DEFI\ITION

PERTAINING TO HYDROSTATIC PARTICULAR5

.-.!iil of a substance is its mass per unit volume, normally expressed : :-.:...sper cubic metre in ship calculations. :: ::i|e Density of a substance is thc ratio between the densit\- of that - .':'ie and the densit)' of fresh rvater. .:lecement of the ship is the weight of the ship and its contents or ?iqht of water displaced b)' the ship in tl.Iat condition. .:.iacement = Underwater volume of the ship x thc density oI the rn,ater in which she is floating. - uld be noted that the volume of displacement is the underwater .:rrr of thc ship. When a ship proceeclsfrofr water of one dcnsitv ::cr of another density, the volume of displacement ciranges,whereas ,r:splacement remains unchanged. ::.:rostatic Dlaft Or True Mean Draft is the dra{t at the centreof floatation. :r the ship is on an even keel, thc drafts forward and a{t, the mean . n ( l t h e h ] J r o s t d t r cd r d l t a r e a l l t h e r a m r ' . . a (Tonnes per centimetre Immersion) at any dralt is the weight in ::i hhich should be loaded or discharged to change the vessels mean .: l.\' one centimetre, in saitwater.

TPC

1.025x Area of ship's water plane 100

\ICTC or MCT 1cm (Moment To Change Trim By One Centimetle) - ::-.! moment required to change the toial trim of the vessci bv one
:_::t]cffe. W X GN{L

MCTC

100rL

--5 icentre of Buoyancy) is the geonetric centre of the underwatcr volume ::re ship. The entire buoyancy provided bv the displaced l\,atcr mav -,.nsic1eredto act vertically upwards through this point. --B (Longitudinal Centre of Buoyancy) is the longitudinal separation ..rn the After Perpendicular and the cenke of buoyancv. .r.d the ccntre of buoyancy.

' . a B (\rertical Centre of Buoyancy) is the vertical separation beti-ccn the

CF (Centre of Floatation) is the centroid of the sirip's watcr plane area. LCF (Longitudinal Centre of Floatation) is the longitutlinal scparation
L..,.,er, 'l ,. Aji-trrr,,rr,lirr':. J th, Ce'tr. ,,i llnat.rLior,

M (Transverse Metacentre)is the point of intcr'sectior the lertic;rl lines of through the Centresol BuovancLin the upright conelitionancl ihe rerhcal linc through the ccntre of Buovanc,, h slightlf inclinecl conclitiurr. KM is ihe rertical separ.liion lnetacentre. bet('ccn thc kccl and the transverse M, (LongituclinalNletacentre) ihe poinf oi intersectionoI lhc Yerticai is line thloullir ihe Cenhe of Buovar\c! in thc cvcn kccl conclition anri tl'rc vertical linc through thc Ccntre of Buortrnc,vin a slighth' trimmccl c(mciitior. KML js the |ertical separation bet\\,e{:n the keel and ihe iongituclin;rl
lnelaa-ar1rac.

GM (N{etacentri. Height) is thc vcltical scparation betlvecn the centre c.i

"r.,r r .,n,1 rl., .,''.-' c".e nrr''.(ntr(

\OT}-: In stabilitv calculations in various text books, the different l.','cLostaiicparticulars like TPC, lllCTC, LCF, KIVI etc. are assu!1e(l collsiant .iespjte change in dlsplacement/diaft, to facilitate easier solutjon. This .issrnlption is incouect and cannot be usecl $'hile pracLicalh, c.rlculating stabilitl/trim on boarrl slrips. it i11r.rst therefore, be borne in mincl that .rll thc h|clrostaticfarticulars of tire ship .hatlge w,ith draft/clisplacement. 'IiIe .alcuLrtionsii this book havc taken this important fact into.iccouilt. if :iroui,-l also L,.enoteJ that though the .lisplacenent rcmains unchanged, icr sornc of thc h\'clrostatic palticulals ci1ange lvith densit)' of u'atcr in ir'ficir the ship is floating. Even u'hen the densitv ar-rdthe clisplacement 'rli. con-ctant,some of thcrn likc KNI also change with HEEI- and TRIN.I, .rs the sllap-e of rraterplane alters r.r'hen these parameters change. This Iact has bcr:n takcn into considcration problems on LIST/HEEL, t'here in ::r. \'alue oi KN'l is assumed constant onh for very sma1l angles ot heel.

