aqua: ‘TABLE OF CONTENTS & 1. Displacement, Density, and Draft 1.1 Displacement 1.2 Effect of Density on Draft and Displacement 1.3 Permissible Midship Draft When Restricted by Loadtine 1.4 Draf Survey : 15 Center of Gravity 3 16 Center of Buoyancy 15 1.7 Caleulation of KGaa--nrrem 6 2. Approximate Calculation of Areas and Volumes 2.1 Simpson's Rules 18 2.2 Teapezoidal Rule 19 23 Calculation of Volumes 21 24 Appendoges B 2'5 Intermediate Ordinates — 2B 2.6 Geometric Centers 4 3. Longitudinal Stability 3.1 Pitch 6 o 3.2Trim 7 313 Centre of Flotai 2B ~ 3.4 Type “A” Problems-~ 29 3.4.1 Loading a Weight-—- 2» i 30 30 3.4.4 Shift a Weight Already on Board: 3 3.4.5 Use of Trimming Tables- 2 3.46 Trimming with 2 Compartments-—~ B 3.4.7 Leading and Keeping Draft Aft Constant M 3.4.8 Desired Value of Draft An- 35 3.5 Type “B” Problem: 36 3.5.1 Preplanning—~ 36 315.2 Change of Trim Due to Change of Densi 315.3 Cateulation of Trim with Large Changes in Mean Draft 3.54 Trim to arrive at Even Keel 4, Transverse Stability a 4.1 Statical Stability 43 4.2 Effects of Slack Tanks and Calcula 43 433 Equilibrium of Ships. 48 ron 4:4 Stiff and Tender Vessels 49 © 4.5 Angle of Loll -—~ 50 4.6 List and its corrections 32 4.7 Curves of Statical Stability 34 1. Cross Curves and KN Curves ~36 2. Calculation of BM and KM 38 3. Effect of Beam and Freeboard on GZ Curve 59 4, Calculation of List by GZ. Curve 4.8 Dynamical Stability 4.9 Recommendation on Intact Stability for Passenger and Cargo Ships. 4.10 Stability of Vessels with Deck Cargo of Timber Ci] 4.11 Simplified Stability Informa 4.12 Inelining Test 4.13 Intact Stability Requirements forthe Carriage of Grain 5. Dry-dacking and Grounding 5.1 Dry-docking and Grounding —- 6 6. Shear Force, Bending Moment, and Torsional Stress ‘6.1 Shear Force and Bending Moment in Box- Shaped Vessels ~ ” 6.2 Shear Force and Bending Moment in Ships 81 Keel Marine Technologies, Inc.Stability and Trim in Practice DISPLACEMENT af which is, i -sieight of fluid displaced. Since the word fluid includes both, liquids and gases, and the fact that merchant ships are only expected to float, a modified version of ‘Archimedes’ Principle may be called the Principle of Flotation. Y (Principle of flotation: When a bodv's floating m a higuid, the weight of liquid displaced equals to the weight of the bod Experimental explanation Consider a rectangular container 10-m x 1m x 2m, weighting 10%. If'this was lifted by a crane and gradually lowered into a pool full of FW. the volume of water displaced can be collected and measured Ik will be noticed that asthe box is lowered more and more into the water, the load registered by the spring balance becomes less and less. Consider the case when the drafi becomes 0.1 m. The uinderwater volume of the box is then 1,0 > te, the volume of water displaced (overflow) is 1.0 m’. The weight of water displaced or displacement is | tonne. So the apparent loss of weight or buoyancy experienced by the box is I tonne. The spring balance now shows a reading of only 9 tonne whereas it showed 10 t before the box reached the water surface ‘Similarly, when the draft becomes 0.2m, the displacement (or buoyancy) is 2 and the load registered by the spring balance is 81 ‘The following would be the results, expressed as a table: Draft Volume of —] Displacement] Load registered Displacement | or buoyancy by spring balance 200m OO m3 oor 10t “cos 05 os 95 [or] i 1 9 02 2 2 8 os < 4 6 06 6 6 4 os [= 8 2 LO 10 Lic oo] Keel Marine Technologies, Inc. 10 tonnes Spring balance ‘iw Graduated tank 10 tomas (20) Water displaced (ove Ata draft of 1.0 m itis noted the spring balance registers zero indicating that the buoyancy equals to the weight so that the body is now floating freely From the foregoing itis clear that () ‘The volume of water displaced is the underwater volume of the ship. (ii) Buoyaney or displacement is the upward thrust experienced by the ship. ‘When the ship is floating freely, its displacement (or buoyancy) equals to its weight. The weight of the ship is therefore referred to as displacement @ Displacement, Density and Draft |‘Stability and Trim in Practice i A= volume of water displaced x Density of water displaced A= Underwater volume x Density of water displaced While doing stability calculations, density should preferably be in vim’, volume in m’ and displacemem in tonnes() IMPORTANT TERMS {is commonly’ used to denote te mass of a ship in tonnes. Technically, itis uke mass of water displaced by a ship and, when floating freely. the mass of water displaced equals to the mass of the ship. The displacement can be presented in a curve or table where itis a function of mean draft WAgHIShip is the mass of the empty ship — without any cargo, fuel, ubricating, oil, ballast water, fresh and feed water in tanks, consumable stores. and passengers and crew and their effects. Load displacement is the total mass of the ship when she is floating in salt water with her summer loadline at the water surface: meni is the mass of the ship at present. It is the sum of the light displacement of the ship and everything on board at present Desieight (DWT) of a ship is the total mass of cargo, fuel, freshwater, etc that a ship can carry, when she is floating in salt water with her summer oaidline atthe water surface. DWTOF ship = load displacement —lightship ‘Deadweight aboard is the total mass of cargo. fuel, ballast. fresh water. ete on bboarel at present ‘DWT aboard = present displacement — lightship Keel Marine Technologies, Inc € ¢ Deadweight available isthe total mass of cargo, fuel, fresh water, etc, that can be put on the ship at present to bring her summer loadline to the water surface in salt water. DWT available = load disp! ~ present disp! ‘Male lan enetcen (Gor cote of fines of he water plane ea F the area of the water-plane to the area ofa rectangle having the "same length and maximum breadth, srea of water-plane LxB Block coefficient (Cb), or coefficient of fineness of displacement, at any dratis the ratio of the underwater volume of the ship at that draft to a rectangular box. having the same extreme dimensions, Displacement, Density and Draft 2SEPP P PPP RES SG & | Stability and Trim in Practice e ¢ ‘Tonnes peor centimetre (TPC) is the mumber of tonnes required to cause the ship's ‘mean draft to sink or rise by one centimetre. Considering 1 cm sinkage Sinkage 1 em 4 or 1/100 m Water-plane 7 area = A at? Increase in underwater volume = A x 1m 100 Increase in = A x density water displaced. ciTRO=EEemapermerunie' | SiSmea TPC in SW = Ax 10 A Gee sr mC TaChiFW= WoO = Con "Toe x 100 100 - ‘TPC in DW density 1.017 = Ax 1.017 = LOLITA, 100 100 Inthe foregoing formulae. the arca ofthe water-plane ofa ship-shape has been considered constant since the sinkage or rise being considered is only 1 cru However, the area of the water-plane of a ship-shape usually increases as draft increases. In view ofthis, calculations involving TPC should generally be confided to smal values of sinkage or rise say less than about 30.¢m, in the ease of ship-shapes, Othenvise, the accuracy of the calculation will tend to suffer. In the case of a box-shaped vessel, the area of the water-plane is the same at all drafts and hence its TPC does not change with draft Keel Marine Technologies, Inc. Freeboard —is the distance measured vertically downwards from the upper edge of the deckline to the upper edge ofthe related loadlne, Derived from experience, there are ample evidences that there is a minimum height ofthe side of the ship above the still water level which willbe sufficient to ensure: |B) the satisfactory navigation and working of he ship, %s) adequate protection for the cargo hatches from ship damage form the sea, 2 that the cargo being delivered in good condition is the volume of the enclosed spaces above the waterline emaybe expressed as a volume in m’ or as-a percentage of the total volume of the sup RB Total volume = underwater volume RB %= Above water volume x 100 Total volume Reserve buoyancy is so called because, though itis not displacing any ‘at that time, it is available for displacement if weights are added or if serious flooding occurs. It is not provided specifically to compensate for any losses of buoyancy that maybe incurred; its use in the general working ofthe ship 1s to provide a sufficiency of freeboard to make the vessel seaworthy _—— memos [toa /j, RESERVED BUOYANCY - - TRE SAXIMUMDRAUIGHT BN SW = Loadlines are lines marked on a vessel's side at mid-Length to define the maximum drafts to which a vessel may load in all sea areas and also in rivers and harbors where the density ofthe water in which the vessel floats is not equal to the density of saltwater. Standards for loadlines are set by the Intemational Convention of Loadlines, 1966. Displacement, Density and Draft 3ee HHH t Stability and Trim in Practice -LOADLINES OF SHIPS The following diagram shows the starboard side loadlines of a cargo ship, The WNA loadiine has been included in dotted lines, as itis only required by vessels less than 100 metres in length, trading in the North Adantic during the \winter season. The exact limits and dates of the winter zone in the North Atlantic are given in the loadline rules All the lines are 25 mum thick, are cut imto the shell plating and are painted white or yellow on a dark background or black on a light background. The upper edge of each loadline indicates its exact level. The top of the deck line indicates where the top of the freeboard deck would meet the outer side of the shell plating. if produced. Directly below the deck line is the Plimsoll mark (or loadline disc) and the vertical distance between them is called the Statutory Summer Freeboad The centre of the loadline disc is at the middle of the upper edge of its 25-mm thick, painted, diameter line. The deck line and the Plimsoll mark are situated exactly admidships. Exactly 540 mim forward of the disc isa vertical line 25 mm thick with horizontal lines, measuring 230 mm x 25 mmm, on each sie o it On its forwa side the lines are marked S, T and W (also WNA if applicable). The lines on the afer side area marked F and TF. ‘The upper edge of the line marked S is inline with the horizontal line of the Plimsoll mark. In summer zones, the ship can load up to this line in salt water ‘The vertical distance between the upper edges of S and T (and also between S and W) is 1/48 of the summer draft of the vessel. The dates and limits of winter. summer and tropical zones are given in the loadtine rules. The WNA mark, if applicable, if situated exactly 50 mm below the W mark (measured between their upper edges). The vertical distance between the upper edges of the lines marked § and F and also between T and TF, is the FWA of the ship. Keel Marine Technologies, Inc. 4230 mm 540mm __» TE’ F 230 mm s 300 mm = << 450mm —> Displacement, Density and Dra 4Suabitty and Trim in Practice € ¢ Example I: A ship floating in DW of density 1.015 at a draft of 4.5 m, is 80 m long and 10 m wide at the waterline, If her block coefficient is 0,76 and her light displacement is 1100 t. find the DWT aboard. W = whw volume x density of water displaced Present A = 80x 10x45 0.765 1015 277.041 Lightship = 11000¢ DWT aboard = 1677.04 Example 2 A ship is floating in FW at a draft of 6.8m. If her maximum FW draft is 7.0 m, and her SW TPC is 40. find the DWT available. SW TPC = Ax 1,025 ‘Alratve sltion 100 ‘TPCrw = TPCow xd 40 = Ax 1,025 uaz 100 =40x1 1.025 Or A= 40x 100 = 3902.4 m? foo 1.025 FWTPC =A = 3902.4=39.024 vem 100 “100 ‘Sinkage required = 7.0- 6.8 = 0.2 m= 20cm. Cargo to load = Sinkage x TPC = 20 x 39.024 80.48 1. DWT available = 780.48. Keel Marine Technologies, lnc. GaG Exercises: 1. M/V “Pepetone” will load in a por situated in the Summer Zone, Her remaining fuel, water and stores is 2500 tonnes. How much cargo she is capable to cary. ifthe chief officer expects an unpumpablé ballast of 160 tonnes? 2, M/V “Pepetone” will load in a port situated in the Winter Zone Her remannuny fuel, water and stores is 1800 tonnes, How much cargo she is capable to cary. if the chief officer expects an unpumpable ballast of 150 tonnes? Displacement, Density and Draft 5‘Stability and Trim in Practice C ¢ (EFFECT OF DENSITY ON DRAFT & DISPLACEMENT \efiffectofichange of density when displacement is constant ‘When a ship goes form SW to FW, her draft would increase and vice versa. ‘This can be illustrated by simple example, Consider a ship of 10000 tones Vv volume x density of water displaced In salt water 100,000 = Vsw x 1.025 OF Vow = 100,000 = 97,361 m3. 1.025 Underwater volume in SW 97,561 m3 In fresh water, 100,000 = Vw x 1 (oF Vw = 100,000 m3 Underwater volume in FW = 100,000 m3 From the foregoing example itis clear that when a ship goes form SW to FW her underwater volume (and hence her draft) increases, and vice versa, ‘though her displacement is constant ‘The change in draft is found by the formula(!) c= AN(L025--¢) where: d= new density TPC xd x 100 ‘TPC= TPC in SW = change in draft (in meters) ‘A ship loading in freshwater is therefore allowed to be loaded deeper than her prescribed loadline before proceeding to seawater. Keel Marine Technologies, Inc. \FRESH WATER ALLOWANCE | FWA is the increase in draft when a ship The calculation for the FWA is the follow | Mass =Volume x Density Mass of SW displaced = 1L025V d= density of DW Mass of FW displaced = 1.0 (V + v) 1.0 (V+ ¥) =1.025 V 10 V+ 10v= 1025 V Loy =1.025V-10V LO y = (1.025-1.0) V 10 v =.025V v = vio ‘mass of SW in volume v | a mass of SW in volume V therefore: w= a/40 but_ w= FWA x TPC x 100 FWA x TPC x 100 = a/40 os from SW (0 FW and vice let v = additional volume to be displaced upon moving to FW Ly ‘but Mass of FW displaced = Mass of SW displaced, therefore: Displacement, Density and Draft 6‘Stability and Trim in Practice WAS a AOXTPTX100 \- Where: Ais the displacement of the ship in salt water, expressed in tonnes, ‘TPC is the tonnes per centimetre immersion in salt water FWA js the fresh water allowance in meters. FWA of a ship increases as draft increases. This is because A depends om underwater volume whereas TPC depends on waterplane area. As draft increases both A and TPC increase but A increases ata faster rate, Hence FWA, as calculated by the foregoing formula, also increases as draft increases. The below is taken form the hydrostatic particulars of M/V “Pepeton table The FWA calculated, by the foregoing formal, for the summer load condition is called the FWA of the ship. The FWA mentioned in the loadline certificate is considered constant for the loadlines T, S, and W. She can immerse DOCK WATER ALLOWANCE DWA js the increase in draft when a ship goes from saltwater to dockwater. and vice versa, where the dockwater is neither fresh nor sult i. density between. Vand 1.025, When loading in a dock, the ship can immerse her loadline by the DWA so that when she goes to sea, she would rise to her appropriate loadline When a ship goes form SW to FW she increases her draft equal to FWA. So fora change of density between 1,025 and 1,000, linear interpolation may be done, For example: her loadline by the FWA of the ship so that when she goes to SW, she would rise ‘Change of | Change of to her appropriate loadline. If it is desired to find the FW draft of the ship when _ density | Draft she is not immersed up to the loadline marked on the ship's sides, the FWA mu [sw FW 025 FWA | bbe calculated by the formula and added to the SW draft of the ship at that time. | Lo2s 1.000 | SW To |DW oS | DON FWA Draft a TPC a FWA | ozs 4.017 025 | M T Tiem ioxTPCxI00 = m SW wo [DW 0S “005 x FWA 1.020 | ‘ons S000 28055-5922 28055 = ons fw To [Dw ~oi6 | 201g s FWA 40x $9.22 x100 L000 | L016 - | | DW 10 DW o2 | row sors 6030 sms oe rot7 100s | 40 60,30 x100 _ j 9.000 6160 32233 = 02120 4061.60 x10 From the foregoing example, it is clear that 12.000 TIS 68.15 mus = 02 Change of draft = change of density x FWA 40.8 64.15 x100 = —_025 =e This formula holds good for any change of density. However, when the 1387. 83246 64.78 5246 = 03218 change cf draft is calculated between SW and DW, itis called DWA. The term (load draft) 40 x 64.78 x100 Keel Marine Technologies, Inc. ddockwatzr is used here only symbolically to represent water whose density is between 1.000 and 1.025 and, for stability purposes, includes the water of rivers, harbors, etc., even though they may not have enclosed docks. Displacement, Density and Draft 7Stability and Trim in Practice 1K should be understood that the formula above is only a linear interpolation ofthe FWA. Though acceptable for all practical purposes. it does not represent the exact description of the parallel change in draft due to density. The formula (1) mentioned previously is the mathematically correct calculation of the DWA. Part When draft is constant | When a ship floats at the same draft, on different occasions, in water of different density, her displacement each time would be different. This is illustrated by the following example, which is usually calculated during draft survey. Suppose the underwater volume of a ship at 9m draft is 50959 m’. In SW, at 9 m draft, 4 = 50959 x 1.025 = 52233 In FW, at 9'm draft, = 50959 x 1,000 = 50959, Density 1.01, at 9 m draft, A = 50959 x 1.010 = $1468.61 Density 1 02 at 9 m draft. A= 50959 x 1.020 = 51978.2 Example 1 MIV “Pepetone” will load to her Summer displacement of $3246 and her TPC is 64.78. If she is in DW of density 1.005, find by how much she may immerse her loadline so that she will not be overloaded when she goes to sea FWAS __W SOx TPCXIOO ‘DWA = (1.025 ~ dj x FWA: “025 83246 =0318m 40% 64.78 x 100 1.025 — 1,005) x 0.318 0.025 Hence, ship can immerse her SW loadline by 0.2. Example 2 A vessel displaces 25000 t at draft 95: displacement when floating at the same draft in DW of densi 4= whw volume x density of water displaced. n in DW of density 1,018, Find her 1012, In DW density 1.018, 25000 = Vx 1.018 24557.96 m3, Keel Marine Technologies, Inc. Hence, wiv volume of ship at that draft = 24557 96 m3 In DW density 1.012, A = 24557,96 x 1.012 24582661 Example 3 MV "Pepetone” arrives at port X at the mouth ofa river Her draft is 12 00 in density 1.021. She is to cross a bar up c ig pot Y The dep the bar is 12.30 m and density 1.005. Find the minimum quantity of cargo to off load at port X so that she may cross the bar with an tnder-Keel clearance of 0.8 Displ at 12 m=71115 Displ at 12 m in density 1.020 1115 x 1.020/1,025 70768 TPC atPomX = 6415 x 1.020 = 63.84vem 1.025 c= ax(1020-4 (Niue mw Dunrt We-w Ver TPC x dx 100 = 10768 x (1.020- 1,005) 63.84 x 1,005 x 100 = 0.165 m Depth of water over bar = 12.300.m Under-keel clearance = 0500m Max draft to arrive at bar 11.800 m Change of draft due to dens 0.165 m Max draft on dep po.X = 11.635 m Draft on arrival port X 12.000 m Required mean rise at pon X= 0.365 m Cargo to discharge = Rise x TPC = 0.365 x 100 x 63.84 330.2 Hence, required to discharge 2330,2 tat port X. Note: The TPC given is always the SW TPC unless clearly stated otherwise. The ‘TPC used in the final stage of this problem is the TPC at density 1.020 because Displacement, Density and Draft §Stability and Trim in Practice the cargo lightering operation is being carried out at port X whose density is 1.020. This is purely of academic