 16m is floating at 8.5m draught
in sea water. The area of sections at various stations are shown in the
following table:
Statio AP 1 2 3 4 5 6 7 8 9 FP
n
As 12.8 64.5 100. 120. 154. 166. 140. 125. 97.6 43.2 0.0
(m2) 0 6 2 8 7 9
Calculate
i. Mass Displacement
ii. Longitudinal Centre of Buoyancy (LCB) from amidships.
iii. Block Coefficient (CB)
iv. Midship Section Coefficient (CM)
v. Prismatic Coefficient (Cp)
Draughts 1m 2m 3m
Use all the information to calculate for the ship at draught of 4m, the total
mass displacement in sea water, its block coefficient and centre of buoyancy
above keel.
Question 3
Station 0 (AP) 1 2 3 4 5
(amidships)
½ lebar 2.20 2.18 2.16 2.14 2.12 2.10
(m)
CL
3m
Question 4
Stn. AP 1 2 3 4 5 6 7 8 9 FP
½ 0.0 5.5 8.0 8.4 8.5 8.6 8.5 8.0 7.0 4.5 0.0
breadth
(m)
Question 5
The cross-section of a tank can be represented by a plane curve and two radii 90 0 apart as
shown in Figure 2. The lengths of the radii at equal angle intervals are 12,14, 16,18, and 20
metres respectively. Calculate the area of the cross-section.
20m
12m
Figure 2
Question 6
i) Simpsons Pertama
ii) Simpsons Kedua
iii) Trapezoid
iv) Pengamiran
Stesen 0 1 2 2 ½ 3 4 5
(AP) (FP)
Separuh
Lebar 0.5 1.4 2.6 4.3 5.4 6.6 7.0
(m)
Kirakan :
i) Luas Satahair
ii) LCF dari peminggang
iii) Momen luas kedua melintang pada garis tengah.
iv) Momen luas kedua membujur pada pusat keapungan.
M-
W L
G
B-
K
W
Figure. 5.1
Now let a weight already on board the ship be shifted transversely such that G
moves to G1 as in Figure 5.2. This will produce a listing moment of W X GG 1 and
the ship will start to list until GI and the centre of buoyancy are in the same vertical
line as in Figure 5.3.
M-
W L
G G1
B-
K
W
Figure. 5.2
M
W1 L1
G Z M
G1
B
B1 L
G
W
Figure. 5.3 G1
In this position G1 will also lie vertically under M so long as the angle of list is small.
Therefore, if the final positions of the metacentre and the centre of gravity are
known, the final list can be found, using trigonometry, in the triangle GG1M which
is right-angled at G.
Tan = GG1
GM
Tan = wxd
W x GM
It can be seen that GM plays a big role in determining angle of list. The bigger GM,
the less the angle of list and vice-versa.
The final position of the centre of gravity and hence GM is found by taking moments
about the keel and about the centre line as discussed in Chapter 4. ‘
Example I
Figure 5.4(a) shows the initial position of G before the weight was shifted and Figure
5.4(b) shows the final position of G after the weight has been shifted.
When the weight is shifted transversely the ship’s centre of gravity will also shift
transversely, from G to G1. The ship will then list degrees to bring G1 vertically
under M the metacentre
GM = KM - KG = 0.6m
Listing Moment = 60 x 12 tonne-m
Tan = 60 x 12
6000 x 0.6
Tan = 0.2
Ans. List = 11 18 ½ ‘
W W
M- M-
W L W L
G- G G1
B- B-
K K
W W
(a) (b)
Figure. 5.4
Example 2
A ship of 8,000 tonnes displacement has KM = 8.7 m, and KG = 7.6 m The following
weights are then loaded and discharged:
Load 250 tonnes cargo KG 6.1 m and centre of gravity 7.6 m to starboard of
the centre line.
Load 300 tonnes fuel oil KG 0.6 m and centre of gravity 6.1 m to port of the
centre line.
© Omar bin Yaakob, July 2008 64
Naval Architecture Notes
Discharge 50 tonnes of ballast KG 1.2 m and centre of gravity 4.6 m to port
of the centre line.
Find the final list.
Note. In this type of problem find the final KG by taking moments about the keel,
and the final listing moment by taking moments about the centre line.
(1) Moments about the keel
Final KG = 7.34 m
M- M-
50 G - 7.6 m
t G G1
4.6 m
K B-
250t
6.1 m W
K
300t
(a) (b)
Figure 5.5
Listing moment
W .d (tonne-m)
to port to
1600 1900
Example 4
G1
G
w
6.1 6.1
m m
w 250-w
K
Figure 5.6
Example 5
A ship of 9,900 tonnes displacement has KM = 7.3 m and KG = 6.4 m. She has yet
to load two 50 tonne boxes with her own gear and the first box ls to be placed on
deck on the inshore side (KG 9 m and centre of gravity 6 m out from the centre
line). When the derrick plumbs the quay its head is 15 m above the keel and 12m
out from the centre line. Calculate maximum list during operation.