DETERMINATION OF HYDROSTATIC PARTICULARS

Displacement H1'droslatic TPC MCIC Draft %{3 9540 ? 9788 440 5.00 0.2 ,1.&) n.9 M5.1

LCF VCB KM

K1\4,

73.0t872.974 2.5769.032 257.3

22.08166.8 73.01672.9-17 2.6848.890247.7 0.09 1.1 0.002 0.057 . 1 0 8 . 1 J 2 9.6 0 0

For diff. in dispiacementof 440 t diff. in \drostatic

draft = 0.2 m

For cliff. in displacemcnt of (9540 - 9348) = 192 r diff. in hvdrostatic clraft.

Interpolating as above, we have:diff. in 0.2t 192 = 0.087 H1'd.draft = 4.80+ 0.087 4.887nt H)'drostatic =
draft diff. in TPC 0.09x 192

-a0

= 0.039 Trc

= 21.99 0.039 = 2zn9 t +

'1.1'< 192 diff. in MCTC = 440 diff. in LCB =

= 0.611 MCTC = 165..1+ 0.611 = 16r'J711 t

x 0.002 192 = 0.001 LCB ,140 x 0.O57 192 = 0.025 LCF 440 x 0.108 192 = 0.047 vcB 440
II

= 73.0180.001=73.017nt -

ciiff. in LCF

= 72.9470.025: 72.919 m

diff . in VCB =

= 2.576+ 0.017 = 2.623 m

diif. in Klt I

0.112r 192 -l{0 9.6 x 192 4.10

0.062 KM = 9.032 4.062 : 8.970 tt

diff. in KNI,

4.189 KM, = 257.3 1.189= 253.11'1 nl

H\.drostatic Displacement TI{ Dratl: 7.60 7.66? 7.80 0.20 16161 468 15693

MCTC LCB

LCF

VCB

K]VI KM,

23.29 191.8 72.690 70.979 4.0,10 8.238 178.9

23.41,191.6 72.641 74.780 4.1,11 8.240 176.6 0.12 2.8 0.0,19 0.1990.1040.002 2.3

Interpolating bet$.eenthe abole valuesiD i f f .i n . l r -' p . 468 r 0.06

l).2\)

= l l 0 . I D r s p . = 1 t b 9 ?+ 1 l l l . 4 : 1 5 8 3 3 . f 4

D i i f r r rl l t

0.12x 0.06
t,ltl

0 r l r o TPC

= 23.29 0.036 23.326 = + f

Dif i. in \ICTC =

2.8 x 0.0t1 = 0.8'l M C T C 1 ? 1 + 0 9 L l = f r 1 . 6 1 1 r t = 9 | /\l x 0.0.19 0.06 = 0.015 LCB = 7:690 - 0.015 72.675 ttr

Diff. in LCB

0.20

Diff. in T-CF :

x 0.199 0.06
o_

= 0.060 LCF

= 70.979 0.060- 70.919 kl

Diff. in VCB

x 0.10-1 U.06 - --1'ru.. -- = 0.03r VCB

= 1.0,10 0.031= 4.071111 +

tl

Di{f . in KM

= 9oo2'! 09 = o.oot KM
=
2.3x 0.05

= = 8.238 0.001 8.239 + nt

Diff. in Klvll

o2o

= 0.690 KM, = 178.9 0.690= 173210m

t3

DETERMINATION OF HYDROSTATIC PARTICULARS IN WATER OF DENSITIES OTHER THAN SALT WATER,

It shou](l be notecl that the hvdrostatic particulars supplied are for the vessel floating in salt i\iater. When the vessel is floating rn lvatel of any other dcnsity, some of the tabulated particulars u'ill alier as sho$,n below. DISPLACEMENT The clisplacement a particular clraft i.e. a particular ai varies directly as the underwatervolume obvicluslv densitv oi the water. THUS DISPLACEMENT I! DIRECTLY PROPORTIONAL TO DENSITY OF WATER. At a draft of 5.6 n.r in SW, the di.: (from the tables) = 11120 L, therefore Disp. in RD 1.015 = 11120x 1.015 = 710"1i lO25