interest because any cargo calculation involving TPC is approximate only. If the SW TPC were used in this probl. n. Aside from being restricted by draft limits in ports, bulk carriers are also tke answer would be only 11.4 tonnes differen, In actual practice at sea, the } constrained by the loadline draft limitation, Before the chief officer can make a displacement of the ship atthe required draft of 11.80 m in density 1,005 would | preloading planning calculation, he has to know up to what midship draft he is bbe found out (using the hydrostatic particulars of the ship) and tht, subtracted permitted to load and how much cargo can he cary. Further, when finishing a from the present displacment, would give the quantity of cargo to ofF-lead at Joading_ itis customary ta_stop vessel is around ¥ port X. To show sidship daft hi = fisstouud.on ch side ofthe ves odsgmming.ss ast 7 Disp at the bar ‘of available feeboard remaining jens. then oly Draft = 11,80, density = 1.005 FeCiodetesmine the balance of cargo that may be leaded. Disp = 69832'x 1.005/ 1.025 = 68469 Disp at the mouth ofthe river ading port is located at the summer zone and the vessel wil Dap niiiss ants take un cee el a a ea hs a Cargo to offload = 70768.1 - 68469 dot rnd daiveg Sa 2one on he Sune epcoestof WV "Pepe FWA. | ye Ling Zn Gist the hve Fh ped only fr spore adler se anon | PREM = Lee ee oni Shown ching sss nga oie Sette | "Seer" water of densit 6, ie new mean a whether it wil = he in (2) approx. is ore WS, Padaseweeendatendeavietecllte | pc aallyt Sinai siiccens Rtas ean {ESV “fepon intr Winer denen te sin DW of a deny 18 thw mh ch eee he atin ea Diese ACLS das) cam tcoveolal wns gesioass Atpraen, brane 030m Fadhon | aac panthers tmchdsvegn wae DE 5. Present Drafts: Forward draft = 10.99 m TPC is the TPC in Draft(4) Aah str minSavate 6 pect SH Se ays owas) Find her new drafis if she enters DW of density 1.011 vm3. ——— this is the maxisnum midship draft on departure 6 Pesca Dane cae 1 akg Dep a SD a na eAftdrft = 8.72 min Saltwater, Find her new drafts if she enters dock of density 1,006 vs 8. Remaining Cargo = Sinkage(7) x 100 x TPC x density 1.025 Cargo to Load = 4 at Lim Zone + Consumption — Lightship ~ constant - ROB on dep - safety margin Keel Marine Technologies, Inc. Displacement, Density and Draft ‘Fa‘Stability and Trim in Practice € € Calculation Method 2: 1. emfy the Limiting Zone 2. Know the Draft atthe Limiting Zone 3 zone = Displacement at Limiting Zone 4. Vind the Displacement en Departure ‘Adep = Azone + Consumption 5 Find the following on the Hydrostatic Table corresponding tothe Adep Draft —-- this isthe departure midship draft in SW irc (6 Fund the DWA by the formula: DWA = dddep (1.025 — density) (in meters) "TPC x density x 100 ‘Where: density = density where the ship is Noating ‘TPC is the TPC in Drafts) 7. Departure Draft in DW = Draf(5) + DWA (6) ‘—— this is the maximum midship draft on departure 8, Sinkage = Departure Draft in DW(7) ~ Present Midship Draft 9, Remaining Cargo = Sinkage(8) x 100 x TPC x density 1.025 Problem 1 AV “Pepetone” is booked to load form a port situated in a summer zone 10 the destination port passing the winter zone. She will enter the winter zone 12 days ‘after departure. ‘The consumption of fuel and water is 40 tonnes per day. The density at berth where the vessel will load is 1.002 m3, Find: 4) The maximum midship draft on completion of loading. 'b) The cargo to be loaded if the ROB on dep = 2200, unpumpable = 200 During loading: ©) Find the remaining cargo ifthe present mean midship draft is 13.60 m. Solution: Method 1 1, Lim Zone = Winter 2) Draftat Lim, Zone = 13.582 m 3. Consumption = 40 x 12= 480 Sinkage = Consumption/(TPC x 100) = 480/(65.22 x 100) = 0.074 m 4. Dep. Draft.in SW = Drat@2) + Sinkage(3) = 13.582 +0074 = 13.656m Keel Marine Technologies, Inc. €€ 5. DWA= Dis density) “TPC x density x 100 = 81839.2 (1.025 ~ L002) (65.27 x 1.002 x 100 = 0288 m ~ 6. Dep. Draft DW = Dep Draft(a) + DWA(S) 3.656 + 0.288 3.944 ma (his isthe midship draft to watch) 7 Sinkage = Dep Draf(6)~ Present Midship Draft 3.944 — 13.60 = 0.344 m 8 Remaining Cargo = Sinkage(71x 100 x TPC x density 1.025 = 0.344 x 100 x65.27x L002 1.025 5219491 ‘Cargo to Load = A at Lim Zone + Consumption ~ Lightship ~ Constant — ROB on dep ~ unpumpable = 81355 + 480 ~ 9502 — 152-200 11981 t (Round to 71900 1) Problem 1 (MIV “Pepetone” is booked to load form a por situated in a tropical zone to the destination port in summer zone. She will ener the summer 2one 8 days after departure. The consumption of fuel and water is 42 tonnes per day. The density at berth where the vessel will load is 1,012 vm3. Find: 42) The maximum midship draft on completion of loading, 1) The cargo tobe loaded During loading: ) Find the remaining cargo if the present mean midship daft is 13.91 m. Problem 2: (IV “Pepetone” is booked to load form a por situated in a winter zone to the estination port in summer zone, She will enter the summer zone 6 days after ‘departure. The consumption of fuel and water is 42 tonnes per day. The density at berth where the vessel will load is 1.008 ums. Find: a) The maximum midship draft on completion of loading. The cargo to be loaded During loading: ¢) Find the remaining cargo if the present mean midship draft is 13.60 m Displacement, Density and Draft 10Stability and Trim in Practice € ¢ DRAFT SURVEY When a vessel is loaded/discharged, the only way of proving the accuracy of the amount of cargo loaded/discharged according to shore figure is by determining the displacement of the ship. The amoust of cargo loaded/discha (08) can be found ifthe following data are available: a) Ls = Lightship b)_B, = Ballast on arrival ©) By = Ballast on departure d) C= Consumables on board on arti ©) C:= Consumables on board on departure 9 Other known weights on beard on arrival 8) Other known weights on board on departure hy K, = Cargo+ Constant for store, erew, etc. on arrival i) Ky = Cargo + Constant for store, crew, etc. on departure On arrival, an intial draft survey is made to find K. Upon completion of loading/discharging, a final survey is done to find the amount of cargo oaded/discharged, such that, isplacement on arrival — Ls 4-0} (B,+C,+0,) Displacement on artival ~ Ls ~ By ~ C, -O, Ci Ks = Displacement on departure - Ls -B;—C,-0, | (26:2 0a educties weight of cargo loaded/discharged { Note 1: Uf'om arrival, the vessel is already loaded, K = cargo + constant Othenwise, K = Constant i Procedure: (1) Read the density of water 2) Read the dralfs por and sarboard forward port and starboard aft port and sarboardmidship (3) Get the mean drafts ofthe portside and starboard side [af da and dMid) Keel Marine Technologies, Inc. (4) Find thesipparentitiivbs the formula (5) Find te stem and stem correction \StemC= AtxmFP /DBM “StemC= AtxmAP/DBM Where: Stem = stem correction Stem = stem correction mFP = distance from draft mark to Forward Perpendicular MAP = distance from draft mark to After Perpendicular DBM = Distance Between Marks = LBP - mFP - mAP (©) Find the corrected draught at FP and AP using the formula EP = ar=Steme Yur Bru GAP =da+StemC vor it Note: Normally, the draft mark is forward of AP. dnfeases where the draft mark isaftof AP, the formula should be re-written as: “AAP =da-StemC (7) Mean draught (dm) and the corrected trim (tare obtained as follows: “BRUR(AFP+AAPY2_WeW' YAS, no ren valores W@ rw Ven.e VG br Ved /2 GDRSGAPEAEP) Hin = V6 ANT YeL- 0.GrwW Ye (8) Find the value of Qitarter means by the formula Qn = (3.x dMid + dm) Bins (ot wo ous ty AN ©) Fromte tides Table corespondin tom. find he oe ‘nerpotation should be dane to the displacement in ease Qm is betwoon the values on the table ‘flotation from midship [ midF } paul = = - | Note 2: In case the center of flotation is located forward {_0f midship, (-) sign is must be attached to the valusStabitity and Trim in Practice © ¢ (10) From the Hydrostatic Table, find “My=MTCatQm+0.5 (M,= MTC at Qm=05- “aMvaz = M;—My (11) Find the First and Second Trim corrections: CoreTrimx TRC x mid 10 ‘SEER C= 30x (AM/4Z) x trie’ “LBP Note 3 C; may ither be negative or positive. Rules a) If tmmmed by the head and LCF is forward of midship, Cis positive ' by if trimmed by the head and LCF is aft of midship, C, is negative ¢) If immed by the stem and LCF is aft of midship, Cis postive. 4) trimmed by the stem and LCF is fwd of midship, Cis: negative . 1 ' included in the calculations. | Trim by the head: Negative | LCF forward of midshup: Negatv (12)Find the displacement in SW by the formula: mageEn HCH CSE wren Vise -Tweie Vist (13) Correct the displacement due 10 density saerrasw x density / 1,025 (14) Sum up the deductible weights. These deductible weights are s theaccounted weights, such as Ballasts, FO, DO, FW, other oils and anything else that are not included as CARGO nor CONSTANT. Keel Marine Technologies, Inc. (15) Find the value of K (cargo + constant) (K= = Deductibles~Lightship (16) Compare the value of K on initit survey to the value of K on final survey, The difference is the Cargo Loaded or Discharged. Ifthe vessel is not yet loaded, i= CONSTANT: Example: Find the cargo a \led on board MV “Pepetone” from W) Draft forward = P= 1285 S* 1287 2)Draftamidship P= 1302 $=13.10 3) Draft Aft P1316 S=1318 4) Density = 1.020 vm3 5) Deductibles: F.0. = 1600 D.O. = 250 Ballast = 1250 Freshwater = 200 6) Constant from Initial Survey = 350 mt Solution : Use the Draft Survey Calculation Form Displacement Density and Draft 12Stability and Trim in Practice €€€ CENTRE OF GRAVITY ‘The centre of gravity (G or COG) of a ship is that point through which the force of gravity may be considered to act vertically downwards, with a force equal tothe weight ofthe ship. ‘The position of the COG of ship is indicated by its distance in meters from three reference lines: (i) Itsheight above the keel. This distance is referred to as VCG which stands for Vertical Center of Gravity. It is also commonly called KG where K represents the keel. KG affects the transverse stability of the ship. Gil) Its longitudinal distance from either the Midship or After Perpendicular of the ship. This distance is referred to as MidG or AG. MidG or AG affects the trim of the ship. Note: The After Perpendicular (A) of a ship isthe after part of the stern post. If the vessel does not have a stem post, then itis the axis ofthe rudder stock. ‘+ Most shipyards, ifnot all, in Japan use the MidG as reference point. All points forward of midships are signed NEGATIVE and aft of midships POSITIVE, ‘© Most shipyards in Korea use the MidG as reference point. All points forward ‘of midships are signed POSITIVE and aft of midships NEGATIVE. ‘Some shipyards in China and Taiwan also use this reference. ‘© Most shipyards, ifnot all, in Europe use the Afler Perpendicular as reference point All points forward of AP are signed POSITIVE and astem of AP NEGATIVE. (iii) Its distance from the centerline of the ship. This distance causes the ship to lst. Since mariners like to keep their ship upright at all times, this distance should preferably be zero. ‘The position of Bie COG of a ship depends on the distribution of weights on board and not on the total weight Keel Marine Technologies, Inc. €€ € ‘When a weight is added (loaded), the COG of the ship moves directly towards the COG of the added weight. EFFECT OF ADDING A WEIGHT Displacement, Density and Draft BStability and Trim in Practice Gea ‘+ When a weight is removed (discharged), the COG of the ship moves directly away from the COG of the removed weight. EFFECT OF REMOVING A WEIGHT Keel Marine Technologies, Inc. eee ‘When a weight already on board is shifted, the COG of the ship moves in a direction parallel to that moved by the weight. EFFECT OF SHIFTING A WEIGHT Displacement, Density and Draft 14‘Stability and Trim in Practice MV “Pepetone™ bate Voy. Now Portof — DRAFT SURVEY CALCULATION FORM 1) Density= 7020 2) Drafts at Marks: End Midship alt Pont (2& Ber de Sib ps7 Bw /3u3 32 Hse ane amid = 3-06 dae 4919 ~ ? 4 4) At=da-df= O-5 LpP ~ 5 cB Pane mee ii2s map ein) ‘Goh=216~1125~ 1240623 StemC = (At x mFPYDBM a othe toy 50° 0r8 = OVW = 0.090 3 0.09 = 12.87 6) GFP = df - StemC 1 2 OOP Gapedaeiemc = /BIT YO FEIT 2) dmaqarPsaapyn = 2829172: MEALe 73-0/2Dedvcible Weighs \ =dAP-dFP = OSuE 1. Fuel Oit on 2. Deisel Oi 8 iavamys = (POY 3. Other Oits eens ot 4. Ballasts p08 9 = 5. Freshwater oe oy.ed 6. Stores a” LCF. = oOo CF (mid) Jos — - 10) MTC at Qm + 0.5 MTC at Qm-0.5 awiaz PBat = 778g 1) GeteteCamidexyoo = ARVENOY IE JOC HIeR.. say ‘ ral = ey 778 Shy 550%, xf = Baugy SOx 276 2677 140% py LBP a IP 2K a prods O97 KING 3 A 7h ’ 74OP a P% rae 12) Avos= A+ C+ Cy 13) A= byoas x Density / 1.025 - 14) Deduetibles 5 15) = Deductibles Lightship = 16) Cargo londed/discharged = K2-KI= Note: KI = (4 = Deductibles - Lightship) from the previous survey Keel Marine Technologies, Inc.Stability and Trim in Practice € € ¢ ‘The foregoing statements are iMlustrated by the previous fgures wherein G isthe COG of the ship before loading/discharging/shifting and G, isthe COG ofthe ship after the loading/discharging/shifting is completed So far, only the direction of shift of COG has been considered, The distance through which the COG would move is given by the following formula: GG, = wd ELE Where: GG, is the shifl of COG of ship in metres Ww isthe weight loaded/discharged/shifted, in tonnes, ‘4 isthe final displacement of ship in tonnes i.., after the weight ies ‘been loaded/discharged/shifted, 4 When loading/discharging, d is the distance in metres between the COG of the ship and the COG of the weight. ‘When shifting a weight, dis the distance moved by the weight. In stability calculations, the vertical, longitudinal and transverse movements of COG are calculated separately. In other words, movement of COG is split into its three components and each component is calculated separately. Keel Marine Technologies, Inc. | CENTRE OF BUOYANCY ‘The centre of buoyancy (B or COB) of a ship is that point through. which the “force of buoyancy may be considered to act vertically upwards, with a force equal tothe weight of water displaced by the ship. Its the geometric center of the water_ displaced ie, the geometric center of th vateF volume of the ship, The position ofthe COB of a ship is indicated by: a) ts height above the keel, This distance is referred to as KB. (ii) _Its distance from half-length of the ship. This distance is refered to.as “midB, because itis coming from Midhips_Some shipyards use the After Perpendicular for reference instead Midships. The distance of the COB is then referred to as AB. Both KB and midB depend on the shape and volume of the underwater portion of the hull, therefore are dependent on the ship's draft. KB and mid (o: 'AB) are given in the hydrostatic particulars ofthe ship. The KB of a box-shaped ‘vessel would be exactly half the draft ifthe vessel is upright and on an even keel ‘The KB of a ship-shape will, however, be a little greater than half draft, (approx. 0.53 x draft) as illustrated by the following figures: K From the above figure, itis obvious that ifthe shaded part of the box-shaped figure is removed, the figure becomes ship-shaped. The KB of a ship-shape svould, therefore, be about five to ten percent more than half its draftStability and Trim in Practice € © ¢ ‘CALCULATION OF KG’ Part I: Considering a single weight only When loading, discharging or shifting a single weight, the vertical shift of the COG of a ship is given by the formula = (GG, = wd BD Where GG, Vertical shift af COG of ship in metres. Ww: Weight loaded/discharged/shifted in tonnes 4: Final displacement of ship in tonnes cd: When loading or discharging. “d° is COG of the ship and the COG of the weight ‘When shifting a weight already on board, “d’is the vertical distance moved by Example | Ina vessel of 12000 t displacement, KG 9m, 20 tof eargo was shifted from the upper deck (KG 12 m) to the lower hold (KG 2 m), Find the new KG. KG of cargo while on UD = 12 m KG of cargo when in LH = 2m Hence d= 10 m downwards eT m Original KG = 9.000 m GG, b= 0.167 m KG, or new KG = 8.833 m example 2 Ina vessel of 7856't displacement, KG 8.4 m, 150 1 of cargo is loaded on the UD (KG 10 m). Find the final KG. Keel Marine Technologies, Inc. ee Final = 7850 + 150 = 8000 w= 1504,d= L6m GG, 150x1.6= 0.03 m < ‘4 8000 Since the cargo was loaded above the COG of the ship, G1 will be upwards. Original KG = 8,400 m GG, 7 = 0,030 m KG, ornew KG = 8.430 m ‘sample 3 Ina ship of 12300 t displacement, KG 10 m, 300 tof cargo was discharged from the lower hold (KG 2m), Find the final KG. Final 4 = 12300 ~ 300 = 12000, w= 3001, d=8m GG, 300 8=0.2m 12000 wd 4 Since cargo was discharged from helow the COG of ship, GG, will be upwards Original KG= 10.0 m GG,t=02m KG, or new KG = 10.2 m Example 4 (On a vessel of 6000 t displacement KG 7.4 m, how many tonnes of cargo may be discharged from the lower hold (KG 2.0 m) in order to have a final KG of 8.0 m? OWKG=74m Original W = 6000 New KG=80m Discharged = w GG, t=0.6m Final W= 6000-w Displacement, Density and Draft 16Stability and Trim in Practice € € € GG,= wd 0F 0.6 = w65.4) oF 4 6000-w 6001 Hence. cargo to discharge = 600 tonnes, Part 1. Considering several weights ‘The GG; formuta, which seems adequate when considering a single weight ‘at atime. becomes impractical for general use of ships because several weighs are loaded, discharged and/or shifted, ata time. In such case, the calculation of final KG is done by taking moments about the keel ‘The initial moment of the weight of the ship about its keel plus the ‘moments about keel ofall weights loaded minus the moments about kecl of all weights discharged gives the final moment. This final moment about keel divided by the fina displacement of the ship gives the final KG. In ease where weighs ttave been shifted vercally, the weight multiplied by the vertical distance shifted gives the change in moment, to be added if the shift is upwards, to be subtracted ifthe shift is downwards Normally. these calculations are done at the same time with the trim while working the preplanning of loading in the, tion Sheet. ‘This is discussed in Type B Trim Problenis Example: In continuation to Preplanning calculation of Condition No. 1 in the ‘opposite page. Calculate the solid KG at this condition, Use the accompanying tables in the Appendix of this compendium. Procedure: 1) The KGs of each weight in column 4 is calculated and written in column 7. 2), Each weights in column 4 are multiplied by their KGs and the vertical ‘moments are written in column 8. 3) Sum up the valites for deadweight in column 4, and then add the moment for lightship. The total value means the moment for the total weight (A) above the baseline, Keel Marine Technologies, Inc €e€€ 4) The KG of this load condition is obtained by dividing the total vertical ‘moment in column 8 by the displacement in column 4, oer ROY. FO ‘oro FOSET oor OOS ces, om | tor Dv CONSTANT Tal a2] CONSTANT? item OTFOT NO2 FO. [Noa FOX. REEPEOT SETTER [TOTAL FUEL Gi DePOOT Fy (90. seAv TF] TOTAL OESEL OT ROTERGA WT. i FVDAV.T x rar 7ATER. FORE PERT NOI WB. 12 WET. T, Noa War. NOB VET ROSTST. APT PEAK TANS get ‘The KG (soli) for this condition is 10,55 meters. (OMEN ont-my xe. = a0. 