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47 34165 MT222 2012 1 2 1 Stability
47 34165 MT222 2012 1 2 1 Stability
BASIC COARSE
CHAPTER 3
A-DENSITY
B-RELATIVE DENSITY
A-DENSITY
• DENSITY :
DEFINDED AS THE MASS PER UNIT VOLUME MEASURED IN
KG/M3 OR TON/M3 .
MASS IN KG OR TONS
DENSITY = ----------------------------------
kg/m3 or T/m3 VOLUME IN M3
VOLUME = L * B * D
(LENGTH * BREADTH * DEPTH )
B-RELATIVE DENSITY
RELATIVE DENSITY:
DEFFINED AS THE RATIO BETWEEN THE DENSITY OF
ANY LIQUID TO THE DENSITY OF FRESH WATER.
LAW OF FLOATATION
LAW OF FLOATATION
• LAW OF FLOATATION
THE MASS OF ANY SUBSTANCE IS EQUAL TO THE
MASS OF THE WATER THE SUBSTANCE DISPLACES.
MASS OF SUBSTANCE = MASS OF WATER DISPLACED
CENTRE OF GRAVITY :
IS DEFINED AS A POINT WHERE THE SHIPS WEIGHT IS CONCENTRATED , THIS
FORCE IS ACTING DOWNWARD & THE POINT ALWAYS LIES AT ½ THE DEPTH OF
THE SHAPE
KG = ½ DEPTH EXAMPLE DEPTH = 4m SO KG = 2m
₀
G
DEPTH
W
LAW OF FLOATATION
• THE CENTRE OF BOUYANCY
• IS DEFINED AS A POINT WHERE THE SHIP’S BOUYANCY IS CONCENTRATED,
THIS FORCE IS ACTING UPWARD ,AND ALWAYS CENTERED AT
½ THE DRAFT . KB = ½ DRAFT ,e.g; DRAFT = 4m , SO KB = 2m
B’
W L
B
₀
DRAFT
LAW OF FLOATATION
W
KG = ½ DEPTH
DEPTH
• G
• B
DRAFT K
KB = ½ DRAFT
B
LAW OF FLOATATION
KG
DEFINED AS THE HEIGHT THAT LIES BETWEEN THE KEEL & THE CENTRE of
GRAVITY.
KB
DEFINED AS THE HEIGHT THAT LIES BETWEEN THE KEEL & THE CENTRE OF
BOUYANCY.
Reserve bouyancy
depth
CHAPTER 5
A-BOX SHAPED VESSELES
DENSITY = MASS kg
VOLUME
2-EFFECT OF DENSITY ON
DISPLACEMENT
EFFECT OF DENSITY ON DISPLACEMENT
AS SHE ARRIVED TO PORT B , THE SHIP’S DRAFT STAYED THE SAME 7.0 mtrs.
DESPITE THE DENSITY IS ALREADY CHANGED FROM 1.000 TO 1.025 ,
THE SHIP DISPLACES THE SAME VOLUME OF WATER IN BOTH PORTS A & B
WHERE THE VOLUME =
------------------------- = ----------------------
FREE BOARD
(RESERVE BOUYANCY )
Tropical 230mm
Tropical F
FWA
Fresh
54
Summer
300mm
540mm Winter
WNA
EFFECT OF DENSITY ON VOLUME & DISPLACEMENT
FWA = DISPLACEMENT
4 * TPC
(1.025 - DWD)
DW A = FWA ----------------------
25
• IF THE SHIP SAILS FROM PORT A WHOSE WATER DENSITY IS 1.000 TO PORT B
WHOSE WATER DENSITY IS 1.025 ( THE DENSITY INCREASED) , SO ACCORDING TO
THE RELATION BETWEEN DENSITY & VOLUME.
Eg. SHIP SHAPE V/L SAILED FROM PORT A WITH DENSITY 1.000 TO PORT B WITH
DENSITY 1.025 FWA 200MM .OLD DRAFT 7.0mtrs so the new draft will
decrease to 7.0 mt - FWA 200MM ( 20CM, 0.2mt )
7 - 0.2 = 6.8 mt ( NEW DRAFT )
EFFECT OF DENSITY ON VOLUME & DISPLACEMENT
• EXAMPLE
SHIP SHAPE V/L SAILED FROM PORT A WITH DENSITY 1.025 TO PORT B WITH
DENSITY 1.015 FWA 200MM .OLD DRAFT 7.0mtrs , DWA 200MM ,
CHAPTER 6
STATIC STABILITY
• HEELING ,
IS THE ANGLE OCCURES WHEN IN THE SHIP WHEN HEELS TO ONE SIDE DUE TO
EXTERNAL FORCES (WIND,WAVES)
• LIST,
IS THE ANGLE OCCURES IN THE SHIP WHEN HEELS TO ONE SIDE DUE TO
INTERNAL FORCES , LIST PORTSIDE OR LIST STRB SIDE.