Note: The maximum list is obviously occur when the first box is in place on the deck
and the second box is suspended over the quay as shown in Figure 5.7.
12m
6m
o 15m
G1 G2 50t 50t
W G- 9m
L
W
Figure 5.7
weight KG Moment
Final displacement
= 64,560
10000
= 6.456m
Listing moment
W .d
to port to starboard
50 12 - 600
50 6 - 300
900
(3)
New GM = 7.3- 6.456
= 0.844 m.
tan = Listing moment
W x GM
= 900
10000 x 0.844
Exercise 5
10. A ship is listed 2.5 degrees to port. The displacement is 8,500 tonnes KM
5.5 m, and KG 4.6 m. The ship has yet to load a locomotive of 90 tonnes
mass on deck on the starboard side (centre of gravity 7.5 m from the centre
line), and a tender of 40 tonnes. Find how far from the centre line the
tender must be placed if the ship is to complete loading upright, and also
find the final GM. (KG of the deck cargo is 7 m.)
© Omar bin Yaakob, July 2006 69
Naval Architecture 2 Notes
11. A ship of 9,500 tonnes displacement is listed 3.5 degrees to starboard and
has KM 9.5 m and KG 9.3 m. She loads 300 tonnes of bunkers in No.3
double-bottom tank port side (KG 0.6 m and centre of gravity 6 m from the
centre line), and discharges two parcels of cargo each of 50 tonnes from the
port side of No.2 Shelter Deck (KG 11 m and centre of gravity 5 m from the
centre line). Find the final list. (14 deg)
12. A ship of 6,500 tonnes displacement is floating upright and has GM 0.15 m.
A weight of 50 tonnes. already on board, is moved 1.5 m vertically
downwards and 5m transversely to starboard. Find the list. (13 deg)
13. A ship of 5,600 tonnes displacement is floating upright and has KG 5.5 m,
and GM 0.5 m. A weight of 30 tonnes is lifted from the port side of No.2
‘tween deck to the starboard side of No.2 shelter deck (10 m horizontally
and 3 m vertically). Find the weight of water to be transferred in No.3
double-bottom tank from starboard to port to keep the ship upright. The
distance between the centres of gravity of the tanks is 6 metres.
ML
G’ G
F
B’ B
Figure 6.1
wxd
G G’ =
The shift in weight results in a trimming moment wd and the ship will trim
until G and B are in line. LCF, the centre of floatation is the centre of area
of the water plane. For small trim, the ship is assumed to be trimming about
LCF.
The trimming moment causes change in trim and hence change in draughts
at AP and FP.
Changes in draught forward, TF and aft, TA can be obtained by dividing
trim in proportion to the distance from LCF to the positions where the
draughts are measured, normally AP and FP.
TA x
F
TA TF trim
TF
LBP
Figure 6.2
LBP LBP
- x + x
TA = trim x 2 TF = trim x
2
LBP LBP
Example 6.1
A ship LBP 100 m has MCTC 125 tonne-m while its LCF is 2.0 m aft of
amidships. Its original draughts are 4.5 m at AP and 4.45 m at FP.
Find new draughts when a 100 tonne weight already on board is moved 50m
aft.
100 50
Change in trim = = 40 cm = 0.4 m by stern
125
50 2.0
TF 0.4
100
= - 0.208 m
(since ship trims aft, forward draught is reduced i.e. negative)
and similarly,
TA TF
Original 4.5 4.45
T + 0.192 - 0.208
New 4.692 m 4.242 m
Exercise:
A ship LBP 50m is floating at Ta= 5.1m and Tf =5.3m. In this condition its MCTC is
30 tonne-m, LCF 5m fwd of amidships.
Find new draughts at Ap and FP when 50 tonne weight is moved 15m forward.
If a small weight w is added or removed from a ship, the draught of the ship
will change as follows:
w
i. Parallel sinkage/rise
TPC
Once trim is obtained, the changes TF and TA can be calculated and the
final draughts will include the parallel rise/sinkage and TF & TA.
Example 6.2
A ship LBP 100 m has LCF 3 m aft of amidships and floats at 3.2 m and 4.4
m at FP and AP respectively. Its TPC is 10 tonne while MCTC 100 tonne-m.
50 tonne cargo is removed from 20 m forward of amidships while 30 tonne is
unloaded from cargo hold 15 m aft of amidships. Find the final draughts at
the perpendiculars.
790
Change in trim = = 0.079 m
100
100
3
TA = 0.079 2 = + 0.037 m
100
100
3
TF = 0.079 2 = - 0.042 m
100
TA TF
Original 4.4 m 3.2 m
Rise - 0.08 - 0.08
T + 0.037 - 0.041
4.357 m 3.089 m
The effects discussed in Section 6.3 are related to small changes in weights.
These small changes lead to small changes in draughts and the hydrostatic
particulars are assumed unchanged.
If the weight changes are big, draughts will change significantly. Hydrostatic
data such as TPC and MCTC will also change and therefore the simple
formula used in Section 6.3 can no longer be used.
