MODULE NO.

1 MODULE Advanced Trim, Stability and Stress (SEAM 6)

TITLE

COMPETENCE/S A-II/2 F3.C1: Control trim, stability and stress

CO1: Explain the importance of maintaining stability during loading,

unloading and in-transit in various conditions
COURSE OUTCOME CO2: Calculate the effect on trim and stability of a ship in the event
of damage to and consequent flooding of a compartment and
countermeasures to be taken
A-II/2 F3.C1. KUP 1: Understanding of fundamental principles of ship
construction and the theories and factors affecting trim and stability
and measures necessary to preserve trim and stability –
KNOWLEDGE A-II/2 F3.C1. KUP 2: Knowledge of the effect on trim and stability of a
UNDERSTANDING ship in the event of damage to and consequent flooding of a
PROFICIENCY compartment and countermeasures to be taken.
A-II/2 F1.C1 KUP 3: Knowledge of IMO recommendations
concerning ship stability

LO1.1: Discuss the trapezoidal rule for the area under a curve in
terms of the number of ordinates, the interval and the ordinate
LEARNING OUTCOME LO1.2: Use the trapezoidal rule to calculate the area under a curve
defined by given ordinates
LO1.3: Interpret knowledge of the theories of the rule
TOPIC 1 Calculation of Areas and Volume
LESSON PRESENTATION & ACTIVITIES
Areas and volumes

Simpson’s Rules may be used to find the areas and volumes of irregular figures. The rules are based
on the assumption that the boundaries of such figures are curves which follow a definite mathematical
law. When applied to ships they give a good approximation of areas and volumes. The accuracy of the answers
obtained will depend upon the spacing of the ordinates and upon how near the curve follows the law.

In order to study the properties of a floating body, such as a ship, it is necessary to be able to calculate
displacement volume and centre of buoyancy.
To calculate weights and centres of gravity of a deck plate or a bulkhead plate it is necessary to calculate the
area and centre of area of a plate whose outline is a curve defined by the hull shape.
We need to be able to calculate areas and centres of area of a uniform plane lamina or the volumes and
centres of volume of a uniform three-dimensional solid.
The second process (finding volume properties) is an extension of the first and both involve processes of
integration.

. The trapezoidal rule may be stated as follows: To the sum of the first and last
ordinate, twice the sum of intermediate ordinates is added. This total sum is multiplied
by the common distance. Half of this product is the required area.

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The hull of a ship is a complex 3D geometry, and finding out its simple properties like
volume, centroid, etc. is not possible through simple formulae unlike standard shapes like
cuboid or a cylinder.

How do we find a property, say the volume of a complex shape like the hull? We’ll take a
detailed look at this article.
The approach
The approach for complex geometries is called ‘integration’, which means dividing the
geometry into several numbers of smaller sized pieces, calculating the volume of each piece,
and adding them up together (integration) to give the volume of the entire geometry.
Mathematically speaking, the volume of a body with a fixed section shape is given by
Volume = Section Area x Depth (see figure below).

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 However, the section of a hull keeps changing along its length. How do we use the
above formula, then?

If we can divide the entire body of the ship into several number of sections along its length,
then each section becomes a 3D shape in itself, with each section approximately making a trapezoid
having different section areas at its ends. This approach is illustrated below

The trapezoidal rule

The simplest form of integration is the trapezoidal rule. In this rule, we simply divide the
length of the vessel into a number of equally spaced sections, with each section resembling
a trapezoid. We can see that this approximation of a section as a trapezoid is feasible only
when the section length is small, i.e., we have to divide the length into many sections
(usually more than 10) to be able to use the trapezoid approximation.

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If we divide the length into 10 equally sized sections, then the length of each section is h =
L/10, where L is the length of the ship.

Let’s take the first section. If the area of its aft end is A0 and the area of its fwd end is A1,
with the length being h, then the volume of the section is given by:

V1 = ½ x h x (A0 + A1)

Similarly, the volume of the second section will be

V2 = ½ x h x (A1 + A2), where A2 is the section area of the fwd end of section 2
V3 = ½ x h x (A2 + A3), where A3 is the section area of the fwd end of section 3
and so on.