20 Te 085 a5. a2 1633 Te. Ts TH Hs. ar et Hi 28 (OMe carn Displacement, Density and Draft 7€ € € oor? oop, moe Da ote wee ee ue 97 oF ose oy or oR oe 2 oe autdvan io 7 ° — : 7 = on 8 | 3 z L Vi md co ' vs / vs = 7 or nko sel Le Ww keeete Tar KYW : ee or ew 91s ‘1 3015 “@°n 2°0N :3uvN aL Aino alwysStability and Trim in Practice S 5.5 APPROXIMATE CALCULATION OF AREAS AND VOLUMES APPROXIMATE CALCULATION OF AREAS AND VOLUMES, SIMPSON’S RULES ‘Simpson's Rules are very popular among mariners and naval architects because of their simplicity. They may be used to calculate the area, volume and ‘Seometric center of the space enclosed by a straight line and a curve, CALCULATION OF AREAS Equidistant points are chosen along the straight line, also called the axis, and the distance between them is called the common interval or “i”. From each Of these points, the perpendicular distance to the curve is measured off and called the ordinate of “y". Each ordinate is multiplied by a different umber chosen from a series of numbers, called Simpson's Multipliers, and the product is obtained. The area contained between the axis, the curve and the and ordinates is caleulated by the formula: Area = Kh (sum of products) Where K is constant There are npson's Rules & for each, there are different multipliers, The value of the constant “K” also is different of the different rules, [fy and h were in meters, the area obtained would be in square metres (v3) x_(sum of products) Here, K = 1/3 and Simpson's Multipliers are 1 4 if there are three ordinates, 14 2 4 1 ifthere are five ordinates, 142.424 1 ifthe ordinates are seven, | 4 242424 | fornine ordinates, 142'..... 241 for any further odd number of ordinates. ‘This rule is usable wherever the number of erdinates chosen is an odd number and it gives accurate results ifthe curve isa parabola ofthe second order (i.e. where the equation of the curve is y = a x*+ bx +c, in which a band care constants). This rule gives good results for ship-shapes and is hence used extensively by shipyards. Keel Marine Technologies, Inc. IMlustration of this rule is as follows: d t ci Ordinate x Simpson's multiplier = Product for area a 1 la b 4 4b 4 4 4d e 1 Ie Sum of products = la+ 4b +2e+4d+ te Area = (W3) x (la +4b+20+4d+ Le), Approximate Calculation of Areas and Volume 18Stability and Trim in Practice £ € ¢€ / SIMPSON'S SECONDS Ri =] / ‘Area= Glv8) x (sum of products) ordinates are known, the area betweet Here, K = 3/8 and Simpson's Multipliers are 1 3 3 1 if there are four ordinates, rile, Here K = 1/12 and SM are 5, 8 and 1332331... forscven ordinates, 1332332331... for ten ordinates, illustrated as follows: te, This nile isusable when one is subtracted from the number of ordinates, the sinder is divisible by three, ‘This rule gives accurate results ifthe Curve 15. “parabola of the third order (-c., where the equation of the curve is y= ax" * bs’ + cx+d, where a,b, cand d are constants) IMlustration of the Second Rule + h—> <— h—> Ara X Area Y Qv12) (Sa + 8b ~c) (h/12) (Se+ 8b—a) ‘THE TRAPEZOIDAL RULE = _ Product If the value of the common interval “his made very small, part of the curve la between any two ordinates may be considered to be straight. The shape now gets 3b divided into several trapeziods. Since the area of @ trapezoid isthe product of half 3e the sum of the parallel sides and the perpendicular distance between the, the area 2d of the given shape may be obtained by plane geometry without the application of 3e Simpson's Rules. This is illustrated below: 3f Ig Sum = la +3b+3e+2d+3e 43F+1g P Area = (3hv8) (sum of products as above) ; t ‘Keel Marine Technologies, Inc. Approximate Calculation of Areasand Volume 19)‘Stability and Trim in Practice +osy€ et 1.Sb + 0.5c) sh 0.5c +054) «th (0.54 + 0.5¢) seth .5e +0.5 Area P=h(a+b)2=h (0. Total = h(O.5 + brerdre rash ‘Area = h (sum of all intermediate ordinates and half sum of end ordinates). To obtain accurate results by this rule, the value of “h” would have to be very small. This means more physical work in measuring out so many ordinates. ‘Simpson's Rules are widely used by shipyards, in preference to the trapezoidal rule, as good accuracy can be obtained by using fewer ordinates. Example | ‘A ship's water-plane is 120 m long. The half-breadths, measured at equal intervals from af are: 0.1 4.6 7.5 7.6 7.6 3.7 & Om, Find the water- plane area. Note: Ifhalf-breadths are put through Simpson's Rules, the area obtained would be half the water-plane area, Double this value would be the full area ofthe ‘water-plane. If instead, full breacths were used, the area obtained would directly be that ofthe full water-plane. In this question, half breadths are given. Hence it ‘would be simpler to use them as they are, the half-breadths then being called halfordinates or semi-ordinates. ‘Note 2: Seven semi-ordinates means six equal intervals, Soh = 120 /6 = 20 m. YQ x SM = Product on 1 01 acl aa 184 15 2 15.0 760 4 304 76) aa 152 374 148 0 1 0.0 ‘Sum of products = 93.9 Keel Marine Technologies, Inc. taf ca ua 39) 60% Full area = 626 x 2... 1252m?, Example? ‘Example 1 had seven ordinates and cu Second Rule as follows: YQ x SM = Product On 1 OL Mies 38 733 2s 16a 152 16 3 2s 373 Md goer 00 Sum ofproduas 85.5 Half area = (20 x 3/8) (85.5) = 641.25 mi. Full area = 641.25 x2... = 1282.50 mi? Note: Given the same particulars, the answers obtained by Simpson's First Rule & by Simpson's Second Rule are slightly diferent (less than 2.5% in this case), ‘This is mentioned here to illustrate that the results obtained using Simpsons Rules are only very good approximations of the correct areas. The accuracy improves as the number of ordinates is increased ie. the smaller the common interval, the greater the accuracy. Example 3 ‘The breadths of part of a ship's deck, at $m intervals are 13, 14 and 14.5 m. Find the area between the first two ordinates. Area X = (h/I2)(5a + 8 - c) = (5/12) (65+ 112-14) = 67.708 m. ‘Approximate Calculation of Areas and Volume 20Example 4 €€C€ ‘The half-breadths of a ship's waterplane 100 m long, at equal intervals from aft: 5.0 5.88 6.75 6.63 4.0 & 0.0m. Find the water-plme area and TPC in sw. Note 1: Since the given number of semi-ordinates is six, none of Simpsons Rules is directly applicable to all of them as a whole. Part of the area can be calculated using one rule and the other part by another rule. The sum ofthe two part areas ‘would give the area ofthe semi-vaterplane. Double this value would be the area of the whole water-plane. Here are some possibilities: (@) Area between, the first and the third semi-ordinate by the first rule and the remaining area by the second rule. (©) Area between the first andthe fourth semi-ordinate by the second rule & the remaining area by the first rule. (€) Area between the first and the fifth semi-ordinate by the first rule and the remaining area by the third rule. (@) Area berween the first and the second semi-ordinate by the third rule & the remaining area by the frst rule. Note 2: The results obtained by different methods may differ slightly but would be within reasonable limits. Note 3: The semi-ordinate which happens to be boundary between the area caleulated separately is called the dividing semi-ordinate. It will be used twice ~ once in each calculation of part are. In this example, the third is the dividing semi-ordinate. 0.00 8 Xf i 5.00 Keel Marine Technologies, nc. ec ¢ yR SM Product y2 SM Product 5001 5.00 675 1 6.15 5884 Bs 6633 19.89 675d 675 400 3 12.00 00 1 0 Sum= 3527 Sum= 38.64 Area X Area Y = (208 (35.27) = (20) G78) 48.64) = 235.133m? += 289.800 m. Semicarea = X + Y= 524.933 m’. Full area = 2 (524.953) = 1049,866 m’. .025/100 = 1.025 (1049.86y/100 10.761 CALCULATION OF VOLUMES If cross-sectional areas are put through Simpson's Rules, the volume of ‘an enclosed space having curved boundaries can be calculated. These cross- sectional areas must be equally spaced (must have a common interval) and may be cither transverse (lie areas of imaginary water-tight bulkheads) or herizontal (like water-plane areas at equal intervals of draft. The application of Simpson's Rules isthe same for calculation of volumes as for the calculation of areas. If semi-areas are put through the Rules, the result obtained would be the semi- volume xample. Find the volume of displacement of a barge 48 m long whose under water transverse cross-sectional areas are: 19.6 25 17. 13 and O square meters. ‘Approximate Calculation of Areas and Volume 2‘Sabllity and Trim in Practice Area 19.6 1 196 : 25 4 100.0 17.5 2 35 B 4 32 ! a9 Example 6 The water-plane areas of a ship, at one metre intervals from keel upwurs, are: 1730, 1925, 2030, 2100 and 2150 m*. Find the displacement and the TPC in SWat4m draft. Draft WP area © SM Product 4 2150 m? 1 2150 3 2100 4 8400 2 2030 2 4060 1 1925 4 700 0 1730 1 1730 ‘Sum of products= 24040 Vol = (Sum of Products) h/3 = (24040) 1/3 = 8013.33 m? ‘SW A = 8013.33 x 1.025 = 8213.7 tonnes. = 1.025 (2150) /100 = 22.038, Example 7 Given the following information, find the displacement at 6 m draft in SW: Dat 6 5 4 3 2 1 om TRC 615617 618 GIB 6874 S13 Alternative 1 ‘The given values of TPC can be converted into water-plane areas by the formula: TPC = 1.025A/%80. The water-plane areas put through Simpson's Rules, would Keel Marine Technologies, Ine. grok soibue otha This volume x 1.025 = SW displacement at 6 m ras Alternative 2 WP ares 41.3% 61.7x, 618s 61.8x 61.7%. S7.4x. S1.3x enReewag 1083.4x ‘Volume = (SOP) h/3 = 1083.4x/3 = 35232.52 m’ Displ. at 6 m = 35232.52 (1.025) = 36113.3 Note: This problem may be solved using Simpson's Second Rule. Displ. would then work out to 36157.5 t (Difference < 0.15%). ‘Approximate Calculation of Areasand Volume 22elabulty and trim i Fractice APFENDAGES €'€ € cath ttl seal, se tnseried in the eppendage midony beeen the regular ‘ordints, as iusraod in the figure onthe next page wherein’ tog" ae ‘Appendages aro those parts of « curved boundary where the curvature changes | regular ordinates while ‘x’ andy’ are intermedie ordinates or half stations. considerably. In calculations of water-plane areas, appendages may occur near ‘The calculation is then as follows: ‘Area ofthe main body = (sum of products) W3" = (la + 4b +2c+ 4d+ le) (v3) ‘Appendage area = (sum of produets )(h/2)/3 = (le + 4x +2f+ dy + 1g)(0.5h) 3 = (2+ 2x+ If+ 2y + g2) (03) In calculations of under water volumes, appendages occur in the region of the double bottom tanks as the curvature ofthe shell plating changes sharply at the bilges. Main body Toval area = Main body + appendage ‘ H = [la db +2c +4d + (I.Se) + 2x + 1F + 2y + B72) (W/3) ‘ ‘Note: Simpson's Multipliers in the half station zone are halved except at the Areas/volumes of appendages are usualy calculated separately and then added to | common ordinate for which the SM is |.5. This holds good for half stations even the area/volume of the main body. where Simpson's Second Rule is used, If desired, the area/volume of the main body and of the appendage may be calculated separately and the results added together. INTEL DIATE ORDINATES | cis 100 severe Keel Marine Technologies, Inc. i Approximate Ctlculation of Areasand Volume 23Stability and Trim in Practice GEOMETRIC CENTERS eee . ‘The position of the geometric center can be found by the principle of moments. A basic illustration is as follows: In the following figure, x is the geometric center of area P and y, that of area Q. ‘Ax and Ay are the perpendicular distances of the geometric centers from axis A. ‘Bx and By are the perpendicular distances from the axis B. Required to find the position of z, the geometric center of the whole figure (i, required to find Kz and A2). Axis A Taking moments about axis K, Area P (Kx) + Area Q(Ky) = Area (P+Q) (Kz) Kz, being the only unknown factor in the equation, can be obtained by calculation. ‘Taking moments about axis A, ‘Area P (Ax) + Area Q(Ay) = Area (P+Q) (Az) ‘Az, being the only unknowm factor in the equation, can be obtained by calculation. > Keel Marine Technologies, Inc. Ge BY SIMPSON’S RULES Calculation ofthe positon of the geometric center of a space by Simpson's Rules is based on the principle of moments. The geometric center of a waterplane the center of flotation (COF) at that draft and AF is its distance from the after perpendicular ofthe ship. The geometric cenfr of the under water volume of ship isis center of buoyancy (COB) whose position is indicated by KB and AB. ‘The calculation ofthe position of the geometric center, by Simpson’s Rules, is illustrated by the worked examples that follow, ‘A ship's water-plane is 120 m long. Half breadths, at equal intervals from aft, are 0.1, 46, 7.5, 16, 7.6, 3.7 & 0 m. Calculate the position ofits COF. Let A be the after end of the waterplane h= 1206 = 20 metres. YQ SM_——_Produet for Lever Product for (m) semi-area abt A semi-moment On 1 00.1 Oh 00.08 46 4 184 th 18.4h 7s 2 15.0 2h 30.08 16 4 30.4 3h 91.2h op aed 152 4b 60.8h 374 148 Sh 74.04 0.0 1 90.0 6h 90.0 SOP= 93.9 Y AF = 274.4h/ 93.9 = 58.445 metres, Note 1: Lever about A is the distance of the semi-ordinate fom the after end, in ‘multiples of h. It may, if desired, be inserted directly in metres. Note 2: Explanation of the final calculation of AF is as follows: ‘Approximate Calculation of Areas and Volume 24AF=Mom a4. A= (SOP ormomaians € € € ‘Total area (SOP for full area) b/3 (SOP for semi-moment) * 274.th (SOP for semi-area ) 93.9 Example? ‘The water-plane areas of a ship are: Dat 4 3 2 Im Area 215021002030, 19251730 m*, Between the keel and Im draft, there is an appendage of 800 m’ volume whose geometric center is 0.7 m above the keel. Find the displacement and the KB of the ship at $ m draft in salt water. D WP SM Product Lever Product for (m) area for vol abtK ‘mom about K 5 21501 2150 Sh 10750h 4 21004 3400 4h 336008 3 2030-2 4060 3h 12180 a 19254 7700 2h 15400h, 1 1301 1730 th 1730 SOP = 24040 SOP =73660h KB of main body = 73660h/24040 = 3.064 m Volume of main body = (Wv3) (SOP for volume) = 8013333 m’. ‘Taking moments about the keel, [Main body] + appendage] = {total volume] 8013.333(3.064) + $00(0.7) = (8813.33) KB KB of ship = 2.849 metres. Displ. in SW = 8813,J33 (1.025) = 9033.71. Keel Marine Technologies, Inc. € € c ‘Approximate Calculation of Areas and Volume 25. LonarrupmaLstapmity € € € c++ 7 PITCHING + ‘When a ship is at rest in calm water the Center of Buoyancy & the Center of . Gravity will bein a vertical line as illustrated by figure X on the next page. Figure X ' { vee PITCH: \ *3 ] If waves cause an increase in the underwater volume aft, and a decrease i fwd, the COB will shift aft. The forces of gravity and buoyancy now get ' separated by a fore and aft distance and form a couple which will cause the bow to dip downwards and the stem to lift upwards as showm in figure Y. FEZEEEA If waves cause an increase of underwater volume forward and a decrease aft, the COB will shift forward. The forces of gravity and buoyancy will form a ‘couple which will cause the bow to lift upwards and the stem to dip downwards . as shown in figure Z on the next page. This up and down movement of the ship's f Figure ¥ 4 ‘ends, due to longitudinal shift of COB resulting from wave action, is called pitch. During pitch, the COG of the ship does not move because no weights are loaded, discharged or shifted. Pitching is the longinudinal equivalent of rolling. << Keel Marine Technologies, Inc. Longitudinal Stability a mi al = ols | = nal waStability and Trim in Practice TRIM: ‘Trim — is the difference between the draft forward and the draft aft. I € ¢ the Grund ule’ of i, but wih Sree man ifleemes 1) List is measured in degrees. Trim is expressed in metres or centimeters nly 2) “Inthe sailing condition, the ship is usually upright but rarely on an even kee In other words, list is normally absent whereas trim is normally present. 3) [Eth ship is listed, tis not important whether it is to port orto starboard. "Trim must be by the stern, never by the head. If rimmed by the head, the steering qualities and speed would be adversely Consider a ship at rest, on an In Figure 3, My is the longitudinal m affected. even keel in calm water. The COB and the COG would be in a vertical line as shown in Figure |. Ifa weight of ;w’ tonnes fe shifted aft by a distance °d’ metres, the COG of the ship would shift by GG, meres, as shown in Figure 2. The forees of gravity and buoyancy would form a Couple and cause the stem to sink and the bow to ise. This would increase the underwater volume aft and decrease it forward = the ‘would continue until the COB comes vertically under G, as shown in Figure 3 the verticals through the COB when on an even keel the cum of KB and BM, .. KM, isa function of draft and is given is the hydrostatic tablecurves of the ship against draft Referring to Figure 3: Trim = GG,, (Since both = Lo GM, But GGI = wd, sotrim 4 So trim ( in metres) Change in trim (in m) = Keel Marine Technologies, Inc. wd. ax GM, = wd xb ax GM, trimming moment MTC x 100 ‘COB will shift aft This \etacenter- the point of intersection of and when trimmed, KM, is © cll andl 1 moment to change trim by 1 em. Since GM, is very large (more than the ship's length), use of BM; instead of GM, will not make any appreciable change inthe value of MTC. MIC = AxGM,/100L = A.BM, / 100. MTC is calculated by using BM, for the various salt water drafts and given in the ship's hydrostatic table/eurves. Longitudinal Stability 2Stability and Trim in Practice Center of Flotation is that point about which the ship would pivot, when the trim is changed. The COF, which is also called the tipping centre, is the geometric centre of the water plane arca ofthe ship at that draft. The Longitudinal Center of Flotation (LCF) is indicated by its distance from the after perpendicular of the ship (AF) or by its distance forward or aft amidships (midF). [AF or midF, as the case may be, depends on the draft ofthe ship. Hence the values of LCF are indicated against draft in the hydrostatic tables of the ship. Toconvert midF to AF: AF = (LBP/2)—midF ‘Toconvert AF to midF: midF = (LBP/2)~ AF In converting, you must always use the algebraic sign of the LCF. Note; In the Hydrostatic table, the LCF is always indicated by: (LCF from AP) or (LCF from Midship) and NOT AF nor mid. Exl: Convert midF= 3.5 into AF: LBP = 216 AF = (2162)-(-3.5) =1s Ifthe LCF is amidships, the change of draft fvd and the change of draft aft ‘would be equal. So ifthe change in trim(Te) is $0 cm by the stern, the stern ‘would sink by 25 em and the bow would rise by 25 cm, If COF is not amidships, the change of draft at each end would be unequal: Trim Aft (Ta)= AF x Te. LBP Trim Forward(Tf) = Te - Ta. Keel Marine Technologies, ine. € € ¢ For example, if the change in trim (Tc) is 0.50 m by stem, AF = 112.5m LBP = 216m: Ta = 1125 x0.50 = 26m . 