G (final) G
(original)
Weight W
p Buoyancy
B (original)
When weights are added, the draught of the ship can be considered to
change as follows:
i.) The effect of additional weight will cause the vessel to sink to new
draught. But since there is a big change in draught, TPC cannot be
used. Instead, the mean draught of the ship must be obtained from
hydrostatic particulars. At this mean draught, also obtain LCB, MCTC
and LCF.
ii.) From the way the vessel is loaded, the final LCG can be calculated.
The new location of G is no longer directly under the new LCB of the
ship i.e. a trimming moment is created which will trim the vessel. If
the longitudinal separation between G and B is p, then trim can be
calculated:
xp
Trim (m) =
MCTC x 100
LCG, LCB, MCTC and in this formula are for the final condition of
equilibrium.
i) If we know the condition of the ship in terms of its weight and LCG as
well as its hydrostatic particulars (LCB, LCF, MCTC) we can find its
trim and the draughts at the perpendiculars.
ii) If we know ships draughts, we can find trim and hydrostatic
particulars (LCB, MCTC, LCF, displacement). Using the above
formula, we can find LCG.
Direction of trim (by stern or bow) can be derived by considering the relative
position of LCG and LCB giving the direction of the trimming moment.
G G
© Omar bin Yaakob,
) July 2006 ) 75
Naval Architecture 2 Notes
Figure 6.4
A loading table is used where the weights of the ship and any additional
deadweight and the respective kg and lcg are tabulated. Finally the total
weights, KG and LCG can be obtained. By using hydrostatic table, values of
mean draught, MCTC, LCF, KMT and LCB are obtained. The formula above
is used to calculate ships draughts at AP and FP. Also, since KG and KMT
are known, the value of GM can be obtained.
The above calculations are carried out while the ship is still on the drawing
board.
Loading calculation is also important for the ship's master to know the
current condition of his ship. Calculations can be done to determine the
current level of stability and draughts when some loading and unloading are
done on the ship.
b) The weight, KG and LCG of the original ship whether lightship or already
loaded.
c) A list of loads to be added or removed from the ship; their masses, kg and
lcg.
Example 6.3
A ship LBP 125m having lightship mass 4000 tonne, LCG 1.6m aft of
amidships is loaded with the following:
= 0.215m aft
125
- 1.5
+
125
+ 1.5
-
-
Aft Fwd
T 7.8m 7.8m
(Original)
T 0.11 -0.105
T (Final) 7.91m 7.695m
If we have the hydrostatic particulars of the vessel and we can measure the
draughts of the floating ship, we can know the ships weight and LCG.
Read TF, TA
Calculate trim = | TF -TA |
Calculate Tmean = TF + TA
2
Use Tmean to obtain , MCTC and LCB from hydrostatic table.
Use trim formula to calculate the value of p i.e.
Note that the value of p is the actual distance between B and G in the
longitudinal direction. The actual position of G will depend on the direction
of trim as discussed earlier, see Figure 6.4.
The process to obtain the actual mass, KG and LCG of a ship is called
lightship survey and inclining experiment is the part in which the ship is
inclined to obtain KG.
It consists of taking a set of measurements and conducting analysis to
obtain the required objectives. Although sometimes the whole process is
called an inclining experiment, inclining the ship is only a part of the whole
procedure and will achieve only one aspect of the whole objectives. Inclining
experiment itself is very important and required to be done on every ship
under the Merchant Shipping Ordinance 1952.
The main objectives of the lightship survey are to determine for the ship in
as inclined condition and lightship condition:
i. Displacement
ii. KG
iii. LCG
When the three particulars are known for a lightship condition, displacement
and centre of gravity for other conditions can be determined by using loading
calculation as explained in Section 6.5.
Preparation
The measurements are carried out when the ship is completed or nearly
complete. The vessel should be floating freely, not touching the bottom.
Gangways and ladders should be removed. Any loose cables and equipment
must be secured while tanks should either be fully pressed or emptied to
reduce free surface effects.
The draughts are measured at six locations around the ship. Mean draught
is calculated and is used to enter the hydrostatic tables to obtain the
hydrostatic particulars of , MCTC, KMT and LCB. The density of water is
also measured.
The inclining experiment itself is carried out by moving weights across the
ship. The weights are chosen such that the total weight on one side will give
about two degrees of heel. The angles of heel are usually measured using
three pendulums. If other devices are used, one pendulum must still be
used. To increase accuracy, the pendulum should be the longest possible
and to facilitate pendulum deflection reading, the pendulum bob may be
immersed in oil.
Movement of weights
Weights are moved one by one across the deck and after each move
pendulum reading is taken. When all three weights have been moved across,
readings are again taken each time the weights are returned to the original
position.
A B C
D E d F
Figure 6.5
Processing Results
The results are first processed for the ship in the condition at which the
measurements are taken. This is known as the ‘ as inclined condition’.