TPC

F o r a n i m m e l s i o no f 1 c m , a t a particula: the volume of water displacecl rematns rr.: therefole tirc TPC (the weight of waler disp..: for 1 cm imrnersion) WOULD V A R Y D . i AS TIIE DENSITY OF THE WATER

1.015 = x TPC = 22.32 22.10 t lO%

MC-TC

Though the density of rvater KM. which is equal to KB the under\4'ater shape and as weil as the shape of the f o r a p a r t i c u l atrl r a | : r e m a i n s r . i . t u of the change in the densitv if the KG is unaltered, the the same. The ler.rgthof the line also remains unchangec expression, MCTC
I4

the only parameter that changes when the densit)' is altercd, is the displacement W, which varies directly as the density of water. Thus MCTC at a particular clraft VARIES DIRECTLY AS DISPLACEMENT i.e. DIRECTLY AS THE DENSITY. VCIL = I nlq 1710. -= -

T.UZ)

1 6 q 3 3m t

LCB

LCB depends on thc underh-ater volumc and its shap., u'hich ate unaltered. LCB = 72.992 n (UNCHANGED)

LCF

LCF depends on the shape of the water plane which

rcm:inc rrnrh:nop,-l

LCF

72.675tt

(UNCHANGED)

VCB

VCB depends on the shape of the unclerwater volunre, which remains unchanged. VCB = 2.998 rfl (UNCHANGED)

KM

KM = KB + BM, depends on the underwater volume and shape as weli as the shape of the vessel's\4,aterplane. Since these have not altered, KM = 8.578 l'' (UNCHANGED)

KM.

As stated for MCTC, the KML will remain unaltered. KM. = 223.s l'l (UNCHANGED)

l5

CALCULATION

OF HYDROSTATIC DRAFT FROM DRAFIS AND AFT

FORD

1 2. J.

For a vessel \,vith uo trim, the clrafts forcl and aft is thc rnean draft as r,vell as thc hvcirostatic clraft. For a vessel rvhich is trin-rmccl,obtain the arithmetical mcan draft. Determine thc position of LCF for this mean draft. Calculate the l{ydrostatic draft as belo\,\,: I-lyclrostatic draft = draft aft (1) correction, $'here Corrcction trimr LCF LBP

Notcr (i)

Corrcction is -r'c r.r'hen trimmed by the stcrn, +ve when trimmed L]y thc head, (ii) Corrcction is unaffcctedb\, densitv of water, in lvhich ship i5;lnnr;n*.

'l

Fro:r the h\.irosi.rtic tables,,rnv required hl clrostatic piuiiculars can L)c dr.tenr..r:',cJ .rg.rinstth. h|clrostatic draft.

KG BY MOMENTS AND

FINAL GM

ln considering a shiprs stabilitv, ihe GM is an important criterion. GM is the vcrtical separation between the centre oI gravity and thc transverse netaccntre of the ship, that is KM - KG. As indicated in the earlier problcms, the KM for any displacementis avaiiable lrom the hydrostatic tables. The KG of the vessel is usuallv obtained bv the principle of moments. Thc moments arc taken about the keel of the vessel. The vertical momcnt of the ship's displacement is obtailled as the product of the displacement and the KC (not thc KG corrected for lree surlace cfiect) Thereafter, such calculations may involve three opcrations, i.e loading, clischarging ancl shifting. Moments of u'eights loadecl are added and those of rveights discharged, subtracted. When a weight is shiftcd, the change in the moment about the keel is obtained as the product of the weight shifted and the \,ertical distancc through which it is shiftecl. This quantitv is added rvhen rr,cights are shifted upwards and subtlacted when weights are shilted downwards Final KC = Final Moment Final Displacement

Frcc surface of liquid in any compartment causes a virtual rise in th! centre of gravity ancl, therefore, a corresponding virtual loss in the G\l of the vessel. Therefore, this corrcction (FSC) is subtracted from GM (Solirl to obtain GM (Fluid). Conversely cM (Solid) can be obtained br- aclding the ISC to GM (Fluid). The FSC is customarily applied to the CM anu not to the KC.