The final result of the volume of the hull will be

V = V1 + V2 + …. + V10
 V = ½ x h x (A0 + 2 x A1 + 2 x A2 + 2 x A3 + ….. + 2 x A9 + A10)
The above formula is called the Trapezoidal rule of integration to get the volume of the hull.
We can see that the formula will give accurate results if the number of sections is high.
However, if there’s a rapid change is the section area between two ends of a section, then
this method leads to greater inaccuracy, as it assumes the variation between the two ends to
be linear which may not be the case always as the ship is a curved body
Simpson’s Rules
For cases where the change in section area is more rapid (say, for the complicated fwd and aft ends
of the vessel), we need a more accurate estimation. The Trapezoidal rule is based on a linear
approximation by using a section with two ends as the unit of calculation. What if we take a unit with
three sections as the unit of calculation? This is demonstrated below:

This method is called Simpson’s first rule, and it considers the variation between the three
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sections to be approximated by a curve of the third order.
From Simpson’s first rule, the volume of the first unit is given by
V1 = h/3 x (A0 + 4 x A1 + A2)
The volume of the second unit onwards will be given by
V2 = h/3 x (A2 + 4 x A3 + A4)
V3 = h/3 x (A4 + 4 x A5 + A6)
and so on.

Thus, we note the following about Simpson’s first rule:

 The total number of sections has to be odd (3,5,7 etc.)
 The formula for several sections will be
V = h/3 x (A0 + 4 x A1 + 2 x A2 + 4 x A3 + 2 x A4 + 4 x A5 + …. + An)
We notice that every odd-numbered section has a multiplier of 4, while every even-
numbered section has a multiplier of 2. The two end sections have no multipliers
If we can tabulate the section areas and their respective multipliers, then the calculation can
be done in a simple template as shown below:

What if we want to calculate the individual section areas too using numerical methods? The
same process applies – divide the section using equally spaced offsets along with the depth
of the section (odd-numbered for Simpson’s first rule), and use the correct multipliers to get
the section areas. Once the section areas are obtained for equally spaced stations along the
length of the vessel, then the numerical integration can be applied again to provide the
volume of the hull as well.

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 In order to study the properties of a floating body, such as a ship, it is necessary to be able to calculate
displacement volume and centre of buoyancy.

To calculate weights and centres of gravity of a deck plate or a bulkhead plate it is necessary to
calculate the area and centre of area of a plate whose outline is a curve defined by the hull shape.

We need to be able to calculate areas and centres of area of a uniform plane lamina or the volumes and
centres of volume of a uniform three-dimensional solid.

The second process (finding volume properties) is an extension of the first and both involve processes
of integration.

Centroids and centres of gravity

To find the centre of flotation The centre of flotation is the centre of gravity or centroid of the water-
plane area, and is the point about which a ship heels and trims. It must lie on the longitudinal centre
line but may be slightly forward or aft of amidships (from say 3 per cent L forward of amidships for oil
tankers to say 3 per cent L aft of amidships for container ships). To find the area of a water-plane by
Simpson’s Rules, the half-breadths are used as ordinates. If the moments of the half-ordinates about
any point are used as ordinates, then the total moment of the area about that point will be found. If
the total moment is now divided by the total area, the quotient will give the distance of the centroid of
the area from the point about which the moments were taken. This may be shown as follows:

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Thus,
 Numerical integration of offsets along the depth of a section gives Section Area
 Numerical integration of Section Areas along the length of the vessel gives Hull
Volume
If we take a unit with four equally spaced sections as the unit for calculation of the volume,
then the resulting formula is called Simpson’s Second Rule which is given by:
V1 = 3h/8 x (A0 + 3 x A1 + 3 x A2 + A3)
V2 = 3h/8 x (A3 + 3 x A4 + 3 x A5 + A6)
Extending this to several coordinates,
V = 3h/8 x (A0 + 3 x A1 + 3 x A2 + 2 x A3 + 3 x A4 + 3 x A5 + 2 x A6 …. + An)
This method is suitable only when the number of ordinates is 4, 7, 10, 13 etc.
One limitation of the ods presented above is that the section spacing has to be the same for
all sections. There are methods like Tchebycheff’s rule that works for unevenly spaced
sections, and that will be covered in future articles.
That brings us to the end of this article on calculating hull volume using numerical methods.
Please do check out our related product that helps the user calculate the hull volume in a
user-friendly format.

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 1. 12.
2. 13.
3. 14.
4. 15.
5. 16.
6. 17.
7. 18.
8. 19.
9. 20.
10. 21.
11.

[1] What new information have I learned from the activities?

[2] What surprised me about what I learned?