This condition is different from the final lightship conditions and therefore
corrections will have to be made later.
b. To obtain KG as inclined
wd = GM tan
0.04
wd/
0.03
0.02
0.01
0
-0.4 -0.2 -0.01 0 0.2 0.4
-0.02 tan
-0.03
-0.04
Figure 6.6
KG= KM - GM
Example 6.4
SOLUTION:
v. Use formula
trim= displacement x p
MCTC x 100
Trim= 0.57m
vi. Use normal formula to calculate delta Ta and delta Tf. Since LCF is
at amidships, delta Ta= delta Tf = trim/2 =
Aft Fwd
Tmean
Delta T
Final 6.785 6.215
Exercise 6
1. A ship LBP 60m has lightship 500 tonnes, KG 3.7m and LCG 2.0m aft of
amidships. The following are loaded:
2. A ship LBP 100 m has LCF 3 m aft of amidships and floats at 3.2 m and
4.4 m at FP and AP respectively. Its TPC is 10 tonne while MCTC 100 tonne-
m.
Cargo4
Fuel
TOTAL
Trim =
TA = m
TF = m
TA TF
Original 4.4
Rise
T
FINAL
2. A ship is being loaded in port. At one point, its draughts are 10.5m A and
12.2m F, MCTC 200tonne-m and LCF 2m fwd of amidships. A further 5000
tonnes cargo is to be loaded at locations 10m fwd of amidships and 10m aft
of amidships. Determine how the cargo should be distributed to complete
loading with an even keel.
If LCF is at amidships, MCTC 200 tonne-m and TPC 35 tonne, find final
draughts.
Find the amount of cargo to be discharged from Nos. 1 and 4 holds if the
ship is to sail on an even keel.
7. MV Bulker LBP 100 m is floating at a level keel draught of 7m. Its LCG is
4m fwd of amidships.
The following cargo are loaded:
2000 tonne lcg 10m aft of amidships
2000 tonne lcg 10m fwd of amidships 1000 tonne lcg
5m aft of amidships
Find the final draughts at the perpendiculars. Use the provided hydrostatic
curves.
Drauf: FP 4.92m
Peminggang 5.50m
AP 6.08m
Ketumpatan air laut 1025 kg/m3. Jumlah beban (termasuk pemberat dan air
balas) yang perlu dikeluarkan bagi mendapatkan kapal kosong ialah 354 tonne
pada lokasi 4.0m di depan peminggang dan 10.5m di atas lunas. Panjang kapal
ialah 125m dan butiran hidrostatiknya di dalam air berketumpatan 1025
Kg/m3 adalah seperti berikut;
HOMEWORK
1. A ship LBP 60m has lightship 500 tonnes, KG 3.7m and LCG 2.0m aft of
amidships.
The following are loaded:
Where GZ is the righting lever or righting arm, the perpendicular connecting the
lines of action of buoyancy to the line of action of weight.
External
Heeling W
moment
W
M
G Z
W1 L1
B L
B1
W
K
M
G Z
B
In any loading condition, displacement does not change. Therefore the righting
moment in any loading condition will only depend on the righting arm GZ.
If we can determine the GZ values in that particular loading condition, we can know
its righting moment and hence the stability of the vessel.
As can be seen from Figure 7.1, GZ is the perpendicular distance between the two
lines of actions; weight through centre of gravity and buoyancy through centre of
buoyancy. Earlier, we have seen that at small angles, the metacentre is considered
stationary. From Figure 7.1, for small angles,
GZ = GMT sin
where is the angle of heel.
The location of the metacentre is no longer stationary at large angles. This is due to
the different shapes of waterplane areas at successive angle of heels. This
differences give rise to different transverse second moments of area. The distance
from the centre of buoyancy to the metacentre is given as
IT
BMT
At small angle of heel, IT can be assumed constant and hence the metacentre can be
considered stationary. However at larger angles of heels, the waterplane shapes
changes significantly leading to movement of the metacentre. Because of this
reason, the accuracy of the expression GZ=GMT sin diminishes at large angles. In
other words there is no simple expression relating GZ to GMT .
M’T
M
G
B’’
B’’
B B’
GZ curve is also called righting arm or statical stability curves. The curve is very
important in stability assessment. Load Line Rule requires GZ curves to be
calculated and the overall stability of the vessel assessed based on the curves.
Point of inflexion
G
Z
(
m Angle of Vanishing Stability
)
GZ value at 20
2 Angle of heel
0
Range of Stability
GZ = ( GM + ½ BM tan 2 ) sin
Wall-sided formula is only valid for ships which have straight parallel sides. The
formula is valid as long as the deck is not immersed or the bilge is not raised out of
water.
For other types of (real) hullforms, other methods must be used. Details can be
found in Principles of Naval Architecture (Vol 1).
The GZ values calculated at the design stage are presented either in tables or in
Cross Curves of Stability. The GZ values calculated are carried out at only a few
displacements and heel angles. Tables and curves are therefore presented at those
displacements and angles. To obtain values at other displacements or angles, linear
interpolation is used. A typical set of curves are shown in Fig. 7.4.
