Stability and Trim for the Ship’s Officer ‘Based on the original edition by John La Dage and Lec Van Gemert "Third Bain, korren By William E, George CORNELL MARITIME PRESS Centreville Marylandcopy iciir iG) 1963 wy CORNELL MARITIME PRESS. INC. Copyright 1983+ 1h Talwar Repubite of Cains by Cornet Haritiné Press, Inc. Assigned eoubie| al“CYina-Capyeight No. AML Rights Reserbai He fehpok. or parte therof, tuay 99" be. repraduted' in aay. form without permission of the publisher, :Not FOREXPORT FOR SALE INTALWANONL' Published end Reprinted by MACY PUBLICATION COMPANY TAs Fu 4th. Read Kacnhivng Faia Phe Republic of Chinn en eam Cenc anaee a 1 wuiyl wee SRSRAMA THD mmm mae Bagh gee jie sans smn: Em ed, faenmnuusnaetinrmon pan sa Owe mee AMMO BH wanmnnr nt emt Georne was age Pees some ‘To Patricia, Edward, and RebeccaContents Preface wo the This Edition Preface tothe Firat Edition ‘Acknowledgments PART TRANSVERSE STABILITY ‘Chapter 1. What Is Stabiliy? ‘Six Moconsof a Ven Centers of Gravity and Buoyancy ‘The Couple nal Sabicy ‘Trataverie Mewcenter Sable: Neutral and Urstable Equilibrium Metacentrc Height Mencenti Ratios Su Questions (Chapter 2. Calculation ofthe Ship's Center of Gravity KG What isthe Center of Gravity? ‘The Light Ship KG {sing ment To ra Caitsing GC" (Saito) (Gielen GG" with Spence Weigh Fong RE When Loading or Dacha Required Accuracy oF KG ‘Quesons Chapter 3. Determining Height of Kat What RM Caculng KB (Caleaking ‘Approsinaig BM for Curved Water Pans ‘Apalvasof Veric Movement of Kit Movement of wih Transersefnination Questions (Chapier 4. Calculating GM Sablicy Verma Stowage 8ih Sabie ae Trin sine deena aint ete een eee ee an Se a onsre yd pee tae sc ya eee re ET rc nig ote Semis eerie Sone er ee urea omer, a TE soup etceaagncininatn a ch ee em en cee ene —— co oe ee eee Bees ere ils Hess eet ie ore es Seen oneal en Se menses , Se manson ioear ioe a on aps ates irs Boe oa Conga igh vonpa tere ree. sonic Seca ETN am ‘Sane ice rate, See ple chee Senco, ee pci ps pense prot Shy te ston ti Cp erences ote See era mae CharT hp ah Dg ntti mugs Fee ihc Sree esses n ogee eae ay gree ra hahaa Aa ie eas ane poses ropa ciel atc mle cal a ng 146 va 1971X Seabiky and Trim Effeccof Flooding on Reserve Buoyancy How the Ships Olhcer Uns Flood Legh Cures Effet of Permeabiity om Floodabe Leng {ongttotina Hall Strength andthe Damaged Condon How Fax Willa Ship Sink? Questions . ‘Chapter 12, Pracical Stability and Trim Considerations 219 Factors Affecting the Roling of Ships ‘Antrling Denies and Thee Efe. Wrarvatae ie Porponco Balai Safco witha Smal Gt How fo Lats Sip to Obtain GM aed Trin Chapter 15. Stability Requirements for Vesels Loading Bulk Grain 238 ‘What lathe Nacional Cargo Bureau? ‘aeaional Services oF NCB Background information Concerning Bulk Gat Giedatons of volumes Heeling Moments Slowance fora Verda Shift of Grain ‘StabiiyRegladons for Leading Bulk Grin Deicrning Maximum Allowabi Hecing foment ily Sunable Sips anon of Regions Dorument of Auterizaton for Cerin Voragen ain Sebiny Calla Form Precading Panag Calculations ‘Summary of Bulk Crsin Sabla Requireer Bulk carrier and Panama Cal Dali Calcultors Chapter 1, Marine Disasters 25 “The Fie and Gaping ofthe Normand The Grounding ind Coping of Peed Biter Dow argo Shae Sinking {3 Sec Wiad $8 Bue Bratona Moderate Foergy Colson Leer of the $$ Edmund Pisa! Uae of SS Yotewrne“Tosulfien Reserve Byaney APPENDICES Appendix A: Questions atd Problems on Stability, “Tsim, and Longitudinal Hull Serength fom CG 101-2 Examination for Movhant Marine Deck Office 303, Appendix B: Useful Stbily and Trim Formulas 308 ‘Appendix C: Conversion Tables and Related Information su ‘Appendix D: The Trim and Stability Bootle 316 ‘Appendix E: The Hydrostatic Curves 328 Glossary 30 References 3a Index 40 Preface tothe Third Edition, Tar the’ ei ne Paid tees eto a i ent the eck maritime industry has widen Fadel changes is marine rye opera- ions. vessel dlign. and regulatons perining othe cariage of matic ‘ull cargoes. Aboard today's modern high cechnology sip longitudinal hllsrengeh calculations ae done routinely aly wih aii adn lealsions very capt hab en reve anc ete “wo new chapters on Vongitdinal hull reagan movable bulk cargoes have Geen added “The chapter on stability andr computers nas bec eee eaiow how ‘hese devices have evlied over the years nto todays mower electrons Stabile, and longitudinal bull rength compstere. Chapter on ‘alilation of metacentric height, inclides an explanacon ofthe sor form Sab method that i used board many