[3] Does my work truly reflect my effort?

References (APA)

https://themarinestudy.com/topic/10-simpsons-rules-for-areas-and-centroids/?v=a25496ebf095

Using Simpson's Rules to calculate volume of enclosed spaces on ships

https://www.youtube.com/watch?v=ZQfvTYB6NOI

Advanced Ship Stability - Simpson's First Rule (Area Calculation)

https://www.youtube.com/watch?v=rZ6A4lj8Kac

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MODULE NO. 2/3 MODULE TITLE Advanced Trim, Stability and Stress (SEAM6)

COMPETENCE/S A-II/2 F3.C1: Control trim, stability and stress

CO1: Explain the importance of maintaining stability during loading,

unloading and in-transit in various conditions
COURSE OUTCOME CO2: Calculate the effect on trim and stability of a ship in the event of
damage to and consequent flooding of a compartment and
countermeasures to be taken
KUP: - A-II/2 F3.C1 .KUP 1: Understanding of fundamental principles
of ship construction and the theories and factors affecting trim and
stability and measures necessary to preserve trim and stability –
KNOWLEDGE A-II/2 F3.C1.KUP 2: Knowledge of the effect on trim and
UNDERSTANDING stability of a ship in the event of damage to and consequent flooding
PROFICIENCY of a compartment and countermeasures to be taken –

A-II/2 F1.C1.KUP 3: Knowledge of IMO recommendations

concerning ship stability

LO1.4: Calculate the construction and stability of the ship using the
LEARNING OUTCOME
three Simpson’s Rule
TOPIC 2/3 Simpson’s Rule
LESSON PRESENTATION & ACTIVITIES

Use of Simpsons rules

Simpson's rules are used to calculate the volume of lifeboats,[6] and by surveyors to calculate the
volume of sludge in a ship's oil tanks. For instance, in the latter, Simpson's 3rd rule is used to find the
volume between two co-ordinates. To calculate the entire area / volume, Simpson's first rule is used. [7]
Simpson's rules are used by a ship's officers to check that the area under the ship's GZ curve complies
with IMO stability criteria.
Simpson’s Rule
https://www.youtube.com/watch?v=oYHaKSvtTy0

https://www.slideshare.net/muhammmadadlijaaffar/hydrostatics1-n-2-compatibility-
mode

This is also available in your USB-OTG: Video No. 1 and supplied printed materials

Activity 1: Please answer these questions.

[a] Why did this formed or created?

[b] What else should I figure out about this?

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 Simpson's 1st rule
Also known as the 1–4–1 rule (after the multipliers used ).

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 Simpson's 2nd rule

Simpson's Second Rule

Also known as the 1–3–3–1 rule, Simpson's second rule is a simplified version of Simpson's 3/8 rule.[3]

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 Simpson's 3rd rule

Also known as the 5–8–1 rule,[4] SImpson's third rule is used to find the area between two
consecutive ordinates when three consecutive ordinates are known. [5]

This estimates the area in the left half of the figure for Simpson's 1st Rule while using all three
pieces of data.

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 https://www.youtube.com/watch?v=-uO_wQXCpDg&t=48s

In order to study the properties of a floating body, such as a ship, it is necessary to be able to calculate
displacement volume and centre of buoyancy.
To calculate weights and centres of gravity of a deck plate or a bulkhead plate it is necessary to
calculate the area and centre of area of a plate whose outline is a curve defined by the hull shape.
We need to be able to calculate areas and centres of area of a uniform plane lamina or the volumes and
centres of volume of a uniform three-dimensional solid.
The second process (finding volume properties) is an extension of the first and both involve processes
of integration.

Centroids and centres of gravity To find the centre of flotation The centre of flotation is the centre of
gravity or centroid of the water-plane area, and is the point about which a ship heels and trims. It
must lie on the longitudinal centre line but may be slightly forward or aft of amidships (from say 3 per
cent L forward of amidships for oil tankers to say 3 percent L aft of amidships for container ships).

To find the area of a water-plane by Simpson’s Rules, the half-breadths are used as ordinates. If the
moments of the half-ordinates about any point are used as ordinates, then the total moment of the
area about that point will be found. If the total moment is now divided by the total area, the quotient
will give the distance of the centroid of the area from the point about which the moments were taken.

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1. 6.
2. 7.
3. 8.
4. 9.
5. 10..

[1] What new information have I learned from the activities?

[2] What surprised me about what I learned?