The value of KG of a ship is not fixed. It changes throughout the ship’s life
depending on how the ship is loaded. The values of GZ will depend on the KG.
However it is difficult to calculate GZ at many displacements, various angles of heel
and different values of KG.
For that purpose, a fixed value of KG is normally used in the design stage. This
assumed position of G is designated S, the height above keel being KS. Since S is
only an assumed centre of gravity, the corresponding point on the line of action of
buoyancy is called N i.e. not Z. The value of the righting lever is thus SN instead of
GZ.
40
SN (m)
50
30
KS= 4.2m
80
15
5
Displacement (tonnes)
In other words, the cross curves of stability will show plots of the assumed righting
arm, SN rather than the actual righting arm, GZ. To obtain the actual GZ, SN
values at various angles are read at the right displacement, and then corrected for
the correct KG based on Figure 7.5.
M
If S is above G ; GZ = SN + SG Sin
If S is below G; GZ = SN - SG Sin
S N
G Z
B
K
Figure 7.5
A better method is to put S at the keel i.e. KS=0. In this case SN = KN. The
assumed righting arm, KN values are plotted instead of SN at various displacement.
When G is known for any condition, GZ can be calculated:
GZ = KN – KG Sin
It must be noted that the values of KG used is the virtual or fluid KG i.e. taking into
consideration the FSC.
At small angles, the expression GZ = GMT Sin is valid. Also, at small angle, GZ
GMT i.e GZ approximates to a straight line with gradient GMT, as shown in
Figure 7.6.
In any loading condition, KMT is constant. Therefore the initial slope will solely
depend on KG.
G
Z
GM
57.3
sudut sendeng
Example 7.1
A ship with lightship displacement 1,700 tonnes, KG 3.5m is loaded with 1,800
tonnes of cargo at Kg 3.8m. KMT after loading is 3.8m while KN values are as
follows.
Plot the GZ curve and find the area under the curve up to 300.
Solution:
i) Carry out loading calculation to obtain final displacement and KG. (3,500
tonnes, 3.65m)
ii) Find KN values at that displacement.
iii) Correct KN to obtain GZ using GZ = KN – KG sin
iv) Plot the curve (note that initial slope= GMT=0.15m)
v) Use Simpson rule to find area under the curve up to 30 .
vi) Does the ship pass IMO stability criteria?
FINAL Δ,
Use Δ to read
KG, FSC LCG
Calculate Draughts TA
Hydrostatics data and TF
Tmean, LCB, LCF,
Hydrostatics MCTC,
Data KMT Calculate GMT
SN or KN Curves
Curves of Statical
KN/SN Values Adjust for actual KG
Stability
at correct Δ
GZ CURVE
SHIP HULL FORM
Stability
Assessment
GZ CURVES OF SHIP
WITH NEGATIVE GM DYNAMIC STABILITY
Small Craft -
Large Ship Fishing Vessel
Stability Criteria Passenger/Cargo
(IMO) (IMO)
(HSC Code)
1. Area Under Curve 0o- 0.07 m.rad if max. GZ
N.A N.A
15o occur at 15 to 30 deg.
2. Area Under Curve 0o- 0.055 0.055 m.rad if max. GZ
0.055 m.rad
30o m.rad occur at 30 deg.
3 Area Under Curve 0o-40o 0.090 m
N.A 0.089 m.rad
or up to f (flooding Angle) rad
0.055 + 0.001 (30 -
4. Area Under Curve 15o-
N.A max) if max. GZ occur N.A
30o
between 15 to 30 deg.
5. Area Under Curve 30o-
40o or up to f (flooding 0.03 m rad 0.03 m.rad 0.03 m.rad
Angle)
i. Lightship
ii. Homogenous Full Load Departure
iii. Homogenous Full Load Arrival
iv. Ballast Departure
v. Ballast Arrival
vi. Etc.
Example 7.2
A ship lightship 5200 tonnes, KG 7.4m, LCG 2.0m aft of amidships. The
homogenous loaded Departure condition are as follows:
o 5 10 15 30 45 60 75
Solution:
TLCF = 8.50 +
13710 12994 (9.00 – 8.50)
13999 12994
716
= 8.50 + x 0.5 = 8.856m
1005
and,
KM = 8.045 m
KG = 7.287
GMSOLID = 0.758 m
F.S.C = 0.061
GMFluid = 0.697m
( p) x
TRIM =
MCTCx100
= 1.111 m ke hadapan
. TA = 8.856
-0.501
TA = 1.111 x (72 – 7.005) 8.355 m
144
= - 0.501 m; TF = 8.956
+0.610
9.466 m
1.111 x (72 7.005)
TF
144
= + 0.610 m;
o 5 10 15 30 45 60 75
GZ = KN - KGf Sin
When a ship is acted upon by an external or internal moments, the steady angle of
heel can be obtained as the point of equilibrium between the external moment and
the righting moment curve.
E D
O c
Steady Angle of Heel Heel angle
US Navy Criteria:
V
knot
s
By plotting wind heeling moment and righting moment curves, the steady angle of
heel can be obtained.