container aed barge ‘arryingvesels. Cae histories have en de othe cpr on marine ‘isasers 6 Museate such topiesas oso apd to move bul cago, ficient reserve buoyancy, longisdial ul «renguhy and watsrero sabiy ‘Questia Ui ed of he capers have benching where pose te the muliple-choice format used in the United Stace Coast Guard inetchant marine deck officer leenwe examinations The appendics as Mell ithe glossary and references hae been erlang ant pate fo Contain useful information for dhe Ship ofce, Inthe pit ofthe rt edi, great efor were ake i conser the site wily rom the pint of view nthe merchants and stat ‘fie nayalarehitec 1a after lhe ship'sofcers wo are he operators And notte dei, Teo lean is rescore a ifs theme the intlegent, ecient tne ofthe ships Geng fo eaeute profitable aid safe opersion, ae ‘Wiliam E. GeorgePreface to the First Edition ‘Moy texts aaiab to he sip oft today one subject of smablity dnd trim are written from the point of view of the naval architect o Hip builder. These persons, while possessing a thorough knowledge of the Subject, have not devoted much of their time co the problems facing & Ships officer, The excelent design of modern vessels therefore, are Bo: Vled to the fullest extent bythe operating officers. "wl be the pxpose of Ue authors to Gonaer Ue vubjet ly from the merchant officers point of view, keeping in ri he fact tha officers fonotwish 19 wade though morass ot unnecessary technica terms ‘am iteipe will be made to mpress the student with the fact that stability (sn intensely practical subjecs and can be waed bythe tained Dicer to further the interest of his ermplayet and acreage the safery and omnfor of his Yesel and crew. ‘Yessk ate ict usally low through lick of knowidge’ abit nce tuderm vessels ste well designed and can be loaded by almost anyone ‘thou cluang the vese to ease na damaged condition, bowever i {eiqule posible for 4 wetel ta eapnice, and vessels have beer loxt dc to Uh caine, Granting, however, tat lay of vestels infrequent, the a thors place the portance ofa knowledge of sablity in the stvings in ‘eparc bis which ean be effected by the proper loading of cargo, fe, ‘lores and watet, ds well asthe comfort afforded che crew by, veel slic has goad rlling period. Tre, the application of common pense TM an the fle “ro tts the olds, one thi in the Tween decks” ‘nay produce a Véseel wit Eirly good stabi but the officer who under- ads vesaity can produce a vessel wth ar nearly satsactry stability aait [Epoauile fo abaain: An employer demand the man who Knows, and not the man who guesses. ihe reyulfernents ofthe Merchant Marine tnspecors, 2 fegarda sa ‘oy anal trim, wl be Kepeim nid Uasoughout he text an ome sample Tense cxaminaion quesonsare include a hy Appendix, The acct {jestions on thee ayers do not ogear uml hi fle pe rants’ ‘Ketises should not deter the subordinate oficers From acquiring thor ‘ugh Knowledge. And ic certainly would nes hurt a young officers popa- Preface wthe Fir Eton x larity wie the mate if he could asst he lauer in stability calulations ata time when the mate is already overloaded with responsibilities and work. Tein be assumed that the student posseacs a knowledge of the basic principles and terms in common ussge aboard ship. TLatl, the authors make no claim to have made the scudy of tabi easy. Stability i not an easy subject, Dut iti fel that a more thorough Kmowiedge and understanding of the subject by che ship's officer will result ins much more efficent and valuable officer who willbe a credit, fot only ta his company, but tothe American Merchant Marine, which Should be, and wil be, the author believe, second 10 none. "John La Dage and Lee Van Gemert1 What Is Stability? Stabiliy isthe ability of a vessel to return to is ofiginal condition or position after ichas been dvcurbed by an outside fore. Anyone who has been at wea and felt his ship rol, orexample, and then right tel (only rollin the opposite direction and right itself again), has seen stability in fascinating, but extremely complex ‘stud. No one can predict with exaccimde the Behavior of a vessel sub- jected to tre forces of wind and weather, Nevertheless, iis possible 10 “Study the various mo:ion} ofa vessel in waves and bow these motions are ‘effected bythe hull design, the condition of loading, andthe characteris tics ofthe ocean waves emselies, “The principal motions of «vem in waves ae in addon tote wees ‘welocity vector): 1. Rolling oF motion about the veseFs ongicadinal axis, 2. Piching or motion about the vessel's transverse axis. 3. Fawing'or motion sbont the vessel's vertical axis ‘4 Heaving or the verteal bodily mation of the vex Sway oF lateral, side to ide; bodily motion. 