( BALLAST,CARGO)
• TRIM,
IS THE DIFFRENCE BETWEEN THE FORWARD DRAFT & THE AFT DRAFT.
TRIM COULD BE BY FORE ( FORWARD DRAFT LARGER THAN AFT DRAFT)
10 M FORE - 8.0 M AFT = 2.0 M BY FORE ( TRIM )
TRIM COULD BE BY AFT ( AFT DRAFT LARGER THAN FORE DRAFT)
10 M FORE - 15 M AFT = 5.0 M BY AFT ( TRIM )
STATIC STABILITY
M
M
G
G
B B B
K K K
STATIC STABILITY
• KM = KG + GM
• KM = KB + BM
• KG = KB + BG
• KG = KM - GM
• GM = KM - KG
KB =
½ DRAFT , KG = ½ DEPTHKB = ½ DRAFT , KG = ½ DEPTH
• KB = ½ DRAFT , KG = ½ DEPTH
CENTRE OF BOUYANCY
ALWAYS MOVES TO THE HEELED SIDE TO BE CENTERED IN ½ THE UNDER
WATER VOLUME
STATIC STABILITY
• KG DEFINED AS THE HEIGHT BETWEEN THE KEEL & CENTRE OF GRAVITY
• KM DEFINED AS THE HEIGHT BETWEEN THE KEEL & METACENTRE .THE HEIGHT
OF METACENTRE
• GM DEFINED AS THE HEIGHT BETWEEN CENTRE OF GRAVITY & METACENTRE .
CALLED ( METACENTRIC HEIGHT)•
GM COULD BE +VE ( G BELOW M ) STABLE SHIP
GM COULD BE -VE ( G ABOVE M ) UNSTABLE SHIP
M• G•
W G• M• L
+ VEGM -VE GM
STATIC STABILITY
• METACENTRE POINT
DEFINED AS THE POINT THAT EXISTS WHEN THE SHIP HEELS OR LISTS TO A SIDE ,
THIS POINT OCCURS WHEN THE LINE OF BOUYANCY THAT ACTS UPWARD
INTERSECT WITH THE CENTRE LINE.
M
W G
L
B
• B’
K
W
STATIC STABILITY
EQUILIBRIUM
• STABLE SHIP
STABLE SHIP MEANS THAT THE SHIP HAS A +VE GM . AND WHEN HEELS OR LISTS
A RIGHTING LEVER APPEARS , THE LEVER HAS A MOMENT TO RIGHTEN THE SHIP
& BRINGS HER BACK TO THE UPRIGHT CONDOTION . THE STATICAL RIGHTENING
MOMENT IS THE SUM OF THE RIGHTENIG LEVER & THE SHIPS DISPLACEMENT.
M • M
•
G •
G • Z
B • B• B’
k
K
w
W
STATICAL RIGHTENING MOMENT = GZ * DISPLACEMENT
A COUPLING IS SET TO BRING THE SHIP BACK TO UP RIGHT CONDOTION
STATIC STABILITY
UNSTABLE SHIP
• UNSTABLE SHIP
MEANS THAT THE SHIP HAS A -VE GM ,THERFORE A CAPSIZING LEVER WILL
APPEARS ,WITH THE SHIP’S DISPLACEMENT A CAPSIZING MOMENT OCCURES;
WHICH HEELS THE SHIP EVEN MORE TO THE HEELED OR THE LISTED SIDE.
- RM = - GZ * ∆
STATIC STABILITY
UNSTABLE SHIP
• UNSTABLE SHIP B
B
B Z G
G•
M• W Z• • G
M•
B•
B• B’
K K
W W
B B
B
M G G • M
W
THE
B B • • B’
K K
W W
STATIC STABILITY
TENDER & STIFF SHIPS
• TENDER SHIP
A SHIP SAID TO BE TENDER WHEN SHE
M
HAS A
SMALL GM , G
WHEN SHE HEELS
GZ SMALL
CONSEQUNTLY
K
STATICAL RIGHTENING MOMENT IS ALSO SMALL.