Moment
(tonne-m) E
x GZ
k AV2 1 cos2
A
C D
O c D
The area under the righting moment curve is the dynamic stability of the vessel.
Dynamic stability defines the amount of energy that the vessel can absorb up to the
heeling angle in question.
When an inclining moment is applied, the baseline of the curve changes as shown
as broken line in Figure 7.7 and Figure 7.8.
With the change in baseline, the stability characteristics of the vessel also changes.
C is the new point of equilibrium (compared to 0º when there is no heeling moment)
where the steady heeling angle is obtained. The ship will return to this angle
whenever additional temporary moment is applied to port or starboard. The new
range of stability to starboard is from C to D. D is the new angle of vanishing
stability, which is less than the original.
Considering Figure 7.7, the area bounded by OAC is the work done by the the
heeling moment to heel the vessel to the steady angle of heel, C. In other words,
this is the potential energy available to heel the vessel from upright to C. If the
moment is applied quasistatically, the vessel will slowly heel to C. However, if it is
applied suddenly, the potential energy will be released suddenly causing the vessel
to overshoot C and reach E. The area OAC equals CEF, and the vessel will
oscillate about C. It is important to ensure that E does not exceed D, the new
angle of vanishing stability.
In the case of wind heeling, similar situation will happen if the wind moment is
applied suddenly as in a gust. Again, from Figure 7.8, the ship will capsize if the
potential energy (area OAC) could not be absorbed fully by the area CDE bounded
by the wind heeling moment curve and the righting moment curves, i.e. E exceeds
D.
A ship with negative GM will not stay upright. It will heel to one side until the
waterplane area is such that metacentric height exceeds the centre of gravity. It will
then stay at this new point of equilibrium, called the angle of loll. In other words a
ship with negative GM will not necessarily capsize.
If the negative GM ship is slowly released from upright ( = 0), it will slowly
approach the angle of loll. However, if the ship is released suddenly, which is
normally the case when GM becomes negative suddenly, the vessel will quickly heel
over by-passing the angle of loll to another angle called the angle of lurch.
Area B
G
Z Angle of vanishing
Angle of Loll stability
Heel Angle
Area A Angle of Lurch
The position of angle of lurch will depend on the energy available between upright (
= 0)and angle of loll (Area A) and the ability of the ship to absorb the energy
beyond the angle of loll (Area B). If the ability to absorb is low i.e. low righting
moment values, the angle of lurch will be big and if it exceeds angle of vanishing
stability, the ship will capsize.
1. For one loading condition, a ship LBP 70m has displacement 1500 tonnes, KG
4.0 m and KM 4.5 m. SN values (with KS = 4.2m) are given in the table below.
Angle () 10 15 20 30 45 60 75
SN (m) 0.23 0.35 0.44 0.44 0.35 0.19 0.01
2. A fishing boat began its trip with displacement of 340 tonnes, KG 3.5 m and KM
3.75 m. After one day journey, the following events occurred :
Angle of Heel
Displaceme 10 20 30 45 60 90
nt
(tonne)
300 0.72 1.525 2.40 3.07 3.37 3.55
0
400 0.71 1.521 2.28 2.99 3.29 3.45
0
3. a) Using wall sided formula, show that a wall-sided vessel will loll at an
angle of tan -1 √(2GM/BM).
5. A ship 150m has lightship displacement 6500 tonnes, KG 8.0 m, LCG 1.5
m aft of amidships. The ship is loaded as follows :
o 5 10 15 30 45 60 75
(tonnes)
13,400 0.700 1.400 2.023 4.000 5.268 6.346 6.873
13,500 0.706 1.413 2.123 4.053 5.557 6.576 7.069
Damage stability can be defined as the minimum adequate stability of a ship when
some part of the ship is damaged or opened to the sea.
All types of ships and boats are subject to the risk of sinking if they lose their
watertight integrity whether by collision, grounding or internal accident such as an
explosion. The most effective protection is provided by internal subdivision by
means of watertight transverse and/or longitudinal bulkheads and by some
horizontal subdivision – double bottom in commercial ships and watertight flats in
naval vessels.
A compartment, which has been opened to the sea, is said to have been bilged. It is
necessary to isolate the flooded volume in order to
The requirements for subdivision have been fixed by legislature based on the
recommendations of various International Conferences on Safety of Life at Sea.
There are no Government requirements for the number of transverse bulkheads to
be fitted in a cargo ship. However, classification society rules specify the number of
bulkheads required and this is governed by the length of the ship.
Passenger ships – those that carry more than 12 passengers – must comply with
certain standards of subdivision. The method adopted is to determine a line beyond
which the ship should not sink and then ascertain the position and length of the
compartment which when flooded will cause sinkage to that line.This line beyond
which the ship should not sink is known as the Margin Line.
Bulkhead Deck
The bulkhead deck is the uppermost deck to which the transverse watertight
bulkheads extend (usually the main deck).