216 TE = 0.50 - 0.26 = 0.24 m, Since Te is by the stern, Ta will be + while Twill be -. In other words, the raft aft will increase by 26 om while the draft fd will decrease by 24 ci. For the same problem using LCF from midships, midF = -4.5. Pfe(UBP 2) MigE ]RTSLBP! Ves (ox. LL TETETE er Cvs yemorwm- tev & ‘Tf=[ LBP? + midF } x To/LBP TE (108 +-4.5)x 0.5 /216 Th= 103.5 x0.5/216 Ti=024m 026m Nate: {in normal practice, Tf and Ta can be approximated as equal tohalf of Te. An appreciable error can only occur when the trim is large and the COF is far away from midship. A COF is far from amidship when in light condition Longitudinal Stability 28Stability and Trim in Practice TRIM PROBLEMS In this compendium, trim problems have been divided into two groups, A and B. In problems of Type A, limited information is given: TPC, MTC & LCF are considered constant throughout. Trimming moments ere taken about the COF. The ship's Trimming tables are tabulated based on this assumption and should only be used when moving moderate weights, While the use of TPC and MTC is permissible for moderate addition of weight, the assumption their use break down ifthe weight is large or the resulting rim is large. It is mo longer possible to assume that the moment of area of waterplane is constant oF the LCF unchanged. Should the resulting change in mean draft exceeds 50 cms, an appreciable error occurs. The greater the change in mean draf, the error increases. The solution to problems involving large weights is Type B. ‘Type B problems utilize the separation between points B and G. It considers the changes of hydrostatic variables asthe displacement changes. These values are obtained against draft, from the hydrostatic particulars of the ship. { Longitudinal distances are normally measured from either Af ' Perpendicular or from Midships. |g) When the distance is reckoned from midships it should always ! be understood a point forward of midship has amegativessign { ‘AB of midships - positive. | b) When the distance is reckoned from Aft Perpendicular, all distances are positive, You will know that the point is forward fr aft of midship by subtracting ftom LBP/2 the LCG of the point, Ex: LBP = 216 and LCG of the point is = 192.00 08 - 192.0 LCG from midship, midG = - £4.00 (forward is negative) ©) Whenthe trim has a positive sign, it means tie vessel is. ‘trimmed by the ster. If it has a negative sign - trimmed by the heads» d) Allimoments with negative sign are by the head. All positive ‘moments are by the ste: Keel Marine Technologies, Inc. Type ord En. Present Draft: F = 8.37 m ~ 2m Find the new drafts if she loads 300 tonnes to FOT 3(C). Mean draft = (8.37 + 8.922 = 8.65 From H Table: TPC = 61.34 MTC = 841.79 LCF =-421 LCG of FOT3C = 66.15 nit = 42 _Meainisinkage!= w / (TPC x 100) = 300/(61.34 x 100) = 0.049 m. Ten wd = 300_x 70,36 = 0.25 m by the stern 841.79 x 100 d = dist from LCF. Te by stern because weight loaded is astern of LCF. ‘TOOSRUBRDSRIEDNTE = (2162+ 12115025 = 012 m 216 TespetsTP 02S 0.12 = 0.13 m, Fwd AR Original drafts. 8370 m 920m Mean sinkage +0009m —+0.049m 3.969% Thor Ta +0130 m Final drais « 9099 m | (Tf is subtracted because trimming by the stem) Longitudinal Stability 29Stability and Trim in Practice _JDISCHARGING A WEIGHT Present Draft: F= 8.30 m A=9.10m Find the new drafts if she consumes 300 t from FOT 3(C). Mean draft = (8.30 + 9.10y2= 8,70 From H Table: TPC = 61.37 MTC =843.22 LCI LCG of FOT3C = 66:15 a = atl Disance fom LCF (@) = F031 ["tateaie = er TPC x 100) 300161.37 x 100) = 0.049 m, Conwler w-reien 2 = 300_x 70.31 = 0.25 mby thehead. “1 843.22 x 100 d = dist. from LCF. Te by head because weight discharged is astem of LCF. [irri (@BP2 + midF) x Te) = (2162 + -4.16)x0.25 = 0.12 m fm “LBP 216 TaiTe TH= p25 - 0.12 = 0.13 m. Fwd Original dats, 8300 m Mean rise =0089 m 8.251 m .( Thor'Ta +0120m — -_0130m Final das... 3371m 8921 m (TF is added because trimming by the head) Keel Marine Technologies, Inc. Os sISusiABUs SEVERAL WEIGHTS MIV "Pepetone” departed a port with forward draft 8.50 m, aft 9.70 m, She consumed from the following tanks: NO.1FOT=3001 —-NO.3FOT= 3002 DEEPDOT=40t She net produced freshwater to: NO. 1 FWT =50t NO. 1 FWT =50t Mean drat=9.10m LCF =-3.69 TPC=61.68 MTC = 855,39 Weigh Ta | Tog Mme Toad Discharge ForT 300 am A [Fors 300 B55 9S (Beer oor" 0. a7 7086 ROLFWr wo [OKT sisi NODFWT, 0 104 5 | f [rear Sw Tae | Te c a 1 = Waaro Pest Note: In the above table: Cr. \aaqy, ‘a) discharged weight has a negative sign b) loaded weight has a positive sign ©) the longitudinal moment is the product ofthe weight and LCG d) The total weight = total loaded - total discharged ¢) The total LCG(19.792) is the LCG of the total weight(-540) Mean rse= wi(TPC x 100) 5$40/61.68 x 100) 0.088 i 9.79 -3.69 3,482 (this is the aster of COF, because postive) Te=_wed MIC x 100 Longitudinal Stability 30Stability and Trim in Practice i Li € = $40 x23.482 455.39 x 100 = 12680.3/85539 Te =0.148m ‘THE (LBPRE mide ye Te = 2162 +-3.69)x0.148 = 0.071 m LBP 216 ‘Tal=)Te TE = 0.148 - 0.071 = 0.077 m. Fwd At Original drat 2500 m = 9.700m ‘Mean sinkage. . 088m salam z Tor Ta +0071m —-_0.077m Final drafts «. 843m 9535 m (TF is PLUS because trimming by the head) MIV "Pepetone” has a present drafts of 8.51 forward and 9.71 aft. Find the new drafts if 250 tonnes of ballast is shifted from APT to FPT. Mean draft = 9.11 m LCF =-3.68 MTC=855.72 LCG of FPT = 102.21 (forward of midship) LCG of APT = 103.94 (aft of midship) Distance = 206.1Sm Te wxd MTC x 100 = 250x 206.15 855.72 x 100 = 0.602 m (trimming by the head) Tf = (LBP2-+midF ) x Te = (2162 + -3.68) x0. P 216 0.291 m. Keel Marine Technologies, Inc. € € ¢ Ta = Te - TE = 0.602 - 0.291 = 0.311 m. Fwd Af 8.510 m 9.710 m Thor Ta +0291m *._031im Final drafts -, 8.801 m 9.399 m (TE is added because trimming by the head) Problems: Exercise 1A MIV "Pepetone” has present drafts of 10.85m forward and 11.01 m aft. Find the new drafts if 450t of ballast is pumped into WBT | PIS, Exercise 24 MIV *Pepetone” has present drafts of 10.55m forward and 10. new drafis if 500 t of ballast is pumped out ftom WBT 2 PIS, ‘maft Find the Exercise 3 MIV "Pepetone” has present drafts of 6.85m forward and 8.01 m af. Find the new drafts if 350t of ballast is shified fom WBT I to WBT S. Example 44, M/V "Pepetone” departed a port with forward draft 11.85 m, a Saltwater. She consumed from the following tanks: NO. 1 FOT = 150+ NO.2 FOT= 600¢ DEEP DOT =s0t FWT I= 50¢ And filled up: APT 150. Find the arrival draft 2.35 m in FWT2= 50¢ Example $A. MV "Pepetone” departed a port with forward draft 8.23 m, aft 9.95 m in Saltwater. She consumed from the following tanks: FOT3=250t DEEPFOT = 2501 DEEP DOT=s0t Net Produced: FWT1=20t FWT2=20r And filled up: NO 5 TST (P/S) = 300t. Find the arrival draft in dockwater of density 1.009 tim3. Longitudinal Stability 31Stability and Trim in Practice ISE OF TRIMMING TABLES bie. ‘Trimming table isthe simplified version of the trimming solutions previously discussed. Instead of the quite lengthy calculation, trimming table ‘employs a change in fore and aft drafts when loading a weight, normally 100 metric tonnes. If the weight to be loaded is not 100 mt, this weight isto be divided by 100 and multiplied by the change in draft. When unloading the sign of the change in draft is reversed ‘The advantage of this method is simplicity and quickness. The disadvantage, of course, is the accuracy. The LCF, MTC and TPC used are based on the assumed draft near the present draft. If your present draft is far from this assumed draft the accuracy will suffer. In most cases, these errors are negligible. M/V PEPETONE TRIMMING TF CHANGE OF DRAFT D 9 DRAFT (M) 8. TANK NAME i |NO. 1 FR/DR W.T. (P) OF FORE & AFT ( NO. 2 FR/OR WT. (P) NO. 1F.0.7. (C) NO. 2 F.0.T. (C) NO. 3 F.0.T. (C) DEEP F.0.T. (S) DEEP'D.O.T. (P) Keel Marine Technologies, Inc. €¢ ¢ In the figure to the le, suppose your mean draft is about 8.0 meters and you intend to load 100 tonnes to No, 1 FWT. The forward draft will decrease by 4.59 coms and the aft draft will increase by 8.46 cms. ‘The change in draft(cdf) of 4.59 cm is the sum,of w/TPC and Trim Fwd (TO. ‘The change in draft(eda) of 8.46 em is the sum of w/TPC and Trim Aft (Ta), Example: M/V “Pepetone” departed a port with forward draft 8.50m, aft 9.70 m. She consumed from the following tanks: NO. 1 FOT=300t NO.3FOT= 300 DEEP DOT ~=40t She net produced freshwater to: NO. 1 FWT =S0t NO. 2 FWT =S0t Mean draft = 9.10 m: Solution: Use the 9.00 Draft in the Trim Table In the figure below, the weights are written with Negative signs when unloading, ‘The change in draft forward(cdf) and the change in draft aft(cda) are written the same as in the trim table. The weights are multiplied by caf and eda the to be divided by 10000 or 100 x 100. The first 100 is for 1/100 tonnes and the other 100 is for 1/100 ems/m. Some trim tables use 1/50 tonnes. If this is the case, instead of dividing by 1000, it should be 5000. FORWARD. AFT COMPARTMENT WEIGHT] COF WEIGHT XCOE|[ COA WEIGHT CDs 400X100 100X100 Foti. 300 | mee 0.04085 Fors 300 3! 0.1781 « DEEPDGT =a 0028 NOT WT | 50 | 10466 No.2FWT 50 onsio 4 010 DRAFTS 9.7000) NEW DRAFTS PEGI Be careful with the algebraic signs. They will be summed up togemer with the old drafts as shown, Problem: Solve the Example 4A in previous page using the Trim Tables. Longitudinal Stability 2Stability and Trim in Practice (BST x 108.99 x -101.22) + 216 924.58) =__-316089862.9 “698433.9 + 199709.3 w= 633.8 tonnes A ballast of 633.8 tonnes is necessary to be pumped into FPT to obtain a draft aft of 11.20 m. Note: Distance forward of LCF must be NEGATIVE. FPT is located forward of LCF. Ifthe Required Draft Aft is less than the Present Draft Af, the eda is also NEGATIVE. Note: This problem can easily be solved, though with some error, by trim tables. Weight= change in draft aff, where cay is the change in draft aft per 100 ed84en X 100 Longitudinal StabilityStability and Trim in Practice ‘TYPE B TRIM PROBLEMS Consider a ship on an even keel and refer to figures | and. in page 2 COB and COG are in vertical line. Duc to shit of a weight af, COB & COG ar gharated longitudinally. The forces of buoyancy and gravity form a couple “which tims the ship by the stem. The moment of this couple = w x GG, and ic also called the trimming moment of TM. The trimming lever GG, may be substituted by AB AG which is the longitudinal separation of COB and COG caused by shift of weight. The AB used here isthe distance ofthe COB from the after perpendicular ofthe ship at that draft. when on even keel. For the sake of simplicity of expression in formule, resent AB ~ AG on the understanding that BG is the Slant distance, The trimming moment, or TM, is thus equal to x BG. ‘TM. sivided by MTC, gives the trim. If COG lies abafi COB, trim will be by stern and vice versa, ‘While movements of moderate weights can be solved by this method with imare accurate results type B are commonly used in problems involving large Weights. This method is used when: 8.1 Preplanning a loading - draft stats at zero 5.2 Loading/discharging with initial drat. — ‘BI: PREPLANNING © ‘This is one of the most common calculations that the chief officer is solving, Normally, s certain amount of cargo is booked for loading. ‘The C/O then plans the cargo distribution and the amount of liquids to earied on ax intended voyage. He then solves for the trim and stability condition. Normally, only the departure condition is necessary. In some cases, however, calculations for arrival and worst condition are needed. Example 1: Solve for the trim and departure drafts forthe distribution below: Use the Pre-planning Calculation Sheet. Keel Marine Technologies, Inc. imen POGHT] Lea omen] na. om | my | porramy | (md | tram CGRST [OW CORTANTT — Tes — a] cS} ‘Sans | OW. CONSTANT? ——[ na] — so} Tena 1800 PROY_[PROVISON. | —— to] ~s59 sa For moFOT ey San] a9 a For [No2For fey ‘steer a Fors [wos Fo —fet 5 oe ror {beer Or (5) | se] — ss] sr 1532 FOseT [HO SEITgERY [we] “sit -srast i633 TOTAL FUEL OW Door {peEPOOT FL] eat a Te OseA [oa SeRVT (Py 3 te] “ser Ts TOTAL DIESEL OT ARATE Teale] ast TH FYI [OZ FRORUT. oo Tra fors Tes TOTAL FRESHUA Ft FRR | ae a Vati_[ratvar ol oa S Wars _[no2 var peasy ola] sae a7 Vern _[Nos var Pas} oo] or] Veri[nat var pres} oo “aa Se ers _[NOSVAT Pest |] 271 TSS [Nos TST, fPusy | oss ira APT [AP PERT 3] sol ose 2a SDH NOL FLSOABLE FEES | “al —"9] Test TOTAL BALLAST EI 7 | ROT CRO — asl —T Te [NO2 CARGO HOLD [Tea] — ee] asa Tae SAO) | nOSCHAGO MLO 3] — Feo] 0 Fows [ now CARGO RCL —[ Teel —Ese| as Tose FOLDS | NOSCARGOHOCS —t eal $s] sas rc Hoes [nos cansorcts —T aT Too FOLOY [N67 CARGO RSC —[ erat Th TOTAL CARGO. ‘BEADVEIGHT zy Toy LiGATVENGHT ae] FA] tsi] — or DISPLACEMENT 35] Toss 36 Longitudinal StabilityStability and Trim in Practice Procedure: ‘Actual caleulations should be done using the Preplanning Sheet A. Displacement (1) Put the weights of cargo, fuel oil, fresh water or ballast water in ‘each tank and stores into column 4. 2) Sum of the weight mentioned above in column 4, as the KM 2) For any angle of heel, the righting lever (GZ) is on the high side Note: As explained in earlier, the COB shifts to the lower side. M is directly above B,. The forces of gravity and buoyancy form a couple but, G being higher than M, this couple tres to heel the vessel further. The moment ofthis couple is called a “negative righting moment’ or a ‘capsizing moment”. Neutral ium When a vessel is heeled (inclined by an extemal force), ifshe has no tendency to return to her original condition or to continue heeling further, she is said to be in neutral equilibrium. For a vessel to be in neutral equilibrium, her GM must be zero, ic, KG equal to KM, as shown in the figure. ‘Note: As explained earlier, the COB shifts to the lower side. M is directly above B,, Since G and M coincide, no righting lever is formed. The vessel thus has no tendency to continue heeling further or to return to her original condition, Keel Marine Technologies, Inc, K a‘Stabitity and Trim in Practice € € STIFF_AND TENDER VESSEL 10. ‘STIFF VESSEL A stiff vessel in one with an unduly large GM for her type, size and nature ‘Angle and period of roll is small. Rolling is violent and irregular. / ‘Uncomfortable for people on board because of jerky movement. Severe racking stresses set up on hull. ‘General cargo likely to break loose due to jerky movement. Bulk cargo less likely to shift as angle of roll is small. No likelihood of vessel becoming unstable during passage owing to ‘consumption of fuel and fresh water from DB tanks and also due to FSE of tanks in use, to withstand loss of GM, if any, caused by bilging. Greater ability to withstand transverse shift of cargo — list caused by such shift is small, Keel Marine Technologies, inc. ‘TENDER VESSEL A tender vessel is one with a small GM for her type, size and nature. Angle and period of roll is large. sth and regu. v Rollin Less uncomfortable for people on board as movements are regular. Less severe racking stresses set up on hull. General cargo, once secured properly, is ess likely o break loose. Bulk cargo more likely to shift as angle of roll i large Likelihood of vessel becoming unstable during passage owing to consumption of fi and fresh water from DB tanks and also due to FSE of tanks in use. Less ability to withstand such lass of GM. Less ability to withstand transverse shift or cargo — list caused by such shift is large. : Transverse Stability 49 i‘Stability and Trim in Practice _ ANGLE OF LOLL ‘The impression obtained by reading about unstable equilibrium would be that an unstable vessel would continuously heel more and more until she capsizes. Though this could happen, this is not always the case. It was mentioned earlier, under the definition of metacentre, that KM increases as angle of hee! increases until it reaches a maximum value at some large angle. As the unstable vessel heels over more and more, it may happen that, at some angle of heel, KM increases sufficiently to equal to KG. (See M, in the figure). In other words, when an unstable vessel heels over to progressively increasing angles of heel, it may happen that, at some angel of heel, the COB ‘may come vertically below the COG, The vessel would then be in neutral equilibrium. The angle of heel at which this happens is called the angle of loll. Ifany opening goes underwater, at this stage, progressive flooding would take place and the vessel would capsize. The angle of loll could be on either side ofthe vessel. Ifshe is at her angle of loll to one side, and a wave was to roll her ‘sufficiently tothe other side, she would flop over to her angle of loll on the other side. When at the angle of loll, a wave causes the vessel to heel a little more, KM. ‘would increase and become more than KG. A small righting moment, so formed ‘would retum the vessel to the angle ofloll. Ifthe opposite happens, a wave ‘causes the vessel to heel less, KM would decrease and become less than KG. A small capsizing moment, so formed, would return the vessel to the angle of lll ‘The vessel atthe angle of loll, therefore, appears to possess the characteristics of stable equilibrium. Keel Marine Technologies, Ine. € € ULATION AND REMEDIAL ACTI ‘Though the vessel appears to be temporarily safe, it must be emphasize: hhere thatthe vessel at the angle of loll is in an ewtremely precarious and dangerous situation — wrong action or no action on the part of the ship's staff ‘would result in certain disaster. No action is dangerous because consumptior fuel and water from the double bottom tanks would cause increase of KG ma the vessel more unstable, thereby increasing the angle of lll. ‘The angle of loll can be calculated by a simple formula derived from th wall-sided formula: GZ=Sin0(GM +%BM tno ) At the angle of loll, GZ = zero. So, Sin @(GM + 4BM tan?@) =0 So Sin@ =0 or (GM+%BM tan? )=0 At the angle of oll, 0#0 so SinO0. GM+ BM tan?® = 0 and Ten?@ =-2GM/BM Tin@ = ./-2GM Whee: @ = Angle fio BM GM = The negative initial GM BM = BM when upright Since this formula is derived from the wal-sided formula, it can be applied o when the immersed wedge and the emerged wedge are identical in shape. ‘Transverse Stability 50Stability and Trim in Practice € MEDIAL ACTION Before doing any remedial action, make sure that the heel is due to negative GM and not due to list. For ex ample, when fuel oils are consumed from one ‘Side, it will obviously cause G to move to away from the oenter of gravity of the consumed fuel and will result to. list. Having satisfied yourself that the weights are evenly distributed, you may assumed that this list is due to negative GM. To correct this is done by simply lowering the virtual center of gravity toa position below the initial metacenter. 1) Press up all stack tanks located directly below the ship's COG. 2) Fill up a Double Bottom tank which has the smallest moment of inertia about its centerline. If this tank is not on the centreline of the ship. Then on the lower side first, and after it is full, its counter part on the higher side. 3) Repeat action 2 with another tank and so on until the ship becomes stable. 