6. Surg ot longicudinal bodily moson. Some of these motions are related to each other: thers are entirely Independent motions. Ail or most ofthe mocions, however, oe mol- taneously and have their effect on the efficient operation of a ship, Although the mariner does not pomess complete control over these mo tions, there is mach that he can do to diminish o alleviate the effects, Figure 1 indicates the 1ypes of mation defined above Stability in these smodions is necessary to contol and navigate a vessel. For example, iis desirable for vessel to maintain a constant speed. This would require that the vessel have stability along the swge axis of motion. Iti aso ‘desirable fora vesvel wo be ableto stay on course and noc swing wildly from jt This can be construed to mean that che vesel rstablein yeu motion or4 Sable rin Figure ne sin rnc hheading. We, would also hike. to have a conscant crim Grim being the iiferenic of the forward and after drafts) For this we need saat in the moton of pack It's important to minimize a vest sideways or lateral modon, ‘This cequices a high degree of sailicyins9ay, We ish to Keep the vessel on the surface a a relatively constant menn,drafis To achieve this, maby im hee inuscestary. Finally, and mos igniieandy, + Ships elfcer i concerned o keep his vessel from capsizing, Widhout fufficient stays llng maxion, this goal woul be 4 jeopardy: i the follerng sable the atone are lated \n order of priority along, seth the typeof stability which governs each Motion Sin rer Siti Asatte 2 Toll Transverse Sabiy, pitch Longitudinal Stahlity Sivan... Direcsonal ably ‘4 Heave Positional Motion Siabity 5 Sunge.. . Stabiltyia Motion Abad or Astern Bi Sway a. Lateral Motion Stabny ‘should bencied thatthe least stable of the sx mougusareralingand ‘ain, while the-caher motions have arlatvely high degree ot stability 1 hae te Sabi? 5 Figen 2. Sie forceonassniier cased lle. when considering the pial merchantsype hull. Yawing can be con (rolled with a rudder, while rolling must be controlled by the proper ‘distribution of weights aboard the vere. Although various roll dampen {ng devices do cast and will be discos later, t must be noted chat the notion of rolling and the transverse stabiity® associate with i are our biel concerns. “The way the vessel rolls a direct indication of her stability. Let us assume that a vessel, fas been loaded. im such a. Way a5 40-make her Topzheavy. She is then in ander oreranhy condition. Fer roll alow, and she tend to lag behind the fndinaions ofthe surface of the ocean waves, She hes 2 weak tendency to retern eer original opright poston, and hner stability s poor. Another vessel has a concentration of weight soward the bouiom She ssa se rolls quickly wih arge amplitudes; and she bas |b imatked tendency to return te her orginal erect positon which is perpendicular to the suifacr of the ocean waves. Her stability in the sit Eonsition isexcessve "Tinatain ability a merchant vessel should be logdedin such yay 3310 {Biveher an ext rolling erie, cierto fx ort soy, A vessel wih Folly oo fast strescs the upper parts of her structure, the crew, and, “ewhen aboard ship's ships ofc refer tn ranaverse tbl or sabi of ‘lng oto, amply eda sh otc of the sip whic aes he oat concesp, Wier stable engned hereater a ste Wl et 10 {verse sabi Unk exer nis,6 Sebly & rie considering container ships, the ipper tiers ofcontainers. The side forces ‘hat are created due to this fas rolling period are explained by the reladionship indicated in Figure 2. ‘Containers are crost lashed instead of versclly lashed, because cross lashing provides a horizontal restraint which cousters the actual side force caused by accelerations due fo rollingand the mass of the eontainer. Tn addon, this also why empry containers ae caried on the top ders, “They have less nase, and thetefore, les side forces are generated. The personne! on a Gt relling ship are uncomfortable and in risk of bodily Injury ds to the same kind of Side forecs acing on ther bodies. "A vessel which ros to0 slowly has poor sabiley and aight capsize ‘under certain conditions, such as heavy weather or damage. ‘Thus it should be remembered that an-overstable or stiff yexel can be just as dangerous toher crew and cargo as an understable vessel en's. ean ot cal ors nie of gry (Gemtersof Gravity and Buoyancy ‘The condition of the vetiel as regards sabilty ie