[3] Does my work truly reflect my effort?

References (APA)

How naval architect compute the volume

https://thenavalarch.com/wp-content/uploads/Hull-Volume-Calculation-TheNavalArch-7.png

Simpson’s Rule
https://themarinestudy.com/topic/10-simpsons-rules-for-areas-and-centroids/?v=a25496ebf095

Simpson’s Rule
https://www.youtube.com/watch?v=oYHaKSvtTy0

http://solr.bccampus.ca:8001/bcc/file/b3c16e08-d327-44fe-aa71-
de5f879fb016/2/D2LExport_Math058.zip/Module
%205/Lesson3_Second_Third_rules/m05_L03_Simpsons_other_rules.html

Steering Mariners
https://www.youtube.com/watch?v=05yqp6WjKNw

Hydrostatics 1 n 2(Hull Geometric Calculation)

https://www.slideshare.net/muhammmadadlijaaffar/hydrostatics1-n-2-compatibility-
mode

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MODULE NO. 4 MODULE TITLE Advanced Trim, Stability and Stress (SEAM6)

COMPETENCE/S A-II/2 F3.C1: Control trim, stability and stress

CO1: Explain the importance of maintaining stability during loading,

unloading and in-transit in various conditions
COURSE OUTCOME CO2: Calculate the effect on trim and stability of a ship in the event of
damage to and consequent flooding of a compartment and
countermeasures to be taken
KNOWLEDGE KUP: - A-II/2 F3.C1 .KUP 1: Understanding of fundamental principles
UNDERSTANDING of ship construction and the theories and factors affecting trim and
PROFICIENCY stability and measures necessary to preserve trim and stability –
A-II/2 F3.C1.KUP 2: Knowledge of the effect on trim and
stability of a ship in the event of damage to and consequent flooding
of a compartment and countermeasures to be taken –
A-II/2 F1.C1.KUP 3: Knowledge of IMO recommendations
concerning ship stability

LEARNING OUTCOME LO1.5: Discuss the significance of density in preserving the trim
and stability relevant to:
-Displacement
-TPC
-Fresh water Allowance
TOPIC 4 Effects of Density
LESSON PRESENTATION & ACTIVITIES
Density of Water

Density, mass of a unit volume of a material substance. Density of Water can be defined

as the weight of the water per its unit volume.

Seawater is not just water – it has lots of chemicals packed into it. This means it is

denser than pure water. The higher the salinity, the higher the density.
Watch the video on
https://www.youtube.com/watch?v=1JHUuSismoU

This is also available in your USB-OTG: Video No. 1 and supplied printed materials

Activity 1: Please answer these questions.

[a] Why did this formed or created?

[b] What else should I figure out about this?

Law of flotation is simply the application of Archimedes' principle. The fundamentals of

naval architecture are found in Archimedes’ principle. An extension of Archimedes’ principle to
the first moments of weights and volumes is ensured to avoid nonzero trim and nonzero heel
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inclinations in ship design and construction. The first weight moment of the water displaced
must be equal to the collective first moment of all weights for a ship to float.

A hydrometer is an instrument used for measuring the relative density of liquids based
on the concept of buoyancy. They are typically calibrated and graduated with one or more
scales such as specific gravity.
The hydrometer makes use of Archimedes' principle: a solid suspended in a fluid is
buoyed by a force equal to the weight of the fluid displaced by the submerged part of the
suspended solid. The lower the density of the fluid, the deeper a hydrometer of a given
weight sinks; the stem is calibrated to give a numerical reading.

Density of Water
Density, mass of a unit volume of a material substance. Density of Water can be defined
as the weight of the water per its unit volume.
Seawater is not just water – it has lots of chemicals packed into it. This means it is denser
than pure water. The higher the salinity, the higher the density.
Seawater density varies from
place to place because it is affected by
salinity and temperature. This means
that ships float higher or lower in the
water, depending on the density of the
ocean. If you look near the waterline of
a cargo ship, you should find the
International Load Line, once called
the Plimsoll Line. This shows the limit of where the fully loaded ship should sit in waters of
different densities
The greatest stress set in the ship as wholes are due to the distribution of load along the ship,
causing longitudinal bending.

Relative Density
The relationship between weight and volume is called density. It is defined as ‘mass
per unit volume’. One metric tonne of fresh water has a volume of one cubic metre.
Therefore it has a density of 1.000 tonnes/m3. Salt water on the other hand, is heavier. One
cubic metre of salt water weighs 1.025 tonnes, and so salt water has a density of 1.025
tonnes/m3.

