ADVANCED TRIM, STABILITY, AND STRESS

(COURSE TITLE)

SEAM 6
(COURSE CODE)

3RD SEM / A. Y 2021-2022

(TERM/ ACADEMIC YEAR)

MODULE 7
(MODULE NUMBER)

CAPT. EMED P. GOZOS

(COURSE INSTRUCTOR)

TO BE CODE BY QMO
(DOCUMENT CODE)
COURSE DESCRIPTION

This course covers the knowledge and understanding of

fundamental principles of ship construction, the theories and
factors affecting trim and stability, the measures necessary to
preserve trim and stability, the effect on trim and stability of a
ship in the event of damage and consequent flooding of a
compartment, the countermeasures to be taken, and the IMO
recommendations concerning ship stability. Advanced Trim,
Stability and Stress Course 1 is all about Explaining the
importance of maintaining stability during loading, unloading
and in-transit in various conditions.
Continuation of COURSE DESCRIPTION
Course 2 is all about calculating 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.This course aims
to provide students with necessary Knowledge, Understanding
and Proficiency in preparation for Controlling trim, stability, and
stress at Management level competency. The competency level
covered in this course is in accordance with the Table A-II/2:
Function 3: Controlling the operation of the ship and care for
persons on board at the management level; Competence-1:
Control trim, stability, and stress;
COURSE OUTCOME

At the end of the module, you should be able to :

CO1: Explain the importance of maintaining stability
during loading, unloading and in-transit in various
conditions
MODULE 5

 Dynamical Stability
INTRODUCTION/OVERVIEW OF THE
MODULE

 This module is designed to acquaint all cadets

regarding calculations of areas and volumes
INTRODUCTION/OVERVIEW OF THE
MODULE
 The learning outcome is likewise included at the
beginning of each discussion, so that the students
are aware of what they are going to achieve at the
end of topic.
INTRODUCTION/OVERVIEW OF THE
MODULE

 The materials presented here are directly related to

the syllabus and the students should bear in mind
that this module will serve as their guide only.
 Students are highly encouraged to obtain a copy of
the recommended text and references for a more
detailed study and broader understanding.
LEARNING
OUTCOMES 1.10

At the end of this session, the student will

be able to:
• Explain the dynamical stability at a given angle of heel
 DYNAMICAL STABILITY

 The energy which a vessel possesses to right herself due to the work performed
in inclining her.
 It is the ship's ability to resist external heeling forces. Prior to launching any
ship, it’s Dynamic Stability has been tested, understanding these Dynamic
Stability curves is very important.
 The curve, called the Righting Moment curve, begins as the Righting Arm
curve. A righting moment is simply a force (WF) acting through some
distance (GZ). Since displacement remains constant through all angles of
heel, the Righting Moment curve retains the same shape as the Righting
Arm curve. The vertical scale is changed by a factor of displacement.
 The area under this curve is the
Righting Energy the ship
possesses, or the ship’s ability to
right itself. Heeling Moment
curves can be projected onto this
curve to determine the maximum
beam winds and seas the ship can
withstand. A beam wind curve
looks very similar to the cosine
correction curve because the
ship’s surface area (or sail area)
decreases when the vessel is
inclined.
 ANGLE OF SEMI-PERMANENT HEEL (C)-
Angle to which the ship will heel with a constant
beam wind.
 ANGLE OF MAXIMUM ROLL (D)-The largest
angle to which the ship will roll in the case of an
instantaneous beam wind.
 AREA A-Area where the Heeling Moment is
greater than the Righting Moment. (Energy that the
wind has, but the ship does not)
 AREA B-Area where the Righting Moment is
greater than the Heeling Moment. (Energy that the
ship has, but the wind does not)
 RESERVE DYNAMIC STABILITY-Righting
Energy which enables the ship to withstand any
additional heeling moments.
 When a ship is exposed to heeling moments
(100 kts beam wind) the ship inclines. If the
heeling energy is imparted instantaneously,
the ship must be able to overcome that
energy, or it will capsize. The ship will roll
over to the angle of maximum roll, then
right itself to where the righting moment
equals the heeling moment (angle of semi-
permanent heel). If the wind stays constant
(e.g. 100 kts), the ship remains at this angle
of heel. Reserve Dynamic Stability is
"leftover" righting energy which allows the
ship to overcome any additional heeling
forces (usually there will be some sea state
with 100 kts of wind.)
Example of causes of dynamic stability:
 Crane ops
 Wind
 Personnel crowding
 Rudder @ high speed
 Imagine the figure as a ceiling and a spring that is being held by
the ceiling. In the first figure, it is only the spring attached to a
ceiling, and the spring find its equilibrium per se. In that
illustration, we will consider the end of the spring to be the
initial condition of the ship. If we add mass to that, as shown in
2nd illustration, there will be some force of gravity playing down
that of spring. This makes the spring displaced a little bit more
until the force will pull up on the spring is the same as force of
gravity down on the mass. If we apply slowly the force on the
spring, it will slowly extend downwards until the force of the
spring equals the force of gravity. Now, we will attach the same
thing (same mass) to the spring and release that immediately as
shown on the 3rd figure. Instead of it going to equilibrium point,
it’s going to extend and pass the equilibrium point and even
going lower. And because it goes lower, the force of gravity is
not as much as the force exerted by the spring. This will cause
oscillating of the spring and the mass itself is going to be
dissipating with the shear forces of the spring as well as drag
forces. Eventually, overtime, it will be even out in some
equilibrium point.
 To relate that on ship, that full
displacement of the spring when the
weight was attached and immediately
release, and the farthest it will go, that
will be the ANGLE OF MAXIMUM
ROLL, considering the external forces
that affect the ship. And the
equilibrium point that the ship
eventually even out to, that’s going to
be the ANGLE OF SEMI-
PERMANENT HEEL or ANGLE OF
HEEL.