déteFmined almoac wholly by the location of wo poinuin a vessel: dhe contr of grit ane the ‘cer of buoyancy, Before discusing the relationship between these points itis necessary to define them Thecenter of gravity, G, at poincarwhich allche verdaly dowiwatd Forces of welghtof the veee ean be considered to at, of itis the center of the ma of the vénel A ship will Behabe as if all of ks weight (ds- ‘placement i long tons) i etn down through the center of gravity. See Figure 3. “The center of buoyancy, that point atwhich allthe vertically upward forcesof support (buoyancy) ean be considered to actor itinthe center of ‘volume ofthe immereed porton of the veel. A ship will behave asifallof its supports acting up through the center of buoyancy. See Figuve 4 Ly Waele Stabiiy? 7 Fag T A Bist reef al er upd Sarno ye. gute Sine Behe ceteroboray oh med pron eee ‘When a vessel is inclined due to some external force, that, by the action of eas, the center of gravity wil remain fixed in ts locaton inthe ‘exec. Of course, weighteare free wo more on the vesel.G wll move too but, forthe time being, itis sumed that G does remain in ite original potition. IF the vessel does not have a Bt, thi original position i, of ‘ourte, onthe centerline. ‘Whera vessel isinclined, the center of buoyancy willmove sinc itiethe center of volume of the immersed portion of the vescl, and a wedge ‘buoyancy has been transferred from one side of the vessel tothe other side. See Figure 5. I's this movement of # which result in a tendency of che vesel va return tits original postion, The intensity ofthis teadency ia meamare8 sal tet of the sabilivy of the vessel. Why dots the movement of B away from its Donitionclireelly ynuiee Greatme wrightg terdemey2 Che aremet Bes it the empl The Couple A comple is formed whenever two equal forces are acting oma body in ‘opposite directions and along paralle ines. Lay a book down on 2 at surface. Now push die lower night corner to the left ud the upper left forner to the right\Be sure that you ate pushing withthe sme force on teach finger and that vou are pushing im parallel Tine Your Fingers pressure have created a couple, What happens? The book will revolve Now place your fnge's nearer the center olthe book asl pus at before The bonk will revolve but nec as quickly ashefore. Next, place your fingers ate center of the book and push, You no longer havea couple and the book will not revolve: See Figure 8 Retiring tothe discussion of» wes, ie sce by referiig to Figure 7 that, whea i! moves. he ines of force through G 204 8 separate, We now havea couple exerting 4 force whieh tends 0 rola dhe sip back creet posit, ‘The comple has been formed by the two eral forces of weight and buoyancy which are acing in oppose directions along parallel lines, The farther these ines move apc, the greater the force of the comple, How ‘ever, when a vessel sin still water and no external Fore is incining her, ‘Since the Tones theo ed act etl pil anid doen een they domoteowncde:they st be paral Abo te lyrees through G mid areca ‘ects pipe the of ting ia ht = ebay daplacers weit ol water egal totam weit nt wees bray TRE ie Ser eee eee rt pereinem eerie reves lon patie titel inthe ste by, acoupie ei 1 whattsseatiin? 9 and B arin the samte vertical ine and no couple isformed BU as son as the sesel inclines, moves toward the low side of the vessel, and a righting tendency is ereated. All couples are expresied as certain free (weight unit times Teng ca moment ‘Suppose s6u pushes om the back with afore of one pound with each agg and the distance betwee Te Hines of forewthrough your fingers Sin inches. Then there is. @ moment of une-hall foctspoured tending Jotate the book. "The length, suey, the distance between the Hines of Force; the fore sethat fone ofthe equ forces. In the case ofa yese, the value of the couple is found by. muliplsing the weight of the esse! (displacement bythe perpendicular distance toa woth line of action (OF A. This i expressed ay 1 ment ja forttons” Fhe couple known 3s the ring moment. ‘We shoul non begin to reali what stabi i, where the teeny to return to.an erect posion is deived, aud wpa what two things that tendency, or sigisaig mowent, depends. The greater the weight of the esse, le restex the righting moment: the greater the distance from. othe line of force through 8. the greater he righting moment. Referring o Figure 7, we ce thas x cantomary to label as Zthe point ff inuerscctnn ofthe lineal ion. ane! the Ke theouge C wi The ‘staice GZ se known as the rghtag