The relative density (or specific gravity) of a substance is defined as the ratio of the weight of
the substance to the weight of an equal volume of fresh water. In other words, it is simply a
comparison of the density of a substance with the density of fresh water.

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 Density of Substance

R.D. = Density of Fresh Water

This is a pure number and has no units. The R.D. of sea water is therefore 1.025.

Relationship Between Weight and Buoyancy

Suppose we have a body or block that measures 1 cubic metre and weighs 4000 kg. If we
now lower the block into fresh water, it will displace 1 cubic metre of fresh water - which, as
we now know, weighs 1000 kg. In other words, there is a force acting upwards of 1000 kg
and a force acting downwards of 4000 kg: the resultant force has to be 3000 kg downwards.
That is, the block will sink.

If we take the same 4000kg block and mould it into a hollow box with a volume of 5 cubic
metres, and then place it in fresh water, it has sufficient volume to displace 5 cubic metres of
fresh water. If the box were now completely submerged, it would experience an upward force
of 5000 kg.

However, the downward force of the box is still only 4000 kg, thus the resultant force will be
1000 kg upwards. In this case the box will rise out of the water to a level where the forces
are equal and opposite, that is, with 4 cubic metres under water, and 1 cubic metre still
outside water.

Thus for a body to (just) float in water, its weight must be exactly balanced by the force of
buoyancy. If the volume of the body is further increased, it will float with a certain amount
outside the water.

Displacement
When a vessel is floating in water, the whole of the weight of the vessel is supported by the
buoyancy of the water. In order to provide that buoyancy the vessel sinks in the water, until
the portion of the hull which is below the water surface pushes aside, i.e. 'displaces' a weight
of water equal to the weight of the vessel.

This is the law of flotation; namely, a floating vessel displaces its own weight in water.

Sea Water Displacement Formula

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 Illustrative Example
Find the Displacement of the ship whose length is 300.00 ft., breadth is 25.00
ft., mean draft is 18.00 ft., block coefficient is 0.80 in sea water and in fresh
water.

Sea Water Solving: 35

Displacement = L x B x D x C / 35 = tons
L= 300.00 ft
B= 25.00 ft
D= 18.00 ft
C= 0.80
displ. 3,085.71 tons

Fresh Water Solving: 36

Displacement = L x B x D x C / 36 = tons
L= 300.00 ft
B= 25.00 ft
D= 18.00 ft
C= 0.80
displ. 3,000.00 tons

Draught
When a vessel is floating in water the distance from the underside of the hull to the water
surface is called the draft. Numbers are painted at the forward and after ends of a vessel, so
that the draught can be read off at any time. These numbers are referred to as draft marks.

When a vessel is fully loaded with fuel, fresh water, cargo, gear, crew, etc., it will float more
deeply in the water than when it has less weight on board.

In this situation the vessel is said to float at load draft and is therefore at load displacement.

When a vessel has no weights on board, that is when it consists of only the hull,
superstructure, accommodation and machinery it is said to float at light draft and to be at light
displacement.

Deadweight
The difference between load displacement and light displacement is called deadweight.

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Things such as fuel, fresh water, crew, gear, cargo, fish, etc., are all items of deadweight.

Freeboard
At any draft the distance from the waterline to the deck is called the freeboard.

Fresh Water Allowance (FWA)

When a vessel is floating in water, the underwater part of the hull displaces a quantity of
water which is equal to the weight of the vessel. The hull actually displaces a volume of
water measured in cubic metres, which is equal to the underwater volume of the hull. Each
cubic metre of water has a weight, 1 000 tonne in the case of fresh water; 1.025 tonnes in the
case of salt water. The hull must displace sufficient cubic metres of water to balance the
weight of the vessel exactly. One cubic metre of sea water will balance 1.025 tonnes of
weight therefore 1.00 cubic metre of sea water will balance 1.025 x 100 = 102.5 tonnes of
weight.

Imagine a vessel, floating first in sea water and then in fresh water. It will need to displace
more cubic metres of fresh water to balance its weight, than it would in sea water, because
each cubic metre of sea water balances more weight than each cubic metre of fresh water.
The number of cubic metres displaced determines the size of the underwater portion of the
hull.