4) If discharging or jettisoning deck cargo, so from the higher side first, then from the lower side. If using ship's own gear, due allowance must be made for the shift of COG, of each sling of cargo, from the deck to the derrick head during the operation. Justification for such act ‘At the angle of loll, any existing free surface effect must be eliminated/ minimized first. FW or HFO may require to be transferred intemally such that the tanks finally remaining slack are those with the smallest moment of inertia about the tank's centerline. While filling up ballast into a DB tank, FSE would be created. This must be kept toa minimum. The necessity to fill up the tank with the smallest “i" about its centre line is, therefore, paramount. So also, the necessity to fill up only one tank ata time. Ifthe tank being ballasted is not on the centre line of the ship, but on either side like No.3 P and No. 3 S, then fill up the lower side tank first ic, ifthe ship is lolled to starboard, then fill up No. 3S first. After it is full, fill up No. 3 P. Keel Marine Technologies, Inc. € € It appears as if filling up the higher side tank would produce better results but it isnot really so. The ship can lol to either side. Ifafter the higher side tank is filled up, wave action caused the ship to loll over to the other side (port side in this case), the ship would flop over to port and the momentum of flopping over ‘will cary the inclination well beyond the original angle of loll. Since the GZ. formed near the angle of lol is very small, the ship would hee! over to port much ‘more than the original and take a very long time to return to this angle of inclination. If during this time: (a) any openings went under water, (b) a wave struck the ship adversely (©) any cargo shifted, the ship may capsize. By filing up the lower side tank first, the inctination would increase a bit at first, bt this would be gradual and would last only until No. 3 P.also is filled up. The same line of reasoning is applicable when considering discharge or jettison of cargo from the deck. It is very important to note that: It is safedo asgoime that the lists due to a negative GM rather than { doe to an uneven distibation of weights. i ‘Transverse Stability 51‘Stability and Trim in Practice € € LIST AND ITS CORRECTION List isthe transverse inclination caused when the COG of the ship is off the centerline, For a ship to be in static equilibrium, the forces of buoyancy and gravity ‘must cancel each other out. In other words, fora ship to be in static equilibrium, (the force of buoyancy must equal the force of gravity and (i) The COB and COG of the ship must be in a vertical line, as illustrated in following figure A. Ifthe COG is moved out ofthe centerline ofthe ship, due to asymmetrical loading or discharging or due to transverse shift of weights abroad as shown in figure B, (the ship will sink orrise as necessary until the force of buoyancy equals the force of gravity and ~~ The forces of buoyancy and gravity will form a couple which will cause the ship to incline until the COB comes vertically below the COG as, illustrated in figure C. Fig. A Fig. B Fig.c nthe foregoing figures, GG is the transverse shift of COG. The couple {formed by the forces of gravity and buoyancy causes the ship to incline. As the ‘hip inclines, the COB shifts to the lower side, and when it comes vertically under G,, the ship would be in static equilibrium. The angle of inclination at which this happens is the list -@ in foregoing figure C, Keel Marine Technologies, Inc. e€ In ight-ang Je M Tan @= GG, where: @ isthe angle of lst. cM = GG is the transverse shift of COG. GM isthe final fluid GM before listing. ‘Since GG, = du, the formula becomes rN Tan @=_dw where @ is the angle of list. AGM dw isthe final listing moment ‘A. isthe final displacement GM is the final fluid GM. 4m order to calculate the angle of list systematically, the following is suggeste @ Find the final isting moment (dw). G Find the final displacement (A). Find the final fluid GM. (iv) Apply the list formula Tan @ = _dw AGM Example} (On a ship of A 5000 t, GM 0.8 m, 40 t of cargo is shifted transversely by 10 1 Find the lst Final listing moment = dw= 10x40 = 400 un ‘A remains unchanged. GM remains unchanged. Ton@= dw = 400 = 01 AGM "5000x08 Hence, @ = 5.71° o 5°43’ Example 2 On a ship of A 8000 t, KG 7.0 m, KM 7.5 m, 100 of cargo is loaded on ‘upper deck (KG 9.2.m)2m to part of the centreline. Find the list. ‘Transverse Stability 52Stability and Trim in Practice € ¢ Final listing moment = dw = 2x 100 = 200 to port Final 4 = 8000 + 100 = 8100 t GG, T=_vd = 100%22 = 0.027m ‘a | 8100 KG = 7.000m GG,t = 9, Final GM = 0.473 m Tan@ = dw = 200 = 0.052 GM “8100x0473 Hence ®@ = 2.98° or 2°59° to port. Example3 A ship of & 8000 t, GM 0.6 m, is listed 5° to starboard. How many tonnes of HFO must be transferred from No2 $ to No2 P to upright the vessel, ifthe centres ofthe tanks are 7 m apart? Tan@= dw_ or dw = AGM.Tan@ 4.GM Hence, dw = 8000x 0.6 x Tan 5? =420tm Tw = 420 of w=60t COMBINED LIST AND TRIM ‘Sometimes, it may become necessary to cause a change of both, list and trim, by shifting fuel oil, FW, SW ballast or, as a last resort, by shifting cargo. In such cases, that problem could be spit into two parts and each part may then be calculated separately, and in any order. In this compendium, change of tim is tackled first and then, changes of lis. Having studied the calculation of trim in the previous module, the trainee should find that the solution here is quite easy Keel Marine Technologies, ln. Example 4 A ship of & 10000 t, KM 9.2 m, KG 8.3 m and MTC 200 tm, is listed 4° to port and immed 0.1 m by the heed. It is desired to bring the ship upright end ‘rimmed 0.8m by the stem by shifting ballast between No.1 DBT P/S and No. 5 DBT P/S. The COG of each tank is 8 m of the center line ofthe ship ‘The distance between the centers of No. | and 5 tanks is 95 m. No. 1 DBT P/S hhave 400 t each while No.5 DBT P/S are empty. Find how much transfer of ballast should take place between the tanks and the final distribution. (Neglect fie surface correction). To bring the ship to the required trim: | To bring the ship upright: Present: 0.1 m by head. Tan = GGYGM Required: 0.8 m by stem. GG, =Tan 6x GM So Tc =0.90m = 90 em by stern. =Tan4? x09 = 0.0623 m ‘Trim moment = Te x MTC ‘Moment to starboard = wd = 90x 200 w. 16 ‘Trim moment =18000 t-m by stern =16w tm ‘Trim moment = d x w Initial moment to port = 4 . GG1 18000 = 95 x w =10000 x 0.0623 ‘w= 1800/95 =6Bt-m wr189.5t ‘Moment to stbd = Moment to port 16 w= 623 w= 38.940 Therefore, itis necessary to shift 189.5 t of ballast from DBT 1 P/S to DBT 5 P/S in order to get a trim of 0.8 by stern. But in order to bring the ship upright, DBT 5S will get 38.94 t more than what will go to DBT 5 P. DBT 5S = (189.5 ~ 38,94) +38.94 2 = 150,56 + 38.94 2 =142t (for DBT S = 189-1142 = 7531) Transverse Stability 53Stability and Trim in Practice € € CURVE OF STATICAL STABILITY A curve of statical stbility is a graph wherein the righting lever (GZ) is plotted against the angle of hee. It is drawn by the chief officer, for the displacement and KG of that voyage. Referring to the illustration to the right, the information that may be ‘obtained from a curve of statical stability are as follows: 1, The maximum value of GZ. 2, The angle of heel at which maximum GZ occurs, 3. The angle of vanishing stability. This is the angle of heel at which GZ becomes zero again. 4, The range of positive stability. In normal cases, this would be from zero degree to the angle of vanishing stability but in cases where the ship is initially unstable, it will not be from zero degree onwards but the angle of toll, 5. The inital metacentric height. A tangent is drawn to the curve atthe origin (OP in the figure). A perpendicular is erected at 57.3° heel to meet the tangent (Q in the figure). The distance of the point of intersection from the base line, measured on the GZ scale, indicates the initial GM. ‘Note: In actual practice, the reverse happens. The initial fluid GM is cut off fon the perpendicular at $7.3° to arrive at point Q in the figure. Q and O are joined by a straight line and while drawing the curve, itis ensured that the ‘curve coincides with line OQ for the first few degrees 6. The angle ofhee! at which the deck edge immerses. This is the angle ofheel at which the point of contraflexure of the curve occurs (point R in the figure). 7. The moment of statical stability at any given angle of heel. The GZ for the given angle of hee! is obtained from the curve and multiplied by the displacement of the ship. 8. The dynamical stability of the ship at any given angle of heel. This is the ‘work done in heeling the ship to the given angle. Dynamical subility at @*heel = 4 x A Where 4: ship's displacement in tonnes AA: area between the GZ curve and the base line, up to 6*heel, expressed inmere-radians. Keel Marine Technologies, Inc. Once the curve of statical stability has been drawn, the area under the curve up tony angle of heel can be calculated using Simpson's Rules, This area, ‘multiplied by the displacement of the ship, would give the dynamical stability in tonne-metre-radians. In the figure above, the area under the curve up to 30° has been shaded for illustration. ‘The curve would be the same whether the ship is heeled to starboard or to port. The only difference would be the direction of GZ — when heeled to port, GZ. ‘acts to starboard and when heeded to starboard, GZ acts to port. ‘The information required by the chief officer to construct a curve of statical ty, for the displacement and KG of the voyage, is present in the stability ‘manual in the form of either Cross Curves or KN curves. At present, most loading manuals have tables for these data. ‘Transverse Stability 54‘Stabilty and Trim in Practice € € (Caave when initial GM is negative An illustration of the GZ curve of a vessel, when itis initially unstable, is, the figure below. It will be seen therein that the range of positive stability is from the angle of loll onwards, not from zero. ‘Since the angle of loll could be to port orto starboard, the curve would be the same regardless of the direction of inclination of the ship. Ifthe ship was {olled to port, GZ may be considered + when it resists further inclination to port and vice versa, Fran ot ponciv sattcy —e! ‘When a ship with a positive intial GM has @ list, it means that its COG is off the centreline due to asymmetrical distribution of weights on board. The vessel is al rest atthe angle of list. The GZ curve, however, will NOT be exactly the same for starboard and for port. An illustration of the GZ curve for a ship with an initial list isthe figure to the right. As mentioned earlier, the GZ of a ship in stable equilibrium acts towards pert when heeled to starboard and vice versa. In this case, because the ‘heel to port and to starboard is shown in the same graph, GZ is plotted as positive ‘when acting in one direction, say towards port (ship heeled to starboard), and negative when acting towards starboard (ship heeled to port). It is emphasized here that, cn either side of the angle of lst, the GZ curve would NOT be symmetrical ‘A curve of statical stability can be used to find the angle of lst accurately, specially when the angle is large. S50? SORE wr LST 5 ce THo Keel Marine Technologies. Ine. Transverse Stability 55Stability and Trim in Practice € € CROSS CURVES OF STABILITY QZ is a function of KG, KM and @ (the angle of heel), KM depends on raf. For convenience, the hydrostatic table uses displacement in salt water, tnstead of draft. The variables, therefore, are GZ, displacement in SW and KG. Based on their calculations, the shipyard constructs a graph with GZ along the y-axis and displacement along the x-axis. Separate curves are drawn from different values of - say 10°, 20°, 30°,40*, 50°, 60°, 75°. These curves may ‘ross one another, hence the name “Cross Curves”. "The graph is constructed for ‘an assumed value of KG which is stated clearly therein. In this manner, all the variables affecting GZ are allowed for. In the following figure © =angle of hel in degrees KG = assumed height of COG for which the cross curves were constructed. KG, = Actual height of COG of that voyage inclusive of FSC. GZ = righting lever at 6" heel if height of COG is KG. G,2, = actual righting lever at @ * hee! when the height of COG is KG,. Keel Marine Technologies, Inc. €€ If the actual height of G is different from the assumed height in correcti the curves, the GZs obtained from the curves will be incorrect. In the above figure: let G be the essumed position ofthe ship's COG and let G, be its acw position. The righting lever given by the curves will be GZ, but the true right lever will be G,Z;, 5 1fGx is a vertical line, parallel to ZZ;, then: GZ=xZ, GiZs= GZ +Gix But in triangle GGy:- G.x=GG, x Sind Thus, in this case, ‘True GZ = GZ from cross curves + GG x Sin ® On the other hand, if G were the true position and G, the assumed posit of the ship's COG: GZ=G,Z-Gix ‘And the True GZ = GZ from the curves - GG, x Sin @ So, if the actual KG is different from that used in the curves, we must a a correction of GG; x Sin @ to the GZ found in the curves. This correction m bbe added if the true KG is less than the assumed KG or subtracted if the tru KG ls greater than the assumed KG. KNCURVES This is another type of cross curve, in which the assumed KG is always (positioned at the keel). In the previous figure, we can see that KN is the righ lever. If G were the actual position of the ship's COG, the: True GZ = KN-Ky =KN-KG sind ‘The advantage of using this method is thatthe correction is always subtracted from the KN. This reduces the possibility of committing error. A present, most stability manuals are made using KN curves instead of curves where the assumed KG is not zero. Transverse Stability $6C € Construct the GZ curve of MV "Pepetone” when displacing 72531 t, virtual KG of 10.777m. (Condition 1) Example 1: From KN curves of MV “Pepetone", KN values for 73000 displacement are obeained: KN___-__KGxsin@__= Gz 10° 2328 10.777Sin 10° 0.456 m 20° 4.704 10.777Sin20° 1.018 30° 7.044 10.777 Sin30° 1.656 40° 8.912 10.777 Sin 40° 1.985 50° 10.162 10.777 Sin 50° 1.906 60° 10.830 10.777Sin 60° 1.497 75° 10.976 10.777 Sin 75° 0.849 90 10.268 10.777 Sin 90° - 0.509 Example Construct the GZ curve of MV "Pepetone” ivhen displacing 60316 t, virtual KG 0f 11.949 m. From KN curves of MV “Pepetone”, KN valué® for 60000 displacement are obtained: 8 KN KGxSin@ Gz 1 2364 11.949 Sin 10° 0.289 m 20° 4.797 11.949 Sin20° 0.710 30° 7.395 11,949 Sin 30° 1.420 40° (9.554 11.949Sin4o* 1.873 50° 10.776 11.949 Sin 50° 1.622 60° = 11.350 11,949 Sin 60° 1.002 See iia72) 11,949 Sin 75° 0.270 90° 10.297 11,949 Sin 90° -1.652 Keel Marine Technologies, Inc. mommaronm | ava | mona [ome] wont Jom i Reman ge ea ae | ae] res oom ae we [mer arear or | Canim] eae ws | [aeitrmar war ca ‘Transverse Stability 57Seabillry and Trim in Practice € € CALCULATION OF BM AND KM; KM CURVES. “The transverse BM, is the vertical distance between the COB and the wansverse metacentre, M, and is calculated by the formula: BM = 1 v ‘Where: 1 is the moment of inertia, or the second moment, of the waterplane area bout the centre line of the ship, expressed in m*, Vis the volume of displacement in m? BM so obtained, would be in metres. Rectangular water-planes: ‘The moment of inertia of a rectangle about its centre line, I, is given by the form 1 =LB?/12, So for a rectangular water-plane: BM = VV = LB’/12V For a box-shaped vessel, V=L x Bx d. BM = UV = LB? /12V =LB? /12LBd = BP/ 124 For a triangular shaped vessel V = LBd/2 BM = WV = LB? /12(LBd/2) = B? /6d. ‘Note: Though the vessel is triangular shaped, the water-plane is a rectangular B is the breadth of the water-plane. Shipshapes. ‘The moment of inertia of the water-plane area of a ship about its centre line ‘can be calculated by using Simpson’s Rules. The I, thus calculated, divided by V would give the BM or BM’. Keel Marine Technologies, Inc. Example! Find the GM of a box-shaped vessel 20 x 6 x 5 sf ifdraft = 3m and KG= 1.8m. KB = draf/2= 3/2... pale tens ans =KB + BM. 15m GM= KM - KG = 25 - 1.8 = 0. Example2 ‘A vessel bas the form of a triangular prism of length 40 m, breadth 10m and depth 7 m. Find the KM at 5.6 m draft Let the half breadth of the water-plane = X metres. With reference to the figure ‘on the nest page and considering similar triangles: x! 5.6 = 5/7. X = 4.0 metres. Breadth of the water-plane = 2 x 4= 8m K KB=draftx 2/3 = 56x23 = 3.733m .905 m BM = b /éd = (8 x 8/(6x 5.6) KM=KB + BM... ’ 5.638m Transverse Stability 58Stallty and Trim in Practice @ | ‘The beam and the freeboard influence GZ considerably as illustrated below. In the following figure, curves A, B and C belong to three different box-shaped vessels whose draft, KoG and volume of dispulacement is the same. HEEL in degrees fect of freeboard on GZ: Ship A's deck edge immerses at 15° heel. Ship B has the eame breadth ac ship A but has a greater freeboard. As seen from the folowing figure, the GZ values of ship B are the same as that of ship A until B are the same as that of ‘Ship A until 15° - the heel at which A’s deck edge immerses. On heeling further, the GZ of ship B is greater than that of ship B is greater than that of ship A for the same angle of heel. This fact shows up clearly on inspecting curves A and B in the foregoing figure. The range of stability of ship B is greater, than that of ship A, because ofits greater freeboard. To sum up, greater freeboard means: 4. No change in Initial GoM. 2. Deck edge immerses at a greater angle of heel. 3. GZ values unaffected until the deck edge immerses but, thereafter, GZ values are greater. 4. Greater range of stability. Keel Marine Technologies, Inc. Effect of beam on GZ: Ship C, having the same freeboard as ship A, has greater beam. For ship- shapes, BM = V/V and for box-shapes, it is simplified as BM = B?/12d. Hence the GZ values of ship C are greater than those of ship A, at all angles of heel. AAs apparent from the following figure, the deck edge of the broader ship immerses at a smaller angle of heel than thet of a narrower ship. The range of Stability also increases with increase in beam. oo <1 w fae 4. Greater Initial GoM. 2. Deck edge immerses at a smaller angle of eel, 3. Greater values of GZ at any heel 4. Greater range of stability, 39Stability and Trim in Practice ee CALCULATION OF LIST BY GZ CURVE Calculation of list are usually solved by the formula Tan @ = GGVGM. This method of calculation suffers from lack of accuracy because it assumes that the initial GM, and hence the transverse KM, remains constant despite changes in the angle of inclination, a more accurate method of computing the angle of list would be by use of the curve of statical stability. For examination purposes. it is suggested that wherever the list, calculated by the formula exceeds five degrees, the GZ curve method should be used, ‘A transverse shift of the COG of the ship (GG,) to one side causes a reduction of GZ when the ship inclines to that side and vice versa. This reduction of GZ. or upsetting lever, can be calculated by the formula Red of GZ or upsetting lever = GG, . Cos © Origin of the formula: Keel Marine Technologies. inc « ¢ In the foregoing figure, let us first consider the ship heeling over only due to external forces. KG is the final fluid KG of the ship. upright, ‘GM is the initial metacentic height. BL is the COB after the ship heels. 