arm. Thus if we label the displace. fmcntot aveseel A, the righting mamentmay be express by she symils Axaz. Tac righting arm soca unualy e used as an indication of stability “The reasons for this are-very simple. vessel at any one time weighs or displgcesa certain nutber of ons, cling tbe vowel doce nek changes Uiplacement. Therelore, the only factor of the nahting moment (A x GA ic changes sG7 or the righting stm. I7GZ doubles, the righting moment doubles, if G7 trebles, che righting, moment trees, ete Hi possible then, merely by the Knowledge of the leach of GZ, to make10 Suabitiy erie aecurate observations on the stability ofa vessel * See Figure 8. But the student should never Forget thatthe righting momen expenses the tabi tendency of a vessel. The righting arm is only a relative indication of stability that isconvenient rouse at certain times. Car ishing moment 0 % 3, -lgning momar ls 1000 X 2 "1m teeta, ‘ian coc, gare. YL revel alla ae Initial Seabiity Upto this point, we have discusied sable a ll angles of inclination and have discovered that the tnte mearare of 4 este’ stability is her ‘ighting moment aad, toa limited extent, ner vighting arm. If ship's officers were to look up the value of che righuing art ia dhe stad Stability curves an rtiply 1 bythe vesel's weight he would ave the ‘righting moment in foot tons. This would mean ¥ery lle to him other than windicae thatche vessel would return toan erect position, He wants value which willindicate to him clirettywhat the relative tendency ofhis ‘esse willbe ro return toan erect postion for small angles of ine lination, mother words be wishes to know how his vessel will rol, Whether or not his vessel in eable at arge angles of inclination is wora problem wich will ‘confront hin frequently. tn order tosatisty this need for simple concise figure, the ship's officer must know the poston ofthe vessel's nscerie “Transverse Mewcenter "This sctow shuld be redid in conjunction with careful tidy of Figure 9. The transverse metacenter is 2 poim through which the center of ofan on he engi ign Servos cri fig, anger mck te ound cal say cover toravoel Th Ethel dang inal Chayer® 1) Whatteseapiny 11 buoyancy, By acts vertically upward asthe vessel is inclined and Mf shiis tovord e low ie Taller shows a Figured he vere snene sesame neo ‘cath tase the dplocement the sae. The only ference thet oats loaded differen, s0 thatthe postion the center of ran cua veabi abr Figure. Thesanediplarsshesameaieotincnatn in mveny Siewulowaisetenomene menses Di andirenyatonane12) satitiy em, cliffereh. ‘The Genter of buoyancy remain che same point ia ene eae, because the immersed portion of the veel isthe save. We ave alveady acyiainted with three ofthe four points lected; GB, and 2 M denser ‘Stable, Neutral, and Unstable Equilibrium, In Case 1 the verse itso loaded a8 thane a low 6. This produces couple or righting moment which is largely duc to the dance betwee the lines of force, thats GZ, or the righting arm. EN ae 2. nothing hss ‘changed except the positon of C. The vessel snow loaded in such away 3s to have ifs center of gravity higher thar in the fret cae. GZ bas bees shortened. This is another way of stating thatthe dinance between the lines of force has been shotcened. In both cases, the couple tends to right the vessel The weil ia wi to be m a state of stale eibram, or she [possesses postive stability at small angles of inclination in Case 8. has been raised toa point where the lies of force coincide. G now coincides with M. There ino couple; therefore, no tendency to right exis, On the other hand, there is wo tendeney for the vesel to continue to ineine Thereis no upseting moment for smallanglesof inclination, The veel Suid wo be in a state of neural olin. Tn Cases and 5, @ hax rten above Af the fines of forces have sparc ed. There isa negative value of G2; an tpeeting arm and moment ext, ‘There sa tendency For the vessel ro incline for small angles of inclination, "The verel ie said tobe in-state of tele ilibrin, Inall cases, remember that stable, neutral, and unstable equiibrians refer onl to inita stability thats, the tendency ofa vesel at small angles of inclination. The reason why inital subiliy is stressed is because the transverse metacenter does move asthe angle of inlination increas due twithe geometry of the hull form. Naturally. at large angles oF inclination. the vessel will nally become unszable and capsize. We may now abeerve that the transverse metacenter, when considering inal sabiiy, is mo ‘more than one particular position af the center of gety Ii thal oi! to ‘which Cmoy ie ad sil permite elo pases posite ablin. Aston. 