In sea water, the underwater portion of the hull will be smaller, that is the vessel will not sink
as far as it will in fresh water, and the draft in sea water will be less than the draught in fresh
water.

The difference between the two drafts is called the fresh water allowance (FWA).

FWA = W / 4 x TPC = mm

FWA is measured as the distance between the top of the Summer (S) line and the top of the
Fresh (F) line.

When loading a vessel which has a loadline, the appropriate loadline must not be
submerged.

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When the vessel reaches sea water it will rise to the summer load line level. It is important to
take advantage of the FWA because there will be a loss of cargo carried, and therefore a loss
of revenue, if the vessel only loads up to the summer loadline level in freshwater.

When a vessel loads in a brackish waters harbour, the specific gravity of the dock water
must be tested with a hydrometer. The amount that the summer load line can be immersed is
then calculated as a percentage of the FWA. The example below shows a vessel with a FWA
of 50cms loading in dockwater of SG 1005. This water is only four fifths fresh so the vessel
can only use 40 cms of its 50cms FWA if it must float at the summer loadline out at sea.

When the ship moves from SW to FW it does increase its draft equal to its FWA (Fresh water
allowance) but what guys seem to overlook is that the water in the Panama canal is not just
FW but TFW Tropical fresh & its density is less than 1.000, sometimes 0.995.

Besides that, due to the increase in immersion of the hull going from SW to FW or TFW as
the case may be the LCB (longitudinal center of buoyancy) moves aft whilst the LCG remains
the same, tihs causes a negative tipping moment & consequently the ship to go down by the
head. In a large panamax bulk carrier the negative change of trim can be up to 12cms. Most
mates tend to ignore this factor & wind up in trouble in the Panama canal or when going from
SW to FW.
Tonnes per Centimetre Immersion (TPC)
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As weights are loaded on board a vessel, it will gradually sink lower in the water. The amount
of weight which will sink the vessel 1 cm deeper in the water, that is, the weight which will
increase the draft by 1 cm is called the tonnes per centimetre immersion (TPC).

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DENSITY CORRECTION

GIVEN:
Actual Draf = 12.000 meters
Actual MT/cu.
Density = 1.023 m
Displacement = 55,077.00 Mtons

(Actual Density - 1.025) x Displacement

Density Corr'n =
1.025

(1.023 - 1.025 ) x
Density Corr'n = 55,077
1.025

-110.154
Density Corr'n =
1.025

Density Corr'n = -107.467 MT

SOLVE FOR THE FOLLOWING DENSITY CORRECTION

No. 1

Actual Draf = 11.500 meters

Actual MT/cu.
Density = 1.021 m

Displacement = 11,125.000 Mtons

-
Density Corr'n = 43.415 MT Answer

No. 2
Actual Draf = 7.500 meters
Actual MT/cu.
Density = 1.022 m

Displacement = 12,500.000 Mtons

-
Density Corr'n = 36.585 MT Answer

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 No. 3
Actual Draf = 13.000 meters
Actual MT/cu.
Density = 1.023 m
Displacement = 45,800.00 Mtons
-
Density Corr'n = 89.366 MT Answer

No. 4
Actual Draf = 12.700 meters
Actual MT/cu.
Density = 1.022 m
Displacement = 38,125.00 Mtons
-
Density Corr'n = 111.585 MT Answer

No. 5
Actual Draf = 10.500 meters
Actual MT/cu.
Density = 1.021 m
Displacement = 27,000.00 Mtons
-
Density Corr'n = 105.366 MT Answer

[1] What new information have I learned from the activities?

[2] What surprised me about what I learned?
[3] Does my work truly reflect my effort?

References (APA)

https://themarinestudy.com/topic/10-simpsons-rules-for-areas-and-centroids/?v=a25496ebf095

How to use Simpson's Rules to find area, coefficient, and TPC?

https://www.youtube.com/watch?v=MawkpYqQm5s
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MODULE NO. 5 MODULE Advanced Trim, Stability and Stress (SEAM6)
TITLE