THERFORE
PERIOD OF ROLLING IS LONG
EXAMPLE : PASSENGER SHIPS , CARGO SHIPS
STATIC STABILITY
TENDER & STIFF SHIPS
• STIFF SHIP
A SHIP SAID TO BE STIFF WHEN SHE
M
HAS A
LARGE GM ,
WHEN SHE HEELS G
GZ LARGE
CONSEQUNTLY
STATICAL RIGHTENING MOMENT IS ALSO LARGE.
THERFORE
K
PERIODE OF ROLLING IS SHORT
EXAMPLE : WAR SHIPS
STATIC STABILITY
ANGLE OF LOLL
• ANGLE OF LOLL
THE ANGLE THAT APPEARS WHEN THE SHIP HEELS TO A SIDE WHILE THE SHIP HAS
A –VE GM . A CAPSIZING MOMENT CREATED INCREASES THE HEELING ,
WE NOTICE THAT THE SHIP AT THE ANGLE OF LOLL , HAS NO GZ, NO GM, NO
MOMENT AT ALL.AS A RESULT THE SHIP STAYES ON THIS CONDITION ( HEELED)
STATIC STABILITY
ANGLE OF LOLL
IF THE SHIP HEELED MORE CAUSE OF ANY REASON (WIND), THE CENTRE
OF BOUYANCY B MOVES FAR FURTHER AWAY IN THE HEELED SIDE, AS
A RESULT B IS NO MORE ACTING BELOW THE SAME LINE OF GRAVITY,
AND
WIND
G • •Z
B• B’
RIGHTENING MOMENT
•
Fig. 3
W
STATIC STABILITY
CORRECTING ANGLE OF LOLL
INORDER TO CORRECT < OF LOLL WE MUST LOWER THE G
BELOW M , PUTTING INTO CONSIDERATION THE SEQUENCE.
1. FILLING THE ½ FULL BALLAST TANKS ( TO REMOVE FREE SURFACE)
2. LOWERING DOWN ANY UPPER LOADS ( CRANES , TOPSIDES TODOUBLE
BOTTOM TANKS)
3. FILLING THE D.B TANKS IN THE HEELED SIDE
4. THEN FILL THE D.B TANKS IN THE OTHER SIDE TO THE HEELED SIDE & THAT
SHOULD BE GRADUALLY.
WHY THE HEELED SIDE FIREST ?
AS FILLING THE TANKS IN THE HEELED SIDE THE G WILL MOVE UP SLOWLY
&INCREASING LOLL ANGLE ;DUE TO FREE SURFACS ,BUT EVENTUALLY AFTER A
WHILE THE G STARTS TO MOVE DOWN ,ANGLE OF LOLL STARTS TO BE REDUCED
GRADUALLY ,UNTILL IT DISAPPEARS . G RETURNS BELOW M TO THE + VE
CONDITION CREATING A RIGHTENING MOMENT, MAKES THE SHIP BACK TO THE
UPRIGHT CONDITION.
STATIC STABILITY
CORRECTING ANGLE OF LOLL
• IF WE STARTS FILLING D.B TANKS IN THE HIGH SIDE , THE TANKS GETS
FILLED GRADUALLY ,AND OFCOARSE FREE SURFACE WILL MAKES THE G
MOVES MORE UP ,INCREASING THE HEEL;& ANGLE OF LOLL ; EVENTUALLY
THE FREE SURFACE EFFECT STARTS TO DISAPPEAR & THE SHIP STARTS TO
BE ADJUSTED & RETURNS TO THE UPRIGHT CONDITION CAUSE THE G
STARTS TO MOVE DOWN ,ANGLE OF LOLL DECREASES GRADUALLY , &
THEN DISAPPEARS , & G TURNS TO BE BELOW THE M (+VE GM),A
RIGHTENING MOMENT IS CREATED BUT VERY STRONG ONE.
CHAPTER
FINAL KG
• ANY SHIP DURING LOADING / DISCHARGING CARGO; THE CENTRE OF GRAVITY G
STARTS TO MOVE EITHER TOWARD OR AWAY FROM THE CENTRE OF GRAVITY g OF
THE WEIGHTS LOADED / DISCHARGED .
G’ g
G G
G’
» g
K K
Fig. 1 Fig.2
FINAL KG
• ACCORDING TO THE ILLUSTRATION , WE DISCOVER THAT THE G OF THE SHIP
KEEPS MOVING UP AND DOWN WITH THE g OF THE WEIGHTS LOADED
/DISCHARGED ,UNTILL IT IS SET IN A FINAL POSITION AFTER FINISHING THE
LOADING/DISCHARGING PROCESS.