33 ‘remains below poinc MY, dhe vesel possesses a tendency to right elf The closer Gi comes to.M., the less that tendency is, x clesly shown by the Tengeh of de righting arm, As soon as G rises above Mf theeoupletendsto upset the veel Motacentrie Height “The distance berween points G and Mf, dberefore, related rectly 10 the length ofthe righting or upsewting arms. The mathematieal expres. 1 WhailsSabiin® 19 sion of this relacionship is ildsiced i Figure 10, where its shown that G2 GM sin 0 Since G2 2 function of righting moment and GI is> FRimetion 0F G2; 6M maa he a Function of he righting moment, Conse quently we can ase Gi, sich is called mace high, ata measure of the initial sabi fa esse, t Why can we not ue metacentri height a measure of ity forall angle af ncinaton? The reson that dors ot remain ithe se om for angles of inclination oer Io V5 degrees. Fortis reason Mosttext define atheintrsccton ofthe tine foree rough when the ship is ereccund th Hine of force nrugh 8 whea the ships given {mal inclination (ee Chaper tor athe daciun of the meta enter} Theexpression Gf = GHtsn @ al, von soli foram angles Gf incinaton For the this offcer, stabi. is, mainly problem of finding the prion af the vere center of gray Beene the postion of M i Feadily availble to him by nydrostate data nthe ships Wabi Booklet {fefer wo the appenls (or apical aby tale) The potion of hone the hee (KG) scala by the fier al compra wih KM Ginearditance Ati above ke. (Nee KM is kno seh meee Sand not macenbi high whichis the proper name for G31) Subersc I¢ front produces he wetaceatc hah he vale hich it inform the cfc about al sil, ov Note vse! wil Deve at14 Sabie 2e Trim Motacentric Radios For the putpose of expisining exactly upon what the value of AM, depends, swell a 1 eaable the student Of stability ta calculate KM, tis recestary 1 point out that Kf ia the sum of the distance from the Keel 2 the center of buoyancy, K#-and the disanee From the center of buoyancy to the transverse metacenter, BM, BM isknawn as the meiacnti rods Here again we have a difficult sounding term which has very simple meaning. Asa vessel inclines thtough stall anges, B moves thringh the arc ofa circle whose center is at MM ithe radi ofthis circle: hence, ‘etacentric radius. The postion of M is, or should be, available wo the ships officer on the hydrostatic curves or ebles From the curves, Figure LL will help to ilustrate how M virtually remains fixed for smal incina- ‘ions while 5 moves outboard from the centerline 'KB depends upon the shape ofthe immersed portion of the hull and ‘canbe ealulated fairly eal ‘Ber 1 Fr sal ait enn OM kao ae ang M it Summary ‘The tendency ofa vessel o renun xo an erect position called sabiley) canbe determined for allangles a inelination bythe valueof the righting, ‘moment, 4% GZ,or solely bythe length ofthe righting arm GZ. For small angles of inclination, or inidal sabity, ic ean be determined by the ‘distance thac Gis from M. or metacentre belyht. Ln order wo find GM itis necessary to find KG and KM. Whete the value of KM is mot aralable it ‘may be necessary to hnd KB and BM: Insueceeding chapters the calcul tion of KG, KM, and GM willbe taken up in deta 1 hie esi? 18 Qu 1. Stability by t definition car be considered A. Righting moment ‘B. Righting arm The tendency forthe ship to return to an upright position . Allof the above 2 Centerof gravity by itsdefinition can be considered: 1.‘The centroid lof the displaced volume. TI. The resultane of all yerically downward forces of gravity ALL B.1f C.EitherLandlor ft "D. Neither for tt ‘8. Center of buoyancy by its definition cam be considered: 1. The cen- roid of the displaced volume. TL. The revultane of all vertically upward Forces of buoyancy AT BOM €.Bithertortf! “D, Nether Inor It 4. Mathmatialy speaking 2 couple requires: |A, Two equal forces acing ona body in opposite directions and along (parallel lines. 