COMPETENCE/S A-II/2 F3.C1: Control trim, stability and stress

CO1: Explain the importance of maintaining stability during

loading, unloading and in-transit in various conditions
COURSE OUTCOME CO2: Calculate the effect on trim and stability of a ship in the
event of damage to and consequent flooding of a compartment
and countermeasures to be taken
KUP: - A-II/2 F3.C1 .KUP 1: Understanding of fundamental
principles of ship construction and the theories and factors
affecting trim and stability and measures necessary to preserve
trim and stability –
KNOWLEDGE A-II/2 F3.C1.KUP 2: Knowledge of the effect on trim
UNDERSTANDING and stability of a ship in the event of damage to and
PROFICIENCY consequent flooding of a compartment and countermeasures to
be taken –
A-II/2 F1.C1.KUP 3: Knowledge of IMO
recommendations concerning ship stability
LO1.6 Calculate the free surface of liquids on stability and
LEARNING OUTCOME virtual reduction in GM for liquids with a free surface in
spaces with rectangular and triangular water-planes
TOPIC 5 Free Surface effects
LESSON PRESENTATION & ACTIVITIES
The effect of free surface of liquids on stability was discussed in general terms, but the
problem will now be studied more closely and the calculations involved will be
explained.
When a tank is partially filled with a liquid, the ship suffers a virtual loss in metacentric height
which can be calculated by using the formula:

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 Watch the video on https://www.youtube.com/watch?v=WTIg6P90WfM&t=37s

This is also available in your USB-OTG: Video No. 1 and supplied printed materials

Activity 1: Please answer these questions.

a] Why did this formed or created?
b] What else should I figure out about this?

Calculating The Effect Of Free Surface Of Liquids (FSE)

Ship Stability

The effect of free surface of liquids on stability was discussed in the general terms, but
problem will now studied more closely and calculation involved will explained

When the tank is partially filled with a liquid, the ship suffers a virtual loss in metacentric height
which can be calculated by using the Formula

IThe derivation of this formula ia as follows

The ship shown in Figure 72(a) has an undivided tank which is partially filled with water

When the ship is inclined, a wedge of liquid in the tank will shift from high side to low
side such that its centre of gravity shifts from g to g1. This will cause the centre of

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gravity of the ship to shift from G to G1

Where

Figure 72(a)

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Had there been no free surface when the ship inclined, the righting lever would have been GZ.
But, due to the liquid shifting, the righting lever is reduced to G1Z1 0r GvZv. The virtual
reduction of GM is therefore GGv

For the small angle of heel:

Let i = the second moment of the free surface about the centre line.

Then

This is the formula to find the virtual loss of GM due to the free surface effect in an undivided
tank.

Now assume that the tank is subdivided longitudinally into ‘n’ compartments of equal width as
shown in Figure 72(b).

Let

lI = length of the tank

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b = breadth of the tank

The breadth of the free surface in each compartment is thus b/n, and the second moment of
each free surface is given by

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As shown in equation (I) at the beginning of this chapter.

This is the formula to find the virtual loss of GM due to the free surface effect in a tank which is
subdivided longitudinally.

From this formula it can be seen that, when a tank is subdivided longitudinally, the virtual loss
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of GM for the undivided tank is divided by the square of the number of compartments into
which the tank is divided. Also note that the actual weight of the liquid in the tank will have no
effect whatsoever on the virtual loss of GM due to the free surface.

For a rectangular area of free surface, the second moment to be used in the above formula
can be found as follows:

Note. Transverse subdivisions in partially filled tanks (slack tanks) do not have any influence
on reducing free surface effects.

However, fitting longitudinal bulkheads do have a very effective influence in reducing this
virtual loss in GM.

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Example 1
A ship of 8153.75 tonnes displacement has KM = 8 m, KG = 7. 5 m, and has a double-bottom
tank 15 m × 10 m × 2 m that is full of salt water ballast. Find the new GM if this tank is now
pumped out till half empty.

Note. The mass of the water pumped out will cause an actual rise in the position of the ship’s
center of gravity and the free surface created will cause a virtual loss in GM. There are
therefore two shifts in the position of the center of gravity to consider.

In Figure 29.2 the shaded portion represents the water to be pumped out with its center of
gravity at position g. The original position of the ship’s center of gravity is at G. Let
GG1 represent the actual rise of G due to the mass discharged.

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Hence G1 has risen due to the discharge of the ballast water (loading
change) and has also risen due to free-surface effects.

Be aware that in some cases these two rises of G do not take G above M,
thereby making the ship unstable.

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 [1] What new information have I learned from the activities?
[2] What surprised me about what I learned?
[3] Does my work truly reflect my effort?

LIST compared to HEEL

References (APA)

Calculating effect of free surface

https://themarinestudy.com/topic/21-calculating-the-effect-of-free-surface-of-liquids-fse/?
v=a25496ebf095

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