 The red line in figure is like a cosine
correction curve, but here it is the
INCLINING MOMENT CURVE or
INCLINING ARM CURVE. The blue
curve here is the righting arm curve,
and that is all the righting arms and all
the energy that’s trying to right the
ship back to even keel. The inclining
arm is that everything that push-over
the ship to 90 degrees to capsize her.
 Now, how can we tell that the ship is
going to survive the inclining event in
this illustration?
 “A” is the triangle where the inclining
moment is greater than righting moment
(B). “A” is the bad energy or inclining
energy that tries to capsize the vessel while
B is the good energy that tries to right the
ship. And we know that the ship will
continue inclining over and over until it hit
C. “A” area is where the inclining moment
or inclining energy is greater than the
righting energy. Everything where the
righting energy and the righting arm is
greater than the inclining energy or arm, is
the RESERVE DYNAMIC STABILITY.
So, B and E is basically the ship’s ability
to withstand anything that comes from A.
 B is bounded by full-load curve and
inclining energy curve, where the full-
load is greater than the inclining. B is
defined as the same exact area of A.
The third boundary to it is called the
ANGLE OF MAXIMUM ROLL (D).
In the spring-mass-damper sample, D
would be the most extreme displaced
of the spring after adding a mass and
immediately release it. After the spring
oscillated, and dissipated all the
energy, it will stay in its equilibrium
point. On the ship and water where she
is, it is the waves on the ship’s side
that dissipate the energy.
 After all the dissipation, it will settle in
equilibrium point or C. So, if the vessel was
hit by a wind, the inclining will pass the
equilibrium point (ANGLE OF SEMI-
PERMANENT HEEL), all the way to point D
(ANGLE OF MAXIMUM ROLL), where the
ship has the same amount of energy pushing it
back as the wind did pushing the vessel to
heel. The vessel will incline from 0 degrees all
the way to a certain degrees (D), and then will
oscillate back, but it will not go all the way to
0 degrees because there is still coming from
the inclining energy, and energy is being
dissipated and making the waves. It will
oscillate back and forth until eventually it
evens out in C.
 Now, let’s say that the wind increased
as shown in the figure.
 As you see in the figure, the ANGLE OF
SEMI-PERMANENT HEEL increased
because we now have stronger wind that
caused the ship to heel further. Then we have
to account all the additional energy. Now, the
A has increased, thus we have to match it or
make it equal to B. This will result to increase
of D. The E will now decrease that results to
decreased of RESERVE DYNAMICAL
STABILITY, and that is the only remaining
resistance the ship has in order to further
combat more serious events. The reserve
dynamical stability becomes less and less in
this case.
 Take note also that the ANGLE OF SEMI-
PERMANENT HEEL (C) is always less than
the ANGLE OF MAXIMUM ROLL (D).
 Dynamical stability = W x Area under the
stability curve
THANK YOU!