'M) is the new metacentre after heeling. GZ is the righting lever due to heel. © isthe angle of heel considered. B is the COB when the ship is If the COG of the ship is now shifted transversely from G to Gy. paralle! to the Keel, and the vertical through Gj cuts GZ.at Y: angle Y= 90°, angle YGG, = angle of heel = @ and GY = GG; (Cos 0). Since GY is the reduction of GZ due to transverse shift of COG, the formula may be stated as: Reduction of GZ or upsetting lever = GG, x Cos @ ‘This upsetting lever may be allowed for in either of two ways. Method 1 ‘The curve of statical stability is drawn, as usual, for the final fluid KG of the ship. The GG; is calculated by the formula GG, = dw / A. If Gi. (Cos 0 ) is plotted for values of @ from 0° to 40°, it will be noticed that this curve very nearly coincides with a straight line drawn from GG; at 0° heel to 0.8 (GG) at 40° heel, as illustrated in the following figure wherein GGI is assumed to be 0.10 m. Hence GG). Cos @ at 0° = 0.10, at 10° = 0.0985, at 20° = 0.094, 30° = 0,086 and at 40° = 0,0766 m, Hence the upsetting arm curve may be drawn as follows GG is aid off upwards from the O"heel position on the x-axis, arriving ‘ta point called X. 0.8 (GG1) is laid of upwards from the 40° heel position on the xeaxis, ariving at Y. Points X and Y area joined by a straight line which represents the upsetting lever at any angle of heel at which the right arm curve (GZ curve) and the upsetting arm curve (line XY) imersct, isthe lis. y ft +4 GG, Cos0 0.10 m ogaes 0. i m 0. ne ™ 94766 0 10 20 30 40 Transverse Stability 60Stability and Trim in Practice Method 2 The curve of statical stability is drawn only after the value of GZ., at each angle of heel, is reduced by GG, . (Cos 6). The GZ at 0° heel would necessarily be negative. The angle of heel at which the modified GZ curve cuts the x-axis is the angle of list. Keel Marine Technologies, Inc. ad,.c1: A. «,"Pepetne” isin SW doplacing 35752 KoG = 7.682 m. An ‘estimated cargo cargo of grain weighing 2625 t has a possibility to shift 13 m to ‘starboard. Calculate the resultant list. Using the formula: Tan @ = GGyGM_ 7.682 m 2 = 16300m = 8618m | GOM oes GG, = dw/A = 2625 x 13 /35752 = 0.954 m. Tend = GG, /GM = 0.954/8.618 = 0.111 © = 63° (itis preferable to obtain a more accurate answer by the GZ curve.) Using the GZ Curve the angle of list is around 6.3° Note: It is not necessary to draw the entire curve of statical stability just to ‘complete the values of list. Goz tn) 20. ee 48 32 16 00! 10 20 3% 40 Angle of Heel in Degrees so 6 70 80 Transverse Subility 61Stability and Trim in Practice € € STABILITY Dynamical stability, at any angle of heel, is the work done in heeling the ship to that angle very slowly and at a constant displacement. Itis the product of the displacement ofthe sip andthe area under the curve of ata ability up to the angle of heel for which it is desired to calculate the dynamical sability. The calculated area would be expressed in which can be converted to rmetre-radians, if required, by dividing by 57.3. The result is expressed in tonne ‘metre-radian. Usually, it is the areas under the GZ curve which are required for checking stability criteria which, depending upon the ship's dats, may be expressed in mewe-degrees or metre-radians. It may be possible to calculate the area under the curve directly from the GZ values, without actually drawing the GZ curve, sufficient values of GZ. are available, at constant intervals of heel, for the application of Simpson's Rules. However, if the given intervals of heel are too few or irregular, the curve of statical stability would have to be drawn and the values of GZ read off at the desired intervals of heel. Example t: ‘Construct the GZ curve of MV “Pepetone" when displacing 72531 t, virual KG of 10,777m. Calculate the dynamical stability at 30° and 40° heel. From KN curves of MV *Pepetone”, KN values for 73000 displacement are obtained: @ KN KGx 10% 2328 10.777 Sin 10° 20° 4.704 10.777 Sin 20° 30° 7.084 10.777 Sin 30° 40° «8912 10.777 Sin 40° 50° 10.162 10.777 Sin 50° 60° 10.830 10.777 Sin 60° 75° 10.976 10.777 Sin 75° go 10.268 10.777 Sin 90° Keel Marine Technologies, Inc. Pr ee ee er) Angle of Heel In Degr: From the curve of statical stability on the opposite page: ‘Area under 30° heel: Saw ° Using $ ordinates, Common interval= 7.5°, Hel GZ SM_Proviuet oo 1 ° 150334 1.320 S072 1300 ms wie 4 © 4720 ‘Sum of Products = ‘Area= 1/3 CL. x SOP = 13 (75) x(9.198) = 22.995 meter-degrees = 22.995/57.3 meter-radian = 0.401 meter-radian (This is the area up to 30*)Wet GZ SME Product ° 1 ° 04564 1.824 1018-2 2.036 16564 6.624 1 ‘Sum of Products = 12.469 mms ICL x SOP = 123. (10) x(12.469) 9 41.563 meter-degrees: += 41,563/57.3 meter-ractian = 0.725 meter-radian (This is the area up to 40°) The area under the GZ curve to a given angle represents not only the work dene in heeling the ship to thuat angle but also to the potential energy available to rerum the ship to the uprighst. By the principle of conservation of energy, the ppoential energy is converted into rotational energy as the ship moves towards the pnight. When upright, all of the energy is in the form of rotational energy, 90 ‘he ship continues to roll until an angle is reached where the area under the curve {s equal to the rotational energy. The energy used in overcoming friction between hull end wate: and in creating turbulence reduces the angle to which the ship will roll Keel Marine Technologies, Inc. ee BEAM WINDS AND ROLLING ‘The wind exerts a horizontal force on the above-water area of the ship and deck cargo which can be considered to act atthe center of the projected area. ‘That force is resisted by the hydrodynamic force produced by the slow sideways movement ofthe ship through the water. This force acting on the underwater area on the other side, usually considered to act at about half the draught. The two forces form a couple inclining the ship until the righting moment is equal to the wind heeling moment. Healing du to wind Let the vertical distance between the lines of actlon between the two foros be A and the projected lateral ares sbove the waterline be 4. As the ship heels, both h and A will be reduced in proportion to Cos 8, The wind force will be proportional to the square of the wind velocity, V, and can be written as: Wind force = k AV?Cos 8 where k is an empirical constant. The moment will be: M=kAhV*Cos?@ and the wind heeling lever will be: a= M/A Transverse Stability 63‘and Trim in Practice €€ Tae curve of wind heeling lever can be plotted with the GZ curve as in fRgwe below. Ifthe wind moment builds up or is applied slowly the ship will (Rant to on engle represented by A and in this condition, the range of stability wil Qa bem AtoB. The problem will then be the same to that of a ship listing ‘~ (Rammuse of shifted weight to one side. On the other hand, if the moment is ggpled suddenly, say by a gust of wind, the amount of energy applied to the ship ‘eal heeled to A would be represented by the area DACO. The ship would only Ghaard energy represented by the area OAC and the area remaining would carry it (bayend A to some angle F such that arca AEF = area DAO. Should F be beyond Byte ship will capsize (because it heels beyond the range of stability), assuming Gen wind is sil acting. i g E s A severe case for 2 rolling ship is if it is inclined to its maximum angle to ‘windward and about to return to the vertical when the gust hits it. Suppose this position is represented by GH. The ship would already have sufficient energy to ‘carry bring it past the upright position, say KL in the figure. Due to some damping effects, this angle should be somewhat Jess than the initial windward angle, The energy put into the ship by the wind up to angle L is now represented by the area GDKLOH. The ship will continue to heel until this energy is sorbed, perhaps reaching angle Q. Keel Marine Technologies, Inc. ‘The above figure shows a GZ curve with a curve of listing arms. The ship is in equilibrium with 2 list as indicated. During continuous rolling, the dynamical stability at the extremity of the roll will be approximately equal, ie ‘Area A = Area B. It can be seen from the figure, despite having equal areas, the ip will roll further from the equilibrium position to the listed side than to the other. If this situation is exacerbated with a large heeling moment from severe wind, sailing with a list can be extremely dangerous. The list must always be removed before departure and cargoes should be stowed and secured adequately to avoid a shift that may produce a list during passage. ‘Transverse Stability 64Stability and Trim in Practice CODE OF INTACT STABILITY FOR PASSENGER AND CARGO SHIPS, A. STABILITY INFORMATION SUPPLIED TO SHIPS Regulation 10 of the Load Line Convention 1966 and Regulation 22 Chapter il-1 PART B of SOLAS Conventions, state in general terms that the master of a ship shall be provided with sufficient information to enable him to ‘obsain guidance as to the stability of the ship under varying conditions of service. ‘The Code of Intact Stability for all Types of Ships Covered by IMO Instruments [Res. A.749(18)] specify all the requirements in detail. These information are normally bundled in one complete manual called “The Trim and Stability Booklet”. While these booklets may vary in contents depending on the type of the ship as well as the size, the following is a summary of the stability information required to be provided on board passenger and cargo ships. ‘The general particulars of the ship Instruction on how to use the stability booklet {A profile view of the ship, and plan views as necessary, drawn to scale, showing the names and location of all main compartments, tanks, storerooms ‘and accommodation for passengers and crew. 4, The capacity plan or table and the position of the COG of every compartment available for cargo, fuel, stores and water ballast. 5. The estimated weight and position of the COG of; (a) passenger and their effects, and (b) crew and their effects. 6. A diagram or table giving the hydrostatics particulars - Displacement, TPC, MCTC, LCB, LCF, KB, KMT, KML, water-plane areas and transverse cross-sectional areas for a range of drafts from the light waterline to the deepest permissible waterline. 7. Tank sounding tables showing capacities, COG, and free surface data for each tank, 8. Diagrams or tables to enable the construction of the GZ curve, menti clearly the KG assumed in the given information. A sample calculation to show how the GZ. curve is to be drawn. 9. Supplementary information to allow for the volume of timber deck cargo while drawing the GZ curve. 10. Information to enable a calculation of free surface moments of each tank in ‘order to correct the GM. Keel Marine Technologies, Inc. GG 11, Information on loading restrictions, such as maximum KG, minimum GM or maximum deadweight moments in the form of curves or tables that can be ‘used to determine compliance with thé applicable criteria 12, Stability characteristics of standard loading conditions 13. Information to enable the master to asses the stability condition which differs from the standard ones = 14. Where the shipyard feels that any particular loaded condition should be avoided, from the stress point of view, such s warming would be clearly given in the stability information supplied. 15, General precautions for preventing unintentional flooding 16, Information concerning the use of any special cross-flooding fitings 17, Information on the proper use of anti-rolling device, if fited 18. Information enabling the master 1o determine the GM by means of rolling period test 19. For ships carrying timber deck cargoes, information setting out changes in deck cargo from that shown in the loading conditions, when the permeability of the deck cargo is significantly different from 25% 20. For ships carrying deck cargoes, indication of the maximum permissible - amount of deck cargo 21, Inclining test report forthe ship ‘Asa supplement to the stability booklet , a loading computer may be used to facilitate easy and faster calculation. However, the programs should be made in such a way that the input/output forms are at least similar to the presentation in the stability booklet. ‘The instruction in the use of the program should be written as per sound marine practice common to all officers. In order to test the proper functioning of the program, periodical checks of at least 4 loading conditions in the stability booklet should be run, and the printout should be kept on board for future reference. ‘Transverse Stability 65Sent coed Trim in Practice J ® baktiad OM to be not Less than 0.15 m Be GZ to be not less than 0.20 m at an angle of equal to or greater on 30° 3) Maximum GZ to occur at a heel preferably greater than 30° but not less hms, (Ma PES ALIGTES ime 26s 744 4 ‘The area under the GZ curve, in meter-radians, shall be not less than: (/4? (©) 0.055 up to 30° heel. (©) 0.090 up to 40° hee! or the angle of flooding, whichever i less. (©) 0.030 between 30° and 40° or the angle of flooding, whichever is less. ‘The angle of flooding is that angle of heel at which any non-watertight ‘qpanings in the hull would immerse. Small openings through which progressive feoding cannot take place should not be considered as open. In large ships, the angie of flooding is usually well over 40°. Ifit is less than 40°, it would be ‘early stated in the ship's stability information booklet supplied by the shipyard. ten tever CoE Bu e740 30 —~ 60 aRad.67.2°) 7 pagle of heel in Decree Keel Marine Technologies, inc. €€ 5. Inaddition, for passenger ships, the angle of heel on account crowding of ‘passengers to one side should not exceed 10°, 6. Inaddition, for passenger ships, the angle of heel on account turning should ‘not exceed 10° when caloulated using the following formula: M=0.02 (VL) 4 (KG-d2) where: M = =heeling moment (m-t) v ‘service speed (m/s) L_ =length of ship at waterline (m) 4 = displacement (t) d= mean draught (m) KG = height of center of gravity above keel (m) 7. Where anti-rolling devices are installed in a ship, the Administration should be satisfied that the above criteria can be maintained when the devices are in operation. ‘8. Anumber of influences, such as beam wind on ships with large windage area, icing of opsides, water trapped on deck, rolling characteristics, following seas, etc,, adversely affect stability and the Administration is advised to take these into account, so far as is deemed necessary, 9, Provisions should be made for a safe margin of stability at all stages of the voyage, regard being given to additions of weight, such as those due to absorption of water and icing, and to losses of weight, such as those due to consumption of fuel and stores. Transverse Stability 66Stabiliy and Trim in Practice €€ Bxample: ‘Verify whether Condition 1 meets all the stability requirements under these Codes. VW Anltial GOM oe eeeeeeeeeeeee | 25230 Minimum required. = 0.150m Requirement (1) is satis 2) As per curve drawn in Example 1, Maximum GZ. ...0.cecccccee 2.028m dred value... 0.200 m Requirement (2) is satisfied. 3) As percurve drawn in Example 1, Maximum GZ occurs at... 43° Maximum GZ should occur 30° Requirement (3) is satisfied. ‘As calculated in Example 1, (8) Area upto 30° heel .. 0.401 mr Minimum required 0.055 mr Requirement 4 (a) is satisfied. (b) Area up to 40° heel... . 0.725 m-r Minimum required . 0.090 m-r Requirement 4 (b) is satisfied. (©) Area between 30° and 40°... 0.725 -0.401 0.324 m-r Minimum required 0.030 m-r Requirement 4(c) is satistied. ‘The ship complies with all the stability requirements in the general criteria. Keel Marine Technologies, inc. ‘This criterion supplements the stability crteris mentioned in B, The more stringent criteria mentioned in B given above and the weather criterion should ‘govern the minimum requirements for passenger or cargo ships of 24 m in length ~ and over. 1, Recommended weather criterion ‘The ability of a ship to withstand the combined effects of beam and rolling should be demonstrated for each standard condition of loading, with reference to the following figure, as follows: 1.1. the ship is subjected 10a steady wind pressure acting perpendicular to the ship's centreline which results in a steady wind heeling lever (tei) 1.2. from the resultant angle of equilibrium (8), the ship is assumed to roll ‘owing to wave action to an angle of roll (6) to windward. Attention should ‘be paid to the effect of steady wind so that excessive resultant angles of heel are i The angle of heel under action of steady wind (should be lied 9a cerzin ale te saxisfection ofthe Adiniseion. Asa ple, 16*or 80% othe engl of deck edge mmerion whichever ls less, i suggested 1.3 the ship is then subjected to a gust wind pressure which results in a gust wind heeling lever (ly) 1.4. under these circumstances, area B should be equal or greater than area A; 13. free surface effects should be accounted for in the standard conditions of Toading. Al § zg By fll —t | \ jee e0| zocle of esl in gearee ‘Transverse Stability 67‘Stability and Trim in Practice € € ‘The angles in the figure are defined as follows: 00 = angle of heel under action of steady wind 1 = angle of roll to windward due to wave action (62 = angle of down-flooding (@f) or 50° or Bc, whichever is less, @f= is the angle of heel at which any non-watertight openings in the hull would immerse. Small openings through which progressive flooding cannot take place should not be considered as open. ‘Gc = angle of second intercept between wind heeling lever (lua) and GZ curves. 1.6 ‘The wind heeting levers (Iy1) and (Ina) are constant values at all angles of inclination and should be calculated as follows: Iwi = (P.A.ZY/A (am) and Iw2 = 1.5 bon (m2) where: P= $04 Nin2. The value of P used for ships in restricted service may be reduced, ‘subject to the approval of the Administrati ‘A = projected lateral area of the portion of the ship and deck cargo above the ‘waterline (m"), = vertical distance from the center of A to the center of the underwater lateral ‘area or approximately to a point at one half the draught (m); ‘= displacement (2) 27981 ms! 1.7 The angle of roll (81) should be calculated as follows: 1 = 109k. XI. X2, vrs (degrees) where: X1-= factor as shown in table 1 X2 = factor as shown in table 2 k= factor as follows: k= 1.0 fora round-bilged ship having no bilge or bar keels 7 for a ship having sharp bilges ‘shown in table 3 for a ship having bilge keels, a bar keel or both + =0.73 + 0.6 OG/d ‘with; OG = distance between the center of gravity and the waterline (m) (+ if center of gravity is above waterline, - ifbelow) = mean moulded draft of the ship (m) $= factor as shown in table 4 Keel Marine Technologies, Inc. € € Tablel - Values of fuctor X1_ Table 2 - Values of factor X2 ao [x 0.45 | 0.75 050 F 082 055 | 0.80 060 | 0.89 065 | 097 20.70 | 1.0 Table 3 Values of factork Table 4 - Values of factor s ‘Akx 100 LxB k ° 10 10 0.98, 1s 0.95 20 0.88 25 0.79 3.0 0.74 35 0.72 24.0 0.70 (Intermediate values in tables 1-4 shouldbe obrined by linea interpolation) Rolling period T= 2 C. B (NGM) in seconds "Where: C = 0.373 + 0.023 (B/d) — 0.043 (L/100) ‘Then symbols in the above tables and formula for the rolling period are defined as follows: Le waterline length of the ship (m) D=mean moulded draught of the ship GM = GM corrected for free surface Ak = total overall area of bilge keels, or area of the lateral projection ofthe bar keel, or sum of these areas (m2) 1B = moulded breadth of the ship (m) C= block coefficient Transverse Stability 68€€ Stability and Trim in Practice RAL PREC, “APS 1. Compliance with the stability criteria does not ensure immunity against capsizing, regardless of the circumstances, or absolve the master from his responsibilities. Masters should therefore exercise prudence and good seamanship, having regard to the season of the year, weather forecasts and the navigational zone, and should take the appropriate action as to speed and ‘course warranted by the prevailing circumstances. Care should be taken that the cargo allocated to the ship is capable of being stowed so that compliance with the criteria can be achieved. Ifnecessary, the ‘amount should be limited to the extent that ballasts weight may he required. 