FINAL GMGM
FINAL = KM
= KM- -FINAL
FINAL KG
KG
FINAL KG
• INORDER TO GET THE FINAL KG , EVERY WEIGHT HAS ITS Kg , THE G MOVES BY THE EFFECT OF
THE MOMENT OCCURRED FROM THE Kg & w ,TILL G STOPS AT A FINAL POSITION ( KG )
M
Final G’M
200 T G’
INITIAL GM
g 10m (kg)
G
FINAL KG
5m (kg) Initial KG
k K k
GZ CURVES
CHAPTER
GZ CURVES
• GZ IS THE LEVER THAT OCCURES WHEN THE SHIP HEELS ,THE GZ LEVER IS
RESPONSIBLE FOR RETURNING THE SHIP BACK TO THE UP RIGHT CONDITION.
• THE LENGTH OF GZ LEVER DEPENDS ON TWO PARAMETERS ,
GM & ANGLE OF HEEL.Ѳ
GZ = GM * SIN Ѳ
M B’
Ѳ
M
heel •
G ••Z
B B’
G Z
K
GZ CURVES
GM
• AS THE Ѳ INCREASES , GZ INCREASE TILL REACHES THE MAX THEN DROP DOWN AGAIN TO
REACH THE VANISHING ANGLE.
• THE RED LINE CALLED ARCHI . LINE ,FROM THIS LINE WE GET THE INITIAL GM OF THE SHIP. FROM
Ѳ 57.3 ⁰ EXTEND UP A LINE TO CUT THE ARCHI .LINE AT A POINT. FROM THIS POINT WE EXTEND
A HORIZONTAL LINE TO READ THE GM, ON THE GZ SCALE .THE ARCHI LINE DRAWN AS A
TANGENT FROM 0 AND SLOPE OF THE CURVE AS SHOWN BELOW.
4 3.9m Ѳ 40⁰
Max GZ Max GZ
3
GZ ARCHI LINE
2
GM 1.1 m
1 Vanishing angle
91 ⁰
10 20 30 40 50 60 70 80 90
0 57.3
GZ CURVES
STABLE SHIP
• MAX GZ = 4.0 m AT Ѳ 39.0⁰ RANGE OF STABILITY = 0—90 ⁰
• INITIAL GM = 1.3 m AT Ѳ 57.3⁰ VANISHING ANGLE = 90⁰
GZ
2 GM
1.3
GM
1
0
10 20 30 40 50 57,3 60 70 80 90
GZ CURVES
STATICAL MOMENT
• IF THE SHIP DISPLACEMENT = 5000T THE MOMENT AT 25⁰ WOULD BE
• GZ * W = MOMENT
3.0 * 5000 = 15000 Tm ( at 25⁰ )
GZ
GM
1
10 20 25 30 40 50 57,3 60 70 80 90
GZ CURVES
UNSTABLE SHIP
GZ RANGE OF STABILITY 17 ⁰--- 83⁰ Ѳ LOLL 17⁰
MAX GZ 3.8m at Ѳ 43⁰ VANISHING Ѳ 83⁰
4.0 MAX GZ AT 43⁰
UNSTABLE SHIP –VE GZ CURVE
3
GZ
2
< LOLL
1
0
10 20 30 40 50 60 70 80 90
-1 Ѳ LOLL 43⁰ 83⁰
17⁰
-2
RANGE OF UNSTABILITY 0⁰ --- 17⁰
GZ CURVES
UNSTABLE SHIP
GZ UNSTABLE SHIP -VE GZ
4_
RANGE OF UNSTABILITY 0⁰--- 22⁰
RANGE OF STABILITY 22⁰ -- 92⁰
INITIAL GM - 3 m
3_
2_
1_ Ѳ LOLL
22⁰
57.3
0 | | | | | | | | | |
-1 10 20 30 40 50 60 70 80 90 100
-2
-3 GM – 3m
FREE SURFACE
CHAPTER 7
FREE SURFACE
• FREE SURFACE
IS DEFINED AS THE SURFACE THAT CAN MOVE FREELY FROM ONE SIDE TO
ANOTHER FREELY , EXAMPLE A TANK ½ FULL OF BALLAST .