FREE SURFACE CORRECTION As stated eariier, a virtual risc in thc CG and a consequent virtual loss of GM occurs whenever there is a flee sulface of liquid in anY compartment r r r t h , . h i p . l h i . l o s ' i . n o t P r e s e n li r l h c L a n k i s e i r h e r c o m p l ' l e l r fuli or complctelv emPty, as therc is no tree sLrrfaceof lilluid in either of the conclitions. ThL lirtual loss in GM is obtaincd bv the c\Presqion i x6t VAs \'Vhere i V 6t 5s = = = = moment of inertia of the frce sulface area undenvater volume of the shiP densit)' of iiquid in thc tank densitY of water in which the shiP is floating

and The numerator (i x 6t) is refcfred to as the Free Surface Moment th(' .lenominator (V r iis) is the disPlacernentof the ship. The denominatol water rn being the ship s displacement, is independent. of the densitl' ot lhe moments of inertia for the various tanks tn" snip is floating "'fli.iavailable on page 18 of the Booklet oi Trim and StabilitY particulars are of \1.V. 'HindshiP . The moment of inertia of each slack tank is multiPlied bi/ the dcnsitv total free of licluicl in that tank to obtain the free surlace moment The 19 oi surfaie moment dividecl b,v the disPlacement, as shown on page particular tl.r" ubou" booklet gives the virtual l'css in GM or FSC FoT a in u'hich thc Ji.ptu.",rr".,t, FSC is inclependent of the densitl' o{ water ship floais.

FORE & AFT SHIFT OF G

\\'hen finding moments about AP, moments of u,eights LOADED are ADDED :ntl rhose of weights DISCHARGED are SUBTRACTED. \l hen rveights are shifted in the fdre & aft direction, the moment of the sliitt is obtainecl as thc product of the wt. shi{ted and thc horizontal clistance through \\'hich it is shifted. The moment is ADDED if the rvt is shiftccl FORD and SUBTRACTFD if the \\,i is shifted AFT, on the same principle ,rs for moments of u'eights shifted vertically, u,hen consiclering moments .1bout lhe keel.
^/

ATHWARTSHIP SHIFT OF 'G' AND LIST

-L:' or1lv one weight is loacled, dischalged or shiftecl, the si-rift of G, iiG may be calculated by thc expreisions '= \\'x d l\."",'n n'x cl lor rvrd 1r rcsPectively, where W is thc original clis-

. :.-!nrcnt and w r.,'eight loadcd dischargccl or shiftccl For loacling _the '.r Jischarging d' is the athwartship distanic beth,eeng oi the wcight : -r G of the ship. ln the case of shifting, cl, is the athllartship Llrstaicc :.rgh \\'hich the \,\,eight is shiftetl. For an uprigllt ship, C is on the
'ir! llne.
i:ll

than one h,eight is in.,'olvecl, it h,ould be nlore convcnierlt . a l a u l a t cCG, bt' momcnts aboui the centre line.
lllote

'- rcsultant moncnt about the centre line obtained as thc ai!Jebraic sunr :Iarncnts to port and moments to starboarci, clivicled bv the final :alacement gives the athwartship GG,.

::,rm lhe figure it can be seen that the iist may be calculateci by the ,.rression GG, GN,l(Fluid)

tan 0 =

r-r abovc formula can be used without appreciable loss of accuracy for :n small angles of list only because,as ihe lists, her l^,trrer plane area ::.rnges causing a change in her KM anrl consequentll. her iM. Lists : iarger angles can be correctly determine<i bv piotting her heeling arm 'shown, rj:r'e ovcr her curve of statical stability, as iater.
't9

RIGHTING MOMENT

r': Righting Lcver GZ is the perpendicular distance between the ship,s :.tre of Gravity and the vertical line through the Centre of Buoyancy .:n inclined condition. . ltighting Moment or Moment of Statical Stability of a vessei at any ' : r of heel is the moment with which she tends to return to the original -: cht condition, when heeled to that angle by an exteinal force.