1. Any tno Fores ating on a bay in any direction G. Two equal forces acting om a body at right angles to eachother. D, None of the above 5."The couple formed by the center of buoyancy and the eemter of gravity form what i known ae: ‘A. Metacentrc height B, Metacentric radius C.Righting arm 1D. Righting moment 6. Righting arm ‘A. Acouple B Amoment ©. Adiscance None of the above 7. Another expression for height of transverse metacente is centric height. LK. AL BAL G.EitherLorll, _ D.Neither [nor It 8, IFAGis ess Chan KM the ship would be considered tohave: I Stable ‘equilibrium, TT, Neural equilibrium. TOL Uastable equilibrium. AL BI G.I DL Neither ,1,nor 19. Calculate the momen created by acouple with Force of tons which Ihasan arm 25 Feet16 Sabin Tree 0.5 foottoms B12. foor-toms 88 foottons D. Neither 4, B.n0r © 10. A ship has quick hard roll The ship's seabiliny st A. Tender 1B Largecat (€)Sial righting moment D. Allot ine above 11. Asa vessel inclines to 3° which ofthe following moves toward the low side? Assume Ilination duet rolling A.B BG Ca D-Alloftheabaive 12. Why cana righting 27m be used alone as an indication of ranaverse stability? T Displacement remain constant at all angles of heel IL. GZ emains constant at all ages of hee) Al BL C.Biherforlt Nether Y'sor 1? 13-1 a eive! has dieplacement oF 191000 tons and 4ighting arm of 2 Feet, what inthe vexse' righting moment if the ship han a GM ofS leet™ ‘4. 8,000 foot ions 7500 Foocions 630,000 foet-toms 1D-45,000 fooetons 14. A vessot's isplacemene increases but is nghting arm does not. ‘What can be sad about the vessel «righting tendencies’ ‘A Inevease Decrease C. Remain about the same 1D. Gannor be determined 15. If amarbleis placed on level able, what type of equilibrium does t possess? A. Stable 8, Neutral C Unstable D. Gannat he detesanined 16. Metdceiric height metheal of expressing stability tendeney use fulfor: 1 Small angles of indination. T. Large angles of inelintion. ALE BIE “C Bicher Tort D, Neither nor ff 17.KR plis BM eaial whit? AMetacentic height 1) Wha teStabiy? 17 1B Height of mecacenter C. Metacentric rads B.Nether A.B, nor 18, KM mins KG cquals what? ‘A. Mewoenuic height B Height of metacenter (6, Meracentric radius D Neither A, B.nor 19. KM canbe obtained from: I Hydrostadccurves. HL. A table the ship's wabilcy booklet AD BM G.EiherLorll D. Neither nor It 20. The’ product of displacement bal G2 is: T. An indication oF the sestel uve ability IT Righting more. AL BIL C.Biherfortl — D NeiterTnor tt2 Calculation of the Ship's Vertical Center of Gravity, KG For the ship's officer, stability is mainly a problem of finding the positon of the vewels vertical center of gravity, AC, because the posiion of Imetacenter, Mf Peay available to him by using the hydrostatic data board the ship: tn thixchapler we wall ica the methods of Bnding the ‘height ofthe verieal center of gravity af the ship when its loaded with is fuel, water. stores, and cargo, ‘What isthe Center of Gravity? ‘The center of gravity of the ship i that point through whieh all the vertically downward forces of weight are considered to act together. ‘When we talk about the KG, we are only considering the vertical height of Gabove the keel, For transverse stability calculations it assumed that G willbe on the centerline when KG i ured. The use of off the centerline Dosilons of 6 and of the longitudinal poston of G he lengitodinal Center of gravity LCG) willbe discussed ltr in this book. An important Poin to note is that fora ship to be at rest or in equilibrium the eenter of Eravity must be vertically ine with the center of buoyancy. “The Light Ship KG Before a ship's officer can begin stability calculations, he muss kno the ppstion of the center of gravity for the vessel in alight colton (a Condition prior wo loading zy cargo fal, wate, or stores). Thislight KG Should be found by performing the inclining experiment (discussed at Tength in Chapter 3). Fortunately. the inlining experiments performed atthe shipyard when the ship is buik or bya naval architect dockside after fa alteration tothe ships atructire which cowld change che value of th light ship KG, H the light ship KG information is noc aboard, the ship's officer should communicate diecly wth his company’s ofc to obtain ‘such data. ‘Afr loading begins, every weight ha isadded to that ofthe wese wll affect the original center of gravity. In order (o find dhe change in the 2 | Caleshsio ofthe Suis Centro Gravy. kG 19 postion of G, the officer must employ the theory of momenta. l-practice Re must estimate as accurately sx posible the posiions ofthe centers of gravity oF every consignment of cing. fuel water, and stores and multe ply each weight by the eight ofits G above the heel. Then he must divide the sun of all hese products or moment by the tral weights including the weight ofthe light ship, which wil ewablih the new center of ravi fexpresied as 2 number of feet above the keel, the KC for the loaded eondition. Using Moments to Find KG It ie convenient in discussing moments to recall a