THE FREE SURFACE HAS A NEGATIVE EFFECT OVER THE SHIP’S STABLE CONDITION,
MORE CLEARLY THE FREE SURFACE LEADS TO LOSS IN THE G M , WHICH MEANS
THAT IT COULD REDUCES THE GM TO THE EXTENT OF CONVERTING THE +VE GM
THE RIGHTENING MOMENT IS AFFECTED FROM THE FREE SURFACE ,AS THE G
MOVES HORIZONTALLY TO G’ & PARALLEL TO g g1 , THAT MEANS THE GZ WILL
BE REDUCED TO G’Z AND CONSEQUENTLY THE RIGHTENING MOMENT WILL ALSO
BE REDUCED . RM = GZ * W
IN PRESENCE OF FREE SURFACE ,THE EFFECT RM = G’Z *W
d d
2OO 3OO
3OO
1OO
100 5O
Fig .1
•AS THE Fig . 1 SHOWS, EVERY WEIGHT IS FAR FROM THE CENTRE BY ‘d ‘ ,
INORDER TO KNOW WHICH SIDE IS HEAVIER AND LEADS THE BALANCE TO
LEAN ,WE SHOULD GET THE TOTAL MOMENT PORT & TOTAL MOMENT
STRB ,
MOMENT = W * D
TRANSVERSE STABILITY
LIST
• The SHIP LIST IS VERY SIMILLAR TO THE LAST EXAMPLE CONCEPT.
PORT STB
100 50
d d
200 200
150 d d
d d 150
50
d 300
300 d 100
d d
SO ,EACH WEIGHT IN THE SHIP IS FAR FROM THE CENTRE LINE BY DISTANCE
“d”
The SHIP WILL LEAN TO ONE SIDE ACCORDING TO THE MOMENT OF EACH
SIDE.
MOMENT = W * D
TRANSVERSE STABILITY
LIST
• A DEEPER VIEW TOWARD THE EFFECT OVER THE SHIP’S STBILITY “GM”
THE G MOVES TO THE WEIGHT g B
FINALLY THE SHIP’S G
GETS OUT OF THE CENTRE
LINE TO THE SIDE WHICH
M
HAS THE BIGGER MOMENT;
AS A RESULT THE SHIP LEANS
Ѳ
TO THAT SIDE, & STOPS WHEN THE B’
COMES JUST UNDER THE G’ ,AND ACTS
G G’
ON THE SAME LINE OF WORK. B
B’
SO THE SHIP’S G , SETTELED AT G’ ,
K
TAN Ѳ = GG ‘
GM
M W
Ѳ IS THE LISTING ANGLE Ѳ
G G’
TRANSVERSE STABILITY
LIST
w D ( gg’) Moment Moment
Distance from centre line port Strb
50 10 500
200 20 4000
150 10 1500
300 5 1500
100 5 500
100 10 1000
200 5 1000
150 10 1500
50 5 250
300 10 3000
1600 6750 8000
1600ton FINAL GG’ 1250 strb
TRANSVERSE STABILITY
LIST
• LISTING MOMENT = 1250 STRB
• TOTAL WEIGHT = 1600 TON
8⁰
TAN Ѳ = GG’ 0.781 = 8⁰ strb
GM 5.50 5.5
G G’
0.781
LONGITUDINAL STABILITY
TRIM
CHAPTER
LONGITUDINAL STABILITY
TRIM
• TRIM IS THE DIFFERENCE BETWEEN THE AFT DRAFT & THE FORE DRAFT. TRIM
COULD BE BY AFT OR BY FORE.
• IF THE FOR & AFT DRAFT WERE EQUAL & HAD NO DIFFERENCE ,THEN THE SHIP
SAID TO BE ON AN EVEN KEEL.
LBP
L2 L1
ф
• IF ANY LOADS ADDED OR REMOVED FROM THE SHIP ,THERE WILL BE AN EFFECT
ON THE SHIPS DRAFTS & CONSEQUENTLY ON THE TRIM.
• THE LOADS WILL CHANGE THE DRAFTS AFT & FORE BY THE SAME VALUE,THAT
ONLY HAPPENS IF THE CENTRE OF FLOATATION IS AMIDSHIP,IF NOT ,THE CHANGE
WILL DEPEND ON THE CHANGE IN TRIM OCCURRED.& L1 ,L2 & L.