.:r| small angles o{ heel, GZ = GM x sin g :.:-ger angles of heel, GZ must be obtained as - .orrected KG x sin 0) :::-j Moment = W x GZ

':qlrting -Z

Moment

= = = =

W x GZ 0.262 m .19617 x 0.262 5139.65mt

for 100 heel in condition No. 4

: -':'-"iore Righting N{oment l:lhting Momeflt

RELATIONSHIP BETWEEN DENSITY, DRAFT & DISPLACEMENT 'Ihe

Student is advised to refer to definition of DisPlaccment,Volume of Displacement, Density and Relative Densitl', given earlier in this book a Everv bodY floating in a iluid, cllsplaces LAW OF FLOATATION: volumc of that fiuid equal in mass to the mass of that boci Thcrcfore, in the case of a ship, her Displacement = lVeight ot rvatcl clisplaced. Thc r,r,eightof an\. substance= It's volume x it's clensitv. Thus the lVeight of tirc ship : Volume of u'ater displaccd bl the ship x DensitY of thai \\'atet. lV=Vxd Whcn a ship proceeds from \\'ater of one densit) t(l \\'ater (ri another Llensit\',her displacementcloesnot altet. Thereforc from the above erprcssion it can be seen that W remaininfl constant,V, thc underwater vollrrne and if thcreforc the draft must ir-tcrease the density of t'ater dccreases,ancl if converselt'theunclenlatcrvolume anci the clraftmust clccrease the Llensltv increases. It shoulcl also be notecl that the displacement oI a shiP {loating at thc san-redraft in watcr of different densities, lvill not be thc same as thc unclelrvatet volumes would be the samc, but the dcnsities are tiilfelent Thc Fresl.rwaterAllou ance of a ship is the number of millimctres bi' rvhich thc rlean clraft of thc ship changcs when she proceecls{rom Salt Water to Flcsh Water or fron Fresh Water to Salt Water, when iloating .rt the Load $'ater line. Fl\iA (in mm)

.1TPC

Thc FIVA given in thc Load Line Ccrtificate is valicl onlt' for clralts coresponding; to \\'aterlines bctu'ccn W & TF marks. For clrafts less tharr \\'inter ciraft thc FWA for the concernecltlraft mav be calculatetl bv thc aboye expressionusing lV and TPC, both in salt lvater at that (lraft Dock lVater Allon'ancc foi clensities bctu'een those of FW ancl SW n-ray bc obtained bv simple proportion. Thus, Dock Water Allon'ance = in IIVA ' (Differcncc densitics) (1.025 1.000)

Calculations in this sectioll 1r1av also be clone using first principlcs of \'olume, densit\, ancl weight.

RIGHTING MOMENT USING KN VALUES

The student should recall that at very small angies of heel, GZ nrav be obtained as GM x sin 0. At larger angles oI heel, GZ must be obtained as KN - (Conected KG x sin 0)

As can be seen from the figure, GZ = PN = KN - KP = KN - (KG sin e) From thc Iigure, it appcars that GZ couid be obtained as GM sin 0 for ar-n' angle of hccl. It cannot be done in practice, as the GM changes rr,'ith thc angle of ireel. The changc in GM is caused, due to change i1'r thc positiorl oI N,I with heel. Sir.rcethis change is negligible for smal angles of heel, GM mav be consiclered constant at such angles of heel. Thc hvcirostatic table provides the KM for the upright condition onlt ancl not for different angles of heel, but the KN is available for various angles of hecl. Therefore GZ can be obtained vcry correctlv from the expres:iorr KN - (KG sin e), for anv angle of heel. The siability particulars provided on ships give KN values at clillerent clisplacementsat convenient intervals of heel_ For intermediatc values of Llisplacement antl heel, KN values mav be interpolatccl linearlv u,ithoui appreciablc loss of accuracv.