3. Before a voyage commences, care should be taken to ensure thatthe cargo and sizeable pieces of equipment have been properly stowed or lashed so as to minimize the possibility of both longitudinal and lateral shifting, while at sea, under the effect of acceleration caused by rolling and pitching. 4. The number of partially filled or slack tanks should be kept to a minimum because of their adverse effect on stability 5. The subility criteria contained sct minimum values, but no maximum values are recommended. It is advisable to avoid excessive values of metacentric height, since these might lead to acceleration forces, which could be prejudicial to the ship, ts complement, its equipment and to safe carriage of the cargo. 6. Regard should be paid to the possible adverse effects on stability where certain bulk cargoes are carried. In this connection, attention should be paid to the IMO Code of Safe Practice for Solid Bulk Cargoes. STABILITY OF VESSELS WITH DECK CARGO OF TIMBER AA vessel with a considerable quantity of timber as deck cargo is likely to be tender at the commencement of the voyage itself. On passage, the GM will decrease further owing to the following reasons: 1) Consumption of fuel oil and fresh water form double bottom tanks. 2) Free surface effect of tanks in use. 3) Absorption of water by the timber on deck. ‘The amount of water absorbed is variable and though it can be as high as thirty percent of the weight of timber, itis generally around 10 to 15 %. This is equivalent to adding weight on deck, thereby causing a rise ofthe center of| Keel Marine Technologies, Inc. €€ sravity of the ship, A vessel with a deck cargo of timber, therefore, becomes less and less stable during the passage. It may not be possible to increase the GoM before departure from the port, owing to lack af dead weight available. In order to keep the vessel stable at all times, the following precautions should be taken: 4) Plan cargo stowage in lower holds and between decks in such a manner as to have as large a metacentric height as possible. ffi) During the passage, use fuel oil and fresh water first from the slack tanks until they are completely empty. 4i) Ensure that the number of stack tank is kept to minimum and stacks restricted to those tanks with minimum moment of inertia. During the passage, fill up adequate ballast tanks, one ata time, those with smallest“ first, as and ‘when the fuel oil and fresh water tanks get empty, ensuring that the vessel does not get overloaded at any time. CRITERIA FOR SHIPS CARRYING TIMBER DECK CARGOES ‘While the general criteria Ind dowm for passenger ships and cargo ships are applicable to ships carrying timber deck cargoes, the Adminieratin, in substitution to the general criteria, may apply the following: Provided that the timber deck cargoes extends longitudinally between ssuperstructures transversely for the full beam of the ship after due allowance for a rounded gunwale not exceeding 4% of the breadth of the ship and/or securing the supporting uprights and which remains securely fixed at large angle of heel, 1. The area under the GZ curve should not be less than 0.08 meter-radian up to 8 = 40° or the angle of flooding if this angle is less than 40°. 2. The maximum GZ value should not be less than 0.25m. 3. Atal times during the voyage, the G.M should be positive. Where ‘appropriate, the absorption of water by the deck cargo and/or ice accretion on the exposed surfaces should be considered. Additionally, the departure GM should not be less than 0.1m. Transverse Stability 69Seeeerees Teese EEC EEESTeESSECESEE STRESSORS ‘SIMPLIFIED STABILITY INFORMATION = ‘The objective of this type of information is to enable the ship officer to assess the stability of the vessel without performing the lengthy calculations such as plotting and calculating the data from GZ curves. This information is supplied {nits simplest form in which assessment can be done using a single parameter for the displacement in question. These are: 2) The maximum deadweight moment diagram or table ) The minimum permissible GM diagram or table, ©) The maximum permissible KG diagram or table. Ifa boundary line between an adequate and deficient stability can be drawn such that on the adequate side of the line the vessel complies with, for example, the general intact stability criteria, then the calculation ofall aspect of stability can be avoided. A loading plan, which will render a deficient stability, can be readily changed thereby saving valuable time for the chief officer. While this method provides a quick solution in proving compliance, it does not furnish as ‘much information as can be derived from the statical stability diagram. Its interesting to note that, this method is also applicable to stabil requirements in damaged conditions. A distinct curve for damaged condition is normally superimposed on the same simplified diagram for Passenger ships and Ro-Ro ferries to enable the master to assess the stability due to partial loss of intact buoyancy. ‘Maximum Permissible Deadweight Moment Diagram Deadweight Moment is the moment of cargo, fuel, freshwater, etc. about the keel, including free surface moment, ie: Deadweight Moment = Total Solid Dwt Moments + Free Surface Moments KGo™ Lightship Moment + Deadweight Moment Displacement ‘Thus ifthe deadweight moment is increased for a particular displacement, KG will be increased and the stability is thereby reduced. The total deadweight moment at any displacement must not, under any circumstances, exceed the ‘maximum deadweight moment at that displacement. Keel Marine Technologies, inc. | Momods ot Poser i Smo Stabany ‘Transverse Stability 70Stability and Trim in Practice €€ THE INCLINING EXPERIMENT . ‘The inclining experiment is performed by the shipyard in order to obtain the Lightship KG. This should be done when the building of the ship is complete or nearly so. This experiment may have to be performed again, during the life of the ship, especially if any large structural alterations are made. The result of the inclining experiment performed on one ship may be acceptable for sister ships. ‘The plumb bobs, atached to lines about ten metres or more in length, are suspended, in the open hatchway, at the center line of the ship - one forward and the other, aft. Some shipyards use third plumb bob amidships. The results obtained by the different bobs are averaged. For simplicity’s sake, only one plumb bob is considered here. The bob itself, though suspended freely, may be immersed in a through of oil or water in order to damp out oscillations. A horizontal batten, is fited a short distance above the plumb bob. The batten is adjusted to be horizontal, by use of a spirit level, when the ship is perfectly vpright. “The fact that the ship is upright can be verified by reading the por and starboard midship drafts, By simple geometry: Tan list 2 (draft diference) ‘breadth of ship Four equal weights are placed on deck, two on each side, at equal distances off the centre line. The weights are chosen to total about 1/500 of the light displacement. Most shipyards use concrete blocks of known weight. ‘One weight is shifted from starboard to port and, after allowing sufficient time for the ship, the deflection of the pendulum is noted. The second weight is shifted from starboard to port and the deflection of the pendulum is noted. Both the weights are then shifted back to their original places - the deflection should ‘again be zero. The procedure is then repeated by shifting the weights ftom port to starboard, one at a time. Tan list = GG, GM = wid 46M Keel Marine Technologies, Inc. €€ Referring to the figure: Tan list = deflection of pendulum = = ict ofphunb Tne % So deflection, = dw plumb length = &.GM GM = dw (plumb length ) ‘4 (deflection) The GM for each shift of weight is calculated and the initial GMea, in ‘condition, is obtained. The KM for that displacement, and the FSC applica would have already been calculated by the shipyard. The KGuig for condition is thus obtained: KG wa KM~GMgua ~ FSC By taking moments about the keel, due allowance is made for any that should go on or go off the ship so that the KG for the light conditio finally obtained. Transverse Suility 71Conditions necessary for mag” Caloulate the GM of the vessel as inclined. ‘A tank containing 200 t of freshwater ag eg cafe experiment, KO of water 15m. 1. Before the commencement ofthe experiment the ship sould Pe perfeatly i ' Tan 8= GG 2, J iarge trim should be avoided. GM 3 Fae ships initial GM should not be too sal. ad 4. There should be n0 wind. ‘fats isnot pessble, the ship should be heading 3 oM into the wind. Ten 0= OR 3. ito te ine tobe slack ad the vessel shoud be foating ely 70. « & Gangway to be well clear of pier. 1 Ganga Pech e enough fo ese tat he ship is sly owt So, wid = OR this experiment. iw PO 1, Any lose weights to be soured. °. Any les recy conned with the exprinent should Me * 5 oM= wd xPO AN prea aul stay on the cxtertine when delecions ae bing OR noted. to, Aa far as possible, all tanks shouldbe fll or expe If not possible, the 15x20 x 12. Niue of FSM should be noted. 1am * oo u. valu of reach weight (and its KG) to go ono ofthe shi sowo> HP UA ror a and eniships and the densy of wef so ane 12 Dra ee at be made, al eats, fr the weighs past om pase for te conduct of the experiment. KG=KM-GM “ Board ee ot te tans moved shouldbe aust such a OS a eetiar a The Wei aby smal, Ihe list is nutes, the Gfiecton wong area} ee fa an inacurte anos 1 the tf more tan fo" to Sele coseent nese OF KG wou render eres SRS, Weight _K ! Example: Examalecepriment is aie out on a vse comeing fing out The Yoo 674s 6s following data isnoted: 10000 to ; 200s = 300 Di as inclined 10000 Mass of inclining weights ist eee ete weight is shifted transversely 20 _ om ‘Length of plumb lines 125m ee Mean deflection of plumb lines 200 min Lighship KG = 6g KG of inclining weights ism ernie Ki of vessels from hydrostatic table 862m eel Marine Technologies, In. Transverse Stability 72€ € Srabilty and Trim in Practice LABILITY OF SHIPS CARRYING GRAIN IN BULK The word ‘Grain’ includes wheat, maize (com), barley, oats, rice, rye, ‘palses, scods and the processed forms thereof, whose behavior is similar to that ‘of grain in its natural state. “In bulk’ means loaded directly into the hold of a ship wichout any packaging. While carrying grain in bulk, the hazards involved we 4, Even though compartments filled completly with bulk grain atthe port of loading, bration and movement of the ship at sea causes the grain to seme down (by about 2 of tes volume) resulting inthe formation of void spaces atthe top ofthe compartment. The (etch coaming, girders and other structural members. that exiend downwards from the deck head, obsirua ffee movement of grain during the final stages of loading Void speces, therefore, exist beyond such obstructions eventhough the compartment appears to ‘be fll xt the time of loading. These voids add to the voids created by the sealing down of bulk pain at sea, 2. Bulk grain has alow angle of repose (about 20° If the ship roll greater than that, the grain would shift causing the ship to acquire a large ist. Filled compartments become partly filled later on at sea, thereby giving ‘grain the freedom of movement during rolling. In view ofthese hazards, ships have to take special precautions when loading grain in bulk, regardless of ‘whether the grain is loaded in only one hold or in more than one hold. Chapter VI of SOLAS 1974 deals with ships carrying grain in bulk and is divided into Part A, Part B and Part C. Part A contains general provisions. Part B refers to calculation of assumed heeling moments and Part C deals with grain fittings and securing. Part A consists of thirteen regulations of which numbers 4, 10 and 11 are of significance. ulation 4 titled ‘Intact_stability requis 7 1a) The calculation required herein shall be based upon the stability information provided in accordance with amended Regulation 22 of chapter Hl -1 of (SOLAS Convention), or with the requirements of the Administration issuing the document of authorization under regulation 10 ofthis chapter. Keel Marine Technologies, Inc. €€ ). The intact stability characteristics of any ship carrying bulk grain shall be shown to meet, throughout the voyage, at least the following criteria after taking into account in the manner described in Part B, the heeling moments due to shift of grain: The angle.of heel_ dee t0.the. assumed shif of grain shall_be not ‘greater_than_12°,.except_that.the, Administration giving aut! ccondance vith Regulation 10 mc rer aleser angle of eel considers e shows it is necessary. (For example, the permissible angle of hei of flooding (@)._whichever is the leas, less than 0.075 metre radia (tii) The initial GoM shall be not less than 0.30 metre,_ (©) Before loading bulk grain the master shall, if so required by the contracting ‘government of the country of the port of loading, demonstrate the ability ofthe ship at all stages of any voyage to comply with the stability criteria required by paragraph (t) of this regulation using the information contained in Regulations WO and 11. (@) Afr loading, the master shall ensure that the ship is upright before proceeding to sea. (@) Every ship loading bulk grain shall have « document of authorization issued by, or on behalf of, the Administration stating that the ship is capable of complying with these regulations. (©) The document shall accompany and refer to the grain loading stability booklet provided to enable the master to meet the requirements of Regulation 4 - ‘Intact Stability Requirements’. This booklet shall meet the requirements of Regulation 11 - ‘Grain Loading Information’. Both these regulations are described in the following pages. Transverse Stability 73Seobility and Trim in Practice (e)_ Such a document, grain loading stability data and associated plans, may be fe the language of the issuing country but a translatioa in English or in French tall be on board for the master to produce them fir inspection, if required, by the government of the country of the part of losding. (@ A ship without such a document of authorization shall not load grain until Ge master demonstrates to the satisfaction of the Administration, or the Contracting Government of the port of loading on bebalf of the Administration, (Gat the ship, in its proposed loaded condition, will comply with the requirements (of these regulations. Papin titled °Grain loading information’, requires that sufficient ion shall be available to enable the master to determine, in all reasonable feeding conditions, the heeling moments due to grain shift calculated in ‘sccordance with Part B. Such information shall have the approval of the ‘Adzninisration and shall include: 1. Ship's particulars. 0 2. Light displacement, LCG and KG. 3, Table of free surface corrections. 573 4. Capacities and COG of tanks and compartments. Note 1: 0 = Volumetric hesting moment Curves or tables of grain heeling moments for every compartment, filled or "SF x Displacement ; parly 6illed, o combination thereof, including effets of temporary fitings. | Not? SF isthe Stowage Factor (wohume per wit weight of gain) 6. Tables of maximum permissible heeling moments or other information | Noe}: he 08x to - sufficient to allow the master to demanstrate compliance with Reg. 4 (c) eee Se ee ee 7. Details of the scantings of any temporary fittings and provisions to meet the Et a car ee ee eS cee ‘requirements I (B) of Part C. cross curves at 12° and 40° * 8. Typical service conditions - loaded departure and arrival and, if necessary, | Nowe6: The KGofa filled compartment shal be taken as that when is filled intermediate worst service conditions. to capac, disregarding the assumed void on top. In thase eases where the 9, A worked example for the guidance of the master. sedmnistration suthoriaes account tobe taken of the effet of assumed under- 10. Loading instructions in the form of notes summarizing the requirements of deck voids inthe filled compartment, the vertical rise of COG shall be this Chapter. ampere by musing ie travers vole hig meme by 06. In Part B of chapter VI of SOLAS 74, the method of calculating the ist} Note7: na partly filled compartment, the vertical rite of the COG: 0 0 ret ‘under the assumed conditions of grain shift is illustrated by the figure below and some accompanying notes. Keel Marine Technologies, Inc. ofthe assumed transverse shift of grain, shall be compensatid for by ‘multiplying the transverse volumetric heeling moment by 1.12. ‘The heeling arm or upsetting lever at O° heel = GG,.