L
LBP
L2 L1
ф
DRAFT
DRAFT
FORE
CF AFT
LONGITUDINAL STABILITY
TRIM
• WHEN A LOAD IS ADDED ,THE G WILL MOVE TOWARD THE g of the weight,making
THE SHIP TO LEAN FORWARD .THE SHIP STOPS LEANING FORWARD ONCE B
MOVES & REACH JUST BELOW THE G’ , WHICH MEANS BOTH G ‘& B’ ACTS AGAIN
ON THE SAME LINE OF WORK. THE FINAL GG’ ( DISTANCE BETWEEN G &G’) COULD
BE CALCULATED FROM THE FINAL MOMENTS OF THE WEIGHTS & TOTAL WEIGHTS.
GML
ф
G’ G
W
B’ B
LONGITUDINAL STABILITY
TRIM
• CENTRE OF FLOATATION IS THE CENTRE WHERE THE LINES OF WATER
INTERSECTS . THE SHIP TRIM LONGITUDINALY AROUND THIS POINT. THE DRAFT
AT THIS POINT IS CONSTANT.
LBP
L2 L1
ф NEW
NEW CF DRAFT
AFT
DRAFT
FORE
LONGITUDINAL STABILITY
TRIM
• IF A LOAD IS ADDED AFT ,THE SHIPS DRAFT AFT WILL BE INCREASED WHILE THE
SHIPS DRAFT FORE DECREASES, AS SHOWN IN THE fig. 1 BELOW. THE EFFECT OF
THE WEIGHT OVER THE SHIP’S TRIM COMES FROM THE MOMENT IT MAKES.
• TRIMMING MOMENT IS THE MOMENT TO CHANGE THE SHIP’S TRIM ,& IT IS THE
SUM OF THE W & DISTANCE OF W FROM CF.
• trimming moment = _w * d MEASURED IN TON METER
W
LBP
L2 L1
ф W NEW
NEW CF d DRAFT
AFT
DRAFT
FORE Fig.1
LONGITUDINAL STABILITY
TRIM
• TRIMMING MOMENT = w * d MEASURED IN TON METER
W
MCTC : IS THE MOMENT THAT CHANGE THE TRIM BY 1 CM .
CHANGE OF TRIM IS THE TOTAL CHANGE IN THE SHIPS TRIM FROM THE RATIO
BETWEEN THE MOMENTS OCCURRED & THE MCTC.
MEASURED IN CM = TRIMMING MOMENT
MCTC
LBP
L2 L1
ф W NEW
NEW CF d DRAFT
AFT
DRAFT
FORE Fig.1
LONGITUDINAL STABILITY
TRIM
• THE TOTAL CHANGE IN TRIM IN CM ,WILL BE DISTRIBUTED BETWEEN THE DRAFTS
FORE & AFT. IF THE CF OF THE SHIP IS COINSIDE WITH THE MID SHIP POINT ,THE
CHANGE IN TRIM WILL BE DIVIDED EQUALLY ON BOTH DRAFTS.
• EXAMPLE . CHANGE IN TRIM = 6 CM CF MID SHIP
• SO DRAFT AFT = +3 CM DRAFT FORE = - 3 CM
LBP
L2 L1
ф
W
CF d
Fig.1
LONGITUDINAL STABILITY
TRIM
• THE TOTAL CHANGE IN TRIM IN CM ,WILL BE DISTRIBUTED BETWEEN THE DRAFTS
FORE & AFT. IF THE CF OF THE SHIP IS NOT IN THE MID ,THE CHANGE IN TRIM
WILL BE DISTRIBUTED BETWEEN THE DRAFTS BY THE FOLLOWING.
• DRAFT FORE = L2 * CHANGE OF TRIM (L2 DIST FROM CF TO FORE B )
L ( L1 DIST FROM CF TO AFT B )
DRAFT AFT = L1_ * CHANGE OF TRIM ( L IS THE LBP )
L
L
L2 L1
ф W NEW
NEW CF d DRAFT
AFT
DRAFT
FORE Fig.1
LONGITUDINAL STABILITY
TRIM
THE ADDED /DISCHARGED WEIGHT ALSO HAS AN EFFECT OVER THE SHIP , THE EFFECT
APPEARS OVER THE SHIPS MEAN DRAFT CALLED BODILY SINKAGE/RISE ,THIS
CHANGE ADDED OR REMOVED TO BOTH DRAFTS FORE & AFT.
IF A WEIGHT ADDED THE EFFECT CALLED BODILY SINKAGE = _W _
IF A WEIGHT DISCH. THE EFFECT CALLED BODILY RISE TPC
L
L2 L1
ф W NEW
NEW CF d DRAFT
AFT
DRAFT
FORE Fig.1