16

TRIM

TRIM - is the difference between the fold draft and the after draft CENTRE OF FLOATATION: (CF) is the centroid of the shiP's water Plane area. The ship trims about this Point. CALCULATION OF TRIM: Since the hydrostatic Particulais of the vessel are available, the trim of the vessel can be calculated accurately by the method explained belorl'. When a ship is in static equilibrium, the buoyancy provided by the disPlaced rvater is exictly equal to the ship's weight. When_the Centre of Bugyancv ancl the Centre of bravitl' are in the same vertical line, these forces produce no couple and tllerefore the ship is in static equilibrium at her present trim.

buo\ANcY

l,'?,----r

c,
Lut - Lt c)
H \{,:16, i-

When the centre of buoyancy and the centle of gravity are not in the same vertical line, as shown in the figure, these two equal and opposite forces set up a couple tending to trim the vessel The moment of this couple i.e. Trimming Moment, is obtained by the Product of one of the forces and the lever betrveen the forces i.e (LCB - LCG) x clisplacement. The Trimrning Moment divided by the MCTC gives the total trim of the ship in centimetres which is then divided by 100 to Sive the trim in metres, Thus Total trim 't' metres

(LCB- LCG)
MCTC x 100

x displacement

As can be seen flom the figure the trim obtained would be by the stern. If the LCB was less than LCG the above formula would result in a negative trim indicating trim by the head.

l8

-\'-

I
As shown in the above figure, the after trin would bear a ratio to the

tt LCF as the total trim bears to the iength of the ship, i.e. _--r^ - LCF
txLCF

LBP

tx(LBP-LCF) Similarly t, _ LBP Also tr

t

t - t" and vice versa/

NOTES TO CALCULATE TRIM OF VESSEL AFTER LOADING/DISCHARGING/SHIFTING

1.

same For a vessel $'ith no trim, ihe aiithmetical mean draft is the as the hJ'drostatic draft draft for a vessel $41ich is trimmed, obtain the arithmetical mean Determinc thc posiiion of LCF from AP, for this mean draft'

Caiculate the h,vdrostatic dralt as below: Hvclrostatic diaft = dralt Aft t

I rtm v Llt

correction, where the co{ection

LBP Note: Correction is -ve when trimmed b,v stern +ve $'hen kimmed bY head

3.
.1.

drafi; From the hvdrostatic tables, determine against the hydrostatic the corresPonding displacement (if not given)' disPlacement' Lisi the various rveightsinvolved in arrivjng ai-thc final. shifted t r i z , o r t q i n r l L l i s p l a . c n r e nw,c r g h t s l " a d c d d i ' c h a r g e d o r Calculate the final longitudinai moment tog"tL"." *',tn lherr Lcg and final clisPiacement Iind the LCG from AP as follows: Lgngtmomenls FinaL I-CG from AI' -Final disPlacement

).

6.

H-vdrostatic draft Determine against final displacement,the values of MCIC, LCB and LCF. Total trim t' (metre) LCB _ LCG x Displacement NICTC x 100 't' x LCF

7.

8. 9.

Trim aft t"' (metre) 'th' (mehe) Trim forward Draft aft Draft fwd
80

LBP

't,' Hydrostatic draft + 't, Hydrostatic draft -

The hydrostatic draft of a ship is her hue mean dlaft, that is, the draft at the Centre of Floatation.

In the case illustrated above, the vessel is trimmed by the stern. Her hydrostatic draft is after draft - the correction AB. It can also be seen

from the similar triangles ACD and ABF, that BcF (LCF) Corrn. x LBP .. Colrn. to A draft LCF
Trim x LCF LBP

AB (corrn. )

cD (LBP)

Since, Length of the ship is constant, the corrn. will vary directly as LCF and also directly as the trim. The student should be able to visualise that when the vessel is trimmecl by the head, the hydrostatic dralt will be After Draft + the correction. As can be seen from the above expression, the correction to the after draft is independent of the density of water in which the vessel may be floating.

8l

CHANGE OF TRIM DUE TO CHANGE OF DENSITY

r:r student is alreadl.aware that the h),drostatic draft of the vcssel changes rcn she proceeds from water of one clensitt- to l\,ater of ur-r,,,r-r". .r"r,"r,y. ::. should further notc that the trim of the vcssel also alters \.!,ith the -i:rge ()1 Llcnsity. As can be seen from the follou,ing problern the ctrange nim,is causedLlue_ the changein the vaiue of f_CS', fo u, tn" htd.ostatic -- r (nange\ rvrfh change uf rlensitr,. Since the value of t,CB changes,

. lotal trim obtained the formula,, : (iara bv

-Iry, #

- w alsochanges.