~The heeling arm curve may be approximated by a straight line ifits value at 40° is taken to be 0.8 GG}, Thisis the line AB shown in the figure. Transverse Stability 74an Ee Seehiluy and Trim in Practice ‘The volumetric heeling moment, which is the product of the volume of the ieited ala ties mulled ty the haizantl diane terween i nal and ayy PEETONE ‘centers of gravity is expressed in m, Divided by the stowage factor of the 0 (goin loaded, in m’rt, would give the hecling moment in toane-metres. This ce A SCE S SenEN (GHW Ce. |HOME! ‘wethod has been adopted because the voids, and their assumed shift, are only eee a a ‘dependent on the ship's geometry whereas the weight of cargo depends on the SF Lestat — ‘ho. Displacement NO = Volumetric heeling moment SF x Displacement Exercise 3: Using the values in Grain Loading Condition 2,caloulate the stability characteristics of M/V “Pepetone” and state whether it complies with the grain loading regulations. In addition, draw the Statical Stability diagram for this condition and determine the angle of heel and the residual stability. Keel Marine Technologies, Inc. Transverse Stability 75Stability and Trim in Practice RRYDOCKING AND GROUNDING When a ship enters a graving type dry dock, she should have adequate GM, upright and trimmed slightly by the stem. As far as possible, all tanks should be cither empty or pressed up so as to reduce free surface effects to minimum possible under the circumstances. When the gate is closed and pumping out commences, the water level in the dock will drop gradually. Side shores will be positioned loosely between the ship's sides and the sides of the dock, by shore personnel, at intervals of about five metres. AAs the lower end of the ster frame nears the blocks, the rate of pumping will be reduced suitably while the ship is correctly positioned and aligned over the keel blocks. After the stern takes to the blocks, pumping out is continued. As the forward end near the blocks, the side shores are wedged up tight working from the after at end towards forward. This is done so tha, by the time the bow ‘also takes to the blocks, all the side shores would be tight thereby aligning the ship correcily over the kee! blocks and preventing her from capsizing Until the stern has taken to the blocks, the ship is floating freely. Whatever trim, GM, ete that she had while entering the dock will be unaffected until the ‘em touches the keel blocks. After the stem has taken to the blocks, part of the weight of the ship gets transferred to the blocks. This weight "P" is equivalent to the discharge of weight from the location of stem frame - both KG and LCG of the discharged weight are 0m. This results in: (2) Decrease in the mean draft ofthe ship. (b) Decrease in the trim by the stern. (c) Virtual rise of COG of the ship and a consequent virual loss of GM. ‘The value of *P" at the ster frame increases as the water level drops, until the bow also takes to other blocks. There after, P acts along the entire keel and ‘not only atthe stern frame. ‘The interyal, from the instant the stem takes to other blocks till the instant the bow also takes to other blocks, is called the critical period. This is because, during this period, the ship suffers steadily increasing virtual loss of GM, without the benefit of the side shores. The most dangerous time is atthe end of the critical Keel Marine Technologies, Inc. period, called the critical instant, when P, acting at the stem frame only, is ‘maximum while the side shores are all not yet wedged tight. Caleulation of B s (1) During the critical period: During the critical period, the force P acts only at the after perpendicular of the ship. So its distance from the COF is equal to AF for the ship. ‘Trim = Trimming moment MTC x 100 PxAF MTC x 100 Po = simeMTCx 100 AF (2) After tre critical period: ‘After the ship has taken into the blocks at both ends, further drop in the level of water would cause further transfer of weight to the keel blocks but this would act all along the ship's length and not only at the stem fame. These increases ofP, after the critical period, may be calculated by multiplying the drop in water level after the critical period by the TPC. The result obtained by this ‘method is approximate, as TPC of ship is not constant but changes with draft. Drydocking ding 76Stability and Trim in Practice €€ ‘Obtain the ship's displacement while entering the drydock - A. At any time during the drydocking process, whether during the critical period or afterwards, ‘obtain at the DCF and then the present displacement (41, Then, at that time, P= A dy tonnes. The results obtained by this method ere fairly accurate. tual loss of GM ‘The virtual loss of GM, at any time during the process of drydocking, may bbe calculated by either of two formulae: (3) Atany time: (A) Virtual loss of GM=PxKG in meters a-P (B) Virtual loss of GM = Px KM 4 In both these formulae, the values of A and KG are those that the ship had while entering the dry dock. Both formulae give fairly close results. Formula A assumes that P is a transfer of weight to the keel blocks ‘equivalent to the discharge of weight from the keel resulting in a virual increase Of KG. Its derived ffom the GG; formula. Formula B assumes that P is a transfer of buoyancy to the keel blocks resulting in a decrease of KM while the weight and KG remain constant. While calculating the moment of statical stability (righting moment), at small angles of inclination during the dry-docking process, by multiplying by GM x Sin @, the displacement used after formula A should be (A - P) and after formula B, the original A. The GM used in both causes should be the virtual GM. ‘The virual loss of GM, as calculated by the foregoing formulae, is approximate only. Therefore, the only practical solution, available to the Master/Chief Officer, is to ensure that the residual virtual GM at the critical instant arrived at by using these formulae is sufficiently large to accommodate the possible inaccuracy. Keel Marine Technologies, Ine. € Tener ene ee For illustration purposes, each example has been worked twice in this manual, once with formula A end again with formula B. Free surface correction During the critical period FSC increases and'may be calculated by the formula: FSC = FSM + (A P), where FSM is in tm. (Once the ship is wedged up tight in drydock, without any possibility of rll, free surface effect is eliminated. So, when the critical period is over, FSE may be ‘ignored. However, ifthe ship is aground she may roll due to wave action even though she may be sitting overall on the seabed. In such a case, FSE cannot be ignored. Free Surface Correction must be applied. Example | ‘A vessel enters a SW drydock with a draft of Sm fwd and 7.2 m aft. KG 10.10 m, PSM 2000 t-m. Calculate the virtual GM and the moment of statical stability ‘at 0.5° heel, when she is just about to take to block fwd. Fwd 5.0 m aft 7.2m, trim 2.2 m by stern Mean draft = 6.1 m for which AF = 95.881 m Initial DCF = 7.2-1.14= 6.06 m Drat | Disp MIC ‘AF (m) 6.06 [223314 451.286 | 95.508 Tofind P& GM at critical instant: ‘Trim = TrimmingMoment = PXAF or P= wim xMTCx 100 MTC x 100 MTC AF P= 2,2 (451.286) (100) + 95.908 = 1035.2 tonnes, Drydocking and Grounding 77‘Stability and Trim in Practice € € (a-P)=22331.4 ~ 1035.2 = 212962, for which KM ffom H. Table “10.84 m OM=KM-KG= 1084-1010" 0.340m FSC = FSM/(A - P) = 2000/212962 = 0.004 m GM uid = 0.646 m Formula A Formula B Virtual toss of GM = PxKG. PxKM a-P 4 = 1035101) or *1035.2.(00.84) 21296 22331 Virtual loss of GM = 0.491 m or 0.502 m. GM fluid = 0.646 m 0.646 m. Virtual GM = 0.155m or 0.144m. Righting Moment @0.5°=(4-P)GM.Sin@ or AGM. Sin@ 21296 (0.158)Sin 0.5 or 22331 (0.144) (Sin 0.5) 288m or 28.1 bm Keel Marine Technologies, Inc. Example 2 A vessel has A = 7277 t in SW, KG = 9.10 m3 Find the maximum trim with Which she may enter drydock, ifthe virtual GM at the critical instant is to be not Tess than 0.25 metre. 4@ — MCTCim AF (m) KM (m) m7 156.0 72.141 9.950 Initial GM solid =9.95-9.10 = 0.85 m Minimum desired virtual GM = 0.250m Permitted virtual oss of GM= 0.600 m Formula A. Formula B Virtual) = PKG P.KM lossofGM) +P a 6= PON) P95) TIP 727 Maximum P= 450.1t or 438.80 ‘Maximum trim = PAF or RAF MIC MTC = 450.172.1481) or 43 4 156 156 Maximum trim = 208.1 em or 202.9em. Drydocking and Grounding 78Beabitty and Trim in Practice € € ‘SMEAR FORCE AND BENDING MOMENT IN BOX-SHAPED VESSELS For calculations involving SF and BM, a ship may be considered to be # {team whose length equals the length of the ship. When floating freely, the forces (of gravity and buoyancy, acting on the ship, are equal. The force of buoyancy also would have different value points along the length of the ship as it depends on the shape of the underwater par ofthe hull in E the vicinity ofthe point under consideration. Ifthe vessel is box-shaped and on an even keel, the force of buoyancy of (he ship. If the box-shaped vessel is trimmed by the stem, buoyancy would be ‘more at the stern and less at the bow, and. vice versa, but the total buoyancy must ‘ways be equal to the total gravity experienced. To facilitate calculation, the forces of buoyancy and gravity are spit up on ‘a per mere’ basis. This is because the mass of each item considered is so great + mtonnes and not in kg - that a load has to act over @ definite disance along the tength of the ship and cannot be considered to act at a single point. Using the ship's length as the base line, the values of ‘weight per meter’ and ‘wuoyancy per meter’ are plotted to scale and the ‘weights curve’ and the “buoyancy curve’ are constructed. The area between the weight of the ship, while the area between the buoyancy curve and the base line would give the total buoyancy. ‘of ‘weight per metre" and ‘buovancy per metre’ is called ‘load per mete’. At cerain parts of the ship, buoyancy would be greater than gravity- the load is then considered to be positive. Over other parts of the ship, gravity would be more than buoyancy - the load is then considered to be positive. Over other parts of Keel Marine Technologies, Inc. €€ Integrating of the load curve, up to any chosen point, would give the SF at that point. In other words, the algebraic sum of the area enclosed by the load ccurve, to one side of the chosen point, is the SF at that point. The values of SF may ‘thus be calculated at various points aloriy the length of the ship and SF ccurve may be drawn. ‘The method of obtaining the BM curve, from the SF curve, fom the SF curve is by finding the area under the SF curve upto that pont. Since the words‘ displacement’ and *buoyancy’ are used extensively in the subject of stability, and are expressed therein in tones (denoting the mass of water displaced ) for weight, buoyancy, load, etc is tonnes. It is considered essential to use this unit here, in preference to kilonewtons, in order to co-relate the subjects of ship stability and ship construction. Those desirous of using kilonewtons may multiply tonnes by “” 9.81 mvsee/see. Example 1 ‘A box-shaped barge 40 m x 5 m has light SW draft = 0.8 m fwd and aft. It has four identical holds, each 10m long. cargo is loaded level as follows. No I hold: 198 t, No 2 hold: 1001, No 3 hold: 100 t, No hold: 198 t, Draw the SF and BM curves to scale. Light 4 = 40x 5 x 0.8 x 1.025 = 1641 = 596 = 7601 1&4 283 198 10.0 vm 4. vm hear Force and Bending Moments 79par metre can be deduced at each location only after drawing the weights and the buoyancy curve. Buoyancy curve € € ‘At any point, SF is the area enclosed by the load curve , up to that point. SFatA= 0. SF at B=-4.9x5=-24.5 tonnes SF at C=-4.9 (10) = -49¢ SFatD=49+ (4.9x5)=-24.5t, SF at E=-49+ (4.9.x 10) = zero tonnes and so on. Once the value of SF at various points has been calculated, the SF curve may be raw, BM at each point calculated and the BM curve drawn to scale. The results Keel Marine Technologies, Inc. may tabulated as under: Point A B c D SF () 0 UWS 4924S BM (tm) 0 6125-245 428.75 Point E F G H 1 SF 0 445 +49 4245 0 BM 490 428.75 245 61.250 SF A B Cc D F G H Weights curve 14.1 vm. eh -23.9 vm. Dy Shear Force and Bending Moments 80‘Stability and Trim in Practice c ¢ ‘SHEAR FORCE & BENDING MOMENTS IN SHIPS ‘The principles involved in the calculation of SF and BM of ship shapes is the same as that in box-shaped vessels. However the methods of ariving at the values of weight, buoyancy and load per metre, at each point, are complex and very tedious. In the case of ships, calculations have to be made for ‘sil water’ and for ‘wave conditions’. ‘The weights curve: ‘The weight of all the permanent features like the hull, superstructure, fittings, equipment, ete, ae estimated and split up on a ‘per metre basis’ along the ship's length. This was a very tedious and time consuming process until the advent of computers. The weight of all variable factors such as cargo, fuel, stores, etc are then similarly dealt with but separately so that future changes in their values can be allowed for simplicity. The weights curve is then draw, to scale, using the LOA as the base line. ‘The buoyaney curve ‘The use of Bonjean Curves simplifies the procedures of calculating the values of “buoyancy per meter’ considerably. The ship is divided into a number of stations spaced at equal longitudinal intervals of ten to fifteen metres. The first and last stations coincide with the forward and after tips of the hull. The exact values of the common interval is arrived at by diving the length overall by the number of spaces chosen. For examples, if the LOA is 149.16 m, and eleven station shave ‘been chosen, the common interval would be 14.916 m. Bonjean Curves ‘A Bonjean Curve is a curve drawn with the draft of the ship along the vertical axis and the transverse cross-sectional area, of the immersed part of the hull, along the horizontal axis. One such curve is drawn for each station chosen, station numbers 110 9 8 7 6 5 4 3 2 1 CY / _V TH Keel Marine Technologies, Inc. e¢ Sill water buoyancy curve ‘The waterline atthe proposed drafts fwd & aft is drawn as a straight line on the ships profile containing the Bonjean Curves are the transverse cross sectional area, of the immersed part of the hull, at eth station, is obtained. One Bonjen Curve on a larger scale, is shown below. The desired waterline cuts the station at a draft of 3.5 m. Horizontal distance ‘x’, read off the scale of the drawing, isthe transverse crass sectional area of the immersed part ofthe hull at that station. 4 x 3 2 1 0 ‘At each station, such area, multiplied by a length of one metre and by-1.025 ‘would give the buoyancy per metre, in tonnes. The buoyancy curve can then be drawn to scale with the LOA as the base. ‘Adjustments Suitable adjustments are made to the values of buoyancy per metre and weight per metre, if necessary, to ensure thatthe total calculated weight equals the total caleulated buoyancy. ‘The loads curve The load at various locations is deduced form the values of buoyancy and weight, obtained form the respective curves, and the curve of loads is then drawn, As ‘explained in previous page, the resultant load on the ship should be zero - the area enclosed by the loads curve above and below the base line should be equal, Shear Force and Bending Moments 81Stability and Trim in Practice (nC The SE & BM aves The valuss of SF and BM are computed for various location, and the SF and BM curves are dravm to scale. Wave conditions ‘Whilst at sea, waves would cause the buoyancy curve to change drastically. The ship would suffer maximum longitudinal suess when the wavelength equals the length ofthe ship. This is because: ') Weis then possible that the ends of the ship are supported by consecutive crests leaving the centre with litle or no support - maximum sagging stress. (Gi) It is also possible that the centre of the ship is supported by a crest leaving the ends with litle or no support - maximum hogging stress. Shipyards make longitudinal stress calculations assuming that the wave length “L" equals the length of the ship. A standard wave height of L/20 is used. The ‘assumed wave pattem is drawn, on a transparent plastic sheet, on the slim scale 1s the ship profile. This is then placed over the ship profile such that, despite the sagging or hogging condition being considered, the total under water volume of the ship (volume of buoyancy) is constant as shown below: ‘Sagging condition: »\ Keel Marine Technologies, Inc. ‘The transverse cross sectional area of the iffimersed part o the hull, at each station, is read off using the BONJEAN CURVES and the value of buoyancy per meter obtained by multiplying by 1.025. The buoyancy curve can thus be dravm for the wave condition, separately for sagging and for hogging. since the weights curve is not affected by wave action, the rest ofthe calculations may completed in the same manner as done for still water. AAs the standard wave height of L/20 is an assumption, and not conclusive, some classification societies insist only on sill water calculations but make enough safety allowance, in the permissible values of SF & BM, to allow further stress resulting from wave action. ‘Sample calculations are made by the shipyard, and supplied to the ship, for the various departure and arrival conditions similar to thase found in the stability particular book of the ship. Clearly mentioned therein would be any special stress ‘elated precautions or restrictions = for example: in a partly loaded sea going condition, whether a particular hold should not be left empty; under fill load, ‘whether jump loading is permitted and, if'so, which alternate holds may be left empty, ee. In Conclusion Its thus obvious that the calculation of SF and BM of a ship is a complex and tedious process. Manual calculation of the same is not possible, by the ship's staff, foreach voyage. However, modem ships have computerized loadicators by which not only stability, but also stress calculations, can be made. These loadicators have the ship's data already programmed into them. Only the variable factors of the voyage, such as fuel oil, water, stores, cargo, etc. are to be entered bby the ship's staf Print outs of the calculations should, each time, be carefully filed away as evidence, in case any kind of reference becomes necessary later on. ‘Shear Forceand Bending Moments 82Seobility and Trim in Practice (e)_ Such a document, grain loading stability data and associated plans, may be fe the language of the issuing country but a translatioa in English or in French tall be on board for the master to produce them fir inspection, if required, by the government of the country of the part of losding. (@ A ship without such a document of authorization shall not load grain until Ge master demonstrates to the satisfaction of the Administration, or the Contracting Government of the port of loading on bebalf of the Administration, (Gat the ship, in its proposed loaded condition, will comply with the requirements (of these regulations. Papin titled °Grain loading information’, requires that sufficient ion shall be available to enable the master to determine, in all reasonable feeding conditions, the heeling moments due to grain shift calculated in ‘sccordance with Part B. Such information shall have the approval of the ‘Adzninisration and shall include: 1. Ship's particulars. 0 2. Light displacement, LCG and KG. 3, Table of free surface corrections. 573 4. Capacities and COG of tanks and compartments. Note 1: 0 = Volumetric hesting moment Curves or tables of grain heeling moments for every compartment, filled or "SF x Displacement ; parly 6illed, o combination thereof, including effets of temporary fitings. | Not? SF isthe Stowage Factor (wohume per wit weight of gain) 6. Tables of maximum permissible heeling moments or other information | Noe}: he 08x to - sufficient to allow the master to demanstrate compliance with Reg. 4 (c) eee Se ee ee 7. Details of the scantings of any temporary fittings and provisions to meet the Et a car ee ee eS cee ‘requirements I (B) of Part C. cross curves at 12° and 40° * 8. Typical service conditions - loaded departure and arrival and, if necessary, | Nowe6: The KGofa filled compartment shal be taken as that when is filled intermediate worst service conditions. to capac, disregarding the assumed void on top. In thase eases where the 9, A worked example for the guidance of the master. sedmnistration suthoriaes account tobe taken of the effet of assumed under- 10. Loading instructions in the form of notes summarizing the requirements of deck voids inthe filled compartment, the vertical rise of COG shall be this Chapter. ampere by musing ie travers vole hig meme by 06. In Part B of chapter VI of SOLAS 74, the method of calculating the ist} Note7: na partly filled compartment, the vertical rite of the COG: 0 0 ret ‘under the assumed conditions of grain shift is illustrated by the figure below and some accompanying notes. Keel Marine Technologies, Inc. ofthe assumed transverse shift of grain, shall be compensatid for by ‘multiplying the transverse volumetric heeling moment by 1.12. ‘The heeling arm or upsetting lever at O° heel = GG,.~The heeling arm curve may be approximated by a straight line ifits value at 40° is taken to be 0.8 GG}, Thisis the line AB shown in the figure. Transverse Stability 74