Margin Line
The margin line is a line drawn parallel to, and three inches (76 mm) below, the
bulkhead deck at the side.
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Naval Architecture 2 Notes
Permeability
The percentage volume of a space that can be flooded is known as the permeability.
available volume
total volume
When a compartment is flooded, it is rare for the total volume of this compartment
to becompletely filled with water. This is because the compartment will already
contain certain equipment or stores depending upon its use.
The table below from “Basic Ship Theory - 4th Edition” by Rawson & Tupper lists
some typical ship compartment permeabilities.
Permeability (%)
Machinery Compartments 85
Floodable Length
This is a curve, which, at every point in its length, has an ordinate representing the
length of the ship, which may be flooded with the centre of the length at that point
and without the margin line being submerged.
Bonjean Curves
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Naval Architecture 2 Notes
If the angle of list or trim is too great, placing non-watertight parts of the ship
underwater, then additional flooding will occur. In this case the ship could
lose
transverse stability, roll over and capsize
Longitudinal stability could also be lost in a similar manner causing the ship
to plunge (go down bow or stern first). One of the most notable examples of
plunging is the Titanic.
A ship may be lost even if stability is not compromised. It may simply sink.
This is called foundering.
Table 1 describes the damage scenarios and their effect to the ship
Location of
Case Effect to the Ship
Damage
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Naval Architecture 2 Notes
This section discusses the fundamental behavior of a damaged ship and introduces
two techniques that allow its analysis
Then find
the waterline, trim and heel for the damaged floating condition (is there
sufficient reserve buoyancy left to prevent foudering?)
the damaged stability ( is there sufficient stability left to prevent capsizing
and plunging?)
Wo A B Lo
W L
E F
WL Intact waterline
WoLo Damaged waterline
ABFE Added mass due to flooding
WoWLLo Additional buoyancy required
In order to calculate the added mass it is necessary to guess the damaged draught
AE and verify (trial and error)
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Naval Architecture 2 Notes
Wo A B Lo
W L
C D
E F
WL Intact waterline
WoLo Damaged waterline
CDFE Lost of buoyancy i.e. must be made up by the buoyancies of WoACW
and BLoLD
The lost of CDFE can be calculated exactly. The additional buoyancy up to WoLo
can be found from parallel immersion/sinkage of the damaged waterplane
(excluding the portion AB).
L
B L
l
If this compartment is bilged, buoyancy is lost and must be replaced by
increasing the draught. The volume of buoyancy lost is the volume of the
compartment up to waterline WL, less the volume of water excluded by the
cargo in the compartment.
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Naval Architecture 2 Notes
This is replaced by the increase in draught multiplied by the area of the intact
part of the waterplane, i.e. the area of waterplane on each side of the bilged
compartment plus the area of cargo which projects through the waterplane in
the bilged compartment.
= l BT
(L- l )B
= lT
L- l
Example 1
A box barge 30m long and 8 m beam floats at a level keel draught of 3m and
has a mid-length compartment 6m long. Calculate the new draught if this
compartment is bilged:
a) with =100%
b) with = 75%
Increase in draught = 6 x 8 x 3 m3
24 x 8
= 0.75m
New draught = 3.75m
= 0.529m
New draught
= 3 + 0.529
= 3.529 m
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Naval Architecture 2 Notes
ORIGINALLY
Two methods are normally used for calculation of metacentric heights during
flooding calculations. The methods uses two different basis but finally yield same
answers on the effect of flooding.
This method deals with the problem as if the hull is intact and an amount of water
is poured into the hull.
1
KB = 4.00 = 2.00 m
2
100
BM = = 2.083 m
12 4.00
The mass of water added (added mass) = 1230 – 615 = 615 tonne
615(3 2)
KG = = 0.500 m
1230
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Naval Architecture 2 Notes
15 103
FSC = = 1.042 m
30 10 4 12
This method considers the damaged and flooded compartment to be part of the sea
and has nothing to do with the intact vessel.
T
KB = = 2.00 m
2
BM = (30-15) x 103 = 2.083 m (actual volume of displacement unchanged)
12 x 15 x 10 x 4
KM = 4.083 m
i.e. similar righting moment, both methods give similar measure of stability
Exercise:
Show that both methods give the same assessment of the vessel’s initial stability.
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Naval Architecture 2 Notes
Example 3
A box shaped vessel 140m long, 20m wide floats in sea water at a draught of 4.5m.
A compartment extending the full width of the vessel with bulkheads at locations
15m and 40m forward of AP is flooded. The area and volume permeability for the
compartment are 75% and KG is 8.75m.