scesa, Referring: Figure 12 let us suppose the seesaw is 40 feet in lengih Ts cencer of gravity i atthe midpoint of ies length. A 1O0epoud weight ia placed 10 Teet from the fulerum at. How far must mother 1- pound weight be ‘placed from the fulcrum of the other side in order thatthe esa Will balance? The distance i 10 feet. Perhaps he student has subconsciously tied the dheory of moments obtain the answer: “The momen! of 1,000 fooe-pounds (100 pounds % 10 feet ~ 1,000 fooe-pounds) must be balanced on the other side ofthe fulcrum by the ‘aine aioment, Therelre we divide 1,000 foskepounds by 100 pends to ‘obtain a distance of 1 feet Tf the weight on the other se had been 200 ‘pounds, the distance wold have been 5 feet. In other words the mo- Arlene around the center of gravity of any member must be equal. erie gute 8. We anor ere momen aaa sig ete oferty [Now let us consider Figure 13 where-150 pouruls are placed. 10 fet, froin the fulcrum. The scesaw will not Balance, How fat wil che fulcrom‘20 Stabiley Tien veto move toma! he 130-pound weight? Inser words how far ha ae nadia! 30 pov? We eanot revolve momen’ | icra ganty evn revolve ther instead ro he isleend ofthe sso weigh” iiaied Meet Tot pound x 10 feet = — 1,00 foot pounds Bapgands x AO ket = 4300 mop __npoundstral weights _ 5,500 ou-pounds nat momenes__ Dividing total momentsby total weights ignoring weight of secs2w) 09 foot pouins os fet fromm eft end of ees) SAG ee a ~ ote rem iehendtnea G therefore, has shifted 2 Feet othe ight ‘Non let we check with the Former method of using moments on the feet x 150 pounds = 1,20N fact pounds on onesie of fru 12 feet 100 pounds ~ 1.209 foot pountison other side of fcr ihe aces ner We have now aed tha, wher there wan aon of see ent tifing oC kabeterto revolve estos aes pot Ona reselthis point a Une kee, KU we rote the a thc posican oe shown Figure 1 av cosier tobe SOR WATS REAEST emer of gravy KO) atthe frum, we ah TERM e Miran wet ave leaded or dieharged Uy finding the . Average 15 ful rolling petiods in the excning. 1D Average ss many full oling periads af Zhe vessel as posible and ls take the times at several fferem periods of the day, Problems : 1. Find dhe sling periods or yess with the following Gs 1, 1.5.2.8, 6,0 feet. Usea beam af 100 fet 2, Given a beam of 96 feet, find he approximate forvesels withthe following rolling periods: 10.18, 27. and 40 seconds ‘8. Observe thie Folfowing rolling pebiods Fach Has Bech etchmined by averaging the time ofa leas 20 fal al: ‘Morning rlling peviod 25.7 seconds ‘Noon ralling period» 28.6 seonds Eyeningaoling period 27-5seconds! your beams 109 feet, what isyour GNfasinglicaed bythe roling period formals? 4. A vessel is dase, and oné of her compartment i Hooded, "The rolling period before damages 12 seconds and after damage 16 seconds Whar s the proportionate loss f stabulity? 2 1, Sketch a vessel with a negative GM showing the vessel eet! then the ‘upsecting arm acting, an Binal wit the vessel ina new site of equilib i 1 Caleaagear 6 tum. Secondly tio bya sketch what happens the list is attempted tobe Femoved by placing 4 weight om the high sie from the low se. Then, show by another sketch the proper tay to removea list by lowering ( 6, In the Following loading problem use the tim and sabity bookies foe Single Screw Cargo Vessel Sce Appendix D.) Find the GAM for de~ pparcure. (Nore. Use sheet 7 to begin the problem. Don't forget aso to use fect "Table lov Free Sustace Conreetinns and Tank Capacities as well usher Ta tara the calculations an.) Hold Ne. 1, Main Deck 120 Hold No. 1,2 Deck » Hold No.1 Srd Deck 1 Hold No.2 Se Deck 5 Hold No.3, Tanktop 100 Hold No.4. 2nd Deck Lio Hold Nov, Sed Deck 200 Hold No-4, Tankiop 500 Hold No.5, Tanktop 300 Hold No.6, 3rd Deck 100 Hold No.7, Srd Deck % Heder Cargo None Purl il Balls Number $.4,5,and fi centertine tanks are El of ful ui Number 2 and $deep tanks, port and sarimuril are 3 ful Fresh Water All Soeshwater tanks are ll. Athi tine disregard the LOG and ts moments hie wile discussed Chapter 9. Use light ship. crew aad stores, nd lube oilas show on sheet Ta 7. Using che information i Problem 6 and in the stbilily booker (Appendix D), calculate the ship's rolling period ateeparure. 1B. In Probl 6, assame that you burn offone-halftheFueloliadicated uring the voyage. What willehe GAf and rolling period be upon arta? ‘Assume al fuel ol anks ae slack. 9. Using the sort fosm stabil information provided on Tables 1-Aof this chapter, determine the GM for departure given the following information,