140m
140
20m m
4.5
m
40m
15m
a q
Shift in LCF, p 6.57 m fwd
Intact WPA
where a lost WPA
q distance of lost WPA to original centroid
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Naval Architecture 2 Notes
76.57 63.43
TA 1.36 m TF Tp m
140 140
Tf (m) Ta (m)
Original 4.5 4.5
Parallel 0.696 0.696
sinkage
T
FINAL
To calculate GM,
5.196
KB 2.598 m
2
1/12140 - 25 20 3
BM 6.08 m
140 20 4.5
GM KB BM - KG 8.678 - 8.75 - 0.072 m
Example 5
A ship LBP 150m, breadth 36m was involved in a collision and one of its
compartment ( = 0.95) length 36m with its centre 37m fwd of amidships is
damaged and open to sea. Just before collision, draughts of 3.1m and 7.3m were
recorded at forward and aft respectively. With these draughts the following data
were obtained from table of hydrostatics particulars.
CB = 0.8
38
At centre of hold, original draught = 3.1 (7.3 3.1) 4.2 m
150
Lost buoyancy = 36 x 36 x 0.95 x 0.8 x 4.2 = 4137 m3
4137
Parallel sinkage = 1.2 m
3589
219468
Trim = Trimming moment x L = 150 7.52 m by head
4380145
IFnew
91
TF = 7.52 4.56 m
150
59
TA = 7.52 2.96 m
150
Tf (m) Ta (m)
Original 3.1 7.3
Parallel 1.2 1.2
sinkage
T 4.56 -2.96
FINAL 8.86 5.54
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Naval Architecture 2 Notes
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Naval Architecture 2 Notes
Example 6
A ship of length 158 m has a displacement of 18,500 tonnes and the centre of
buoyancy 2.8 m abaft amidships. At a waterline tangential to the margin line the
areas of the immersed sections are as follows:
Determine the mass of water that has entered the ship and the distanceof its
centroid from amidships.
Solution
1
Displacement 15.8 4680 1.025 25,200 tonnes
3
1638
LCB 15.8 5.53 m aft amidships
4680
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Naval Architecture 2 Notes
87550
Centroid 13.07 m aft amidships
6700
mass of water that has entered the ship 6,700 tonnes
centroid of water 13.07 m aft amidships
Example 7
A ship of length 128 m and displacement 12,200 tonnes with the centre of
buoyancy 0.77 m forward of amidships is brought, as the result of damage,to a
waterline at which the displacement is 14,200 tonnes and the centre of buoyancy is
7 m forward of amidships. The damage opens to the sea a compartment bounded by
transverse bulkheads and with a permeability of 80%. The areas of the immersed
sections for the fore body, in the damaged condition, at equidistant stations
commencing at amidships, are 139,148,158, 162, 139, 84 and 0 m2.
Solution
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Naval Architecture 2 Notes
100
2
AP
45 m fwd amidships
Δo
Δ1
L1
W1
G g
Lo
Wo
B1
Bo
b x w
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Naval Architecture 2 Notes
Figure shows the profile of a ship with waterline W1L1 tangential to the margin line.
The purpose of the calculation is to determine the extent and position of the
flooding which will bring the ship from waterline WoLo to the waterline W1L1.
Let
Then
1 b
x
w
Consequently the extent of the lost buoyancy or of the added weight to the4
waterline W1L1 and the position of the centroid can be determined. Thus, the
volume of water admitted is 0.975δΔ and the total volume of the compartment is
given by
0.975w
v
l1
Figure shows a portion of such a curve derived from the Bonjean curves at the
waterline W1L1 which is tangential to the margin line. The centroid of the added
weight or of the lost buoyancy is on the ordinate at A. It is then necessary to
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Naval Architecture 2 Notes
determine an area under the curve, which will have its centroid on this ordinate at
A and also represent the volume
0.975w
v
The process is one of trial and error.
The procedure is to estimate a mean ordinate generally less than the ordinate at A,
say A1 and the first approximation to the length l1 of the compartment is given by
v 0.975w 100
l1
A1 A1
where is expressed as a percentage.
This length should be laid off so that the middle is on one side or the order of the
ordinate at A according to the shape of the curve. The volume and position of the
centroid corresponding to the length l1 can be determined by Simpson’s rule; this is
used as the basis for a second approximation. Normally the correct length and
position are obtained at the second attempt.
G
B
E F C A D
Aft Engine Fwd
space room space
Length of ship
© Omar bin Yaakob and Mohamad Pauzi Abdul Ghani, July 2006
124
Naval Architecture 2 Notes
Thus the length of the compartment represented by EF exceeds the floodable length
since the apex G lies above the curve.
Exercise 8
1. A box barge 100m long, depth 10m and 20 m beam floats at a level
keel draught of 8m and has a mid-length compartment 20m long. If
KG=8.4m, comment on stability of this vessel if the compartment is
bilged?
2. A box shaped vessel 150m long, 14m wide floats in sea water at a
draught of 7.0m. A compartment extending the full width of the vessel
with bulkheads at locations 35m and 65m forward of amidship is
flooded. The area and volume permeability for the compartment are
75% and KB can be assumed as equal to KG.
Stn AP 1 2 3 4 5 6 7 8 9 FP
© Omar bin Yaakob and Mohamad Pauzi Abdul Ghani, July 2006
125
Naval Architecture 2 Notes
© Omar bin Yaakob and Mohamad Pauzi Abdul Ghani, July 2006
126