USE OF TRIM TABLES

:rLrl('s are providecl indicating changc i11 draft For\a'arcl ancl Aft at : _i t l l e < ] Ltalts, whclt tanks are filled k) therr capacit)'ancl also for : : ( r l 1 0 0 i weight. at cliffcrent positions rvith respcct k) miclships.

l.ri'ics r-nav bc u . , ' L l f , ' r J L l e r r r r i r r a t r o , , r a P p I o r i r n . t t L . n J r n f t . . r f t .r : rrr tlischargingwcights which are not large. l.hc tables c.Ir be ,: ncights shifterlalso/ as rt can bc consi(lerecl as thc lvcighi clischargcr.l 'x. postti()tr and then loaclcrl nt the othcr posirrol.t. ':i.l i'rc notccl that morc accuratcresults arc obtairlecl calcuiatjons bY -ir:nied. the carlicr problcms. lvhen largc changcs in_ in displtceur(]nt '' olved, this nethorl shoulcl not be usec1, the positiorl of CF anci ;s -rrue ot ]vlCTC rnaY change cor-rsiclerablt,.

CURVES OF STABILITY

(KN cRoss cuRvES oF STABTLTTY CURVES)

l h(, stlr(lentis aift'arlvfartrili.tr lfith thl. RightingLe\'crCZ, \\'hichis nrL.lsur!. flom the ccntfc of gravii\. It can bc seen irorr thc above tigurc flti: KN is ihe righting leler as measurcci irom the kccl. Thc lalucs oi K\ \r1l ran u'ith heel anLl displacement. Closs Curles ol St.rLrilitv .1 set ()f clrrvcs oi KN valuts ploitcd .rq.tir.ts: nlc .i scnlc of tlisplaccnrcnts various anglcs of l1eel. I-h.se curlcs f.tcllitatl for obtilinir-ril KN Ialues, at an! disl'rlacemcnt, oi for thc pat-ticulararlglci crf het.l for rrhich tltc curles arr clrarvn. lhc student slloulci lcrjfi this for hirrsdf b\' llspecting the CrossCurves availrtrlcin the l'rirn & Stabilih pnliiculars of Nl.\r. lllnclship or anv othcf ship. Vcr\ often, KN valucs are also givcn in a tabular fornr in addltion k) th(' cr-rr\'es, in thc case of N1.\/. Hirrrlship Thc ntain usc oi K\ as r,rlues is to obtain GZ for an| KC, at anv displ.tcernerrt, ciifft,rc,nt for anglc of heel. Frorr thc above iigurc it cau Lre sccn thrt th!' GZ at an\' .rllgle ot hr.:cimat' be .)btainccl tl-reerprcssion CZ = KN bv (KC si110). Froll the CZ r'.rlucs obtair-red thc differcnt anglcs of hcr.:I, at it 1s possiblcto construci ihc cuI!e oi staiical stabiliti. ior thlt cou(1lrl(nt. Curve of Statical Stability
This is a curvc of CZ values plotteci against a scale of hcel for a pat.ticullrciisplacencnt nncl a particul:rr KG. Sucl-rcurvcs are illailalrlc in t]ic lrinr & Siabilitl palticulars of nll ships for thc Yarious contliiions. li.om a curvr of stitLical stabilit\', it is possiblc to ascettain thc follo\\'i11gl
a)

Thc llritial nctaccntric heighi, (G\,1 fluid).

Note: lliis shoulcl not Lre Llonc in practice - as thc CNl fourrd is likelr
Itl

ro De verY inaccurate. Thc angle of contrafiexure fi.e of hecl upt. i'hich the rate of increase of GZ u'ith. l i " " " r r "iq]"( r e ' r \ i r l g ' J l"':h:- I n rllrnuglr lrc rrra' r

.rr r,hi,,an!r, Lll , fr,". . i e c;;':. J;i,-.1il.1';: j.:ll'J"1.,;l:.j;:;: r I l t ( c t , l l r . h i c l r ";;l; thL l L g,, ,lltmcr\e\.
]i;.,i]l'::.lll ", \,alL,o thc vcsser of anclthe angleof hccl at
fhe anglc oI lanishing stabilit\' an(i tl.re r.tnge oi stabilitr,. statriiit' of the vcssl,tar anr. arrglc of hcei i.c. lhc ,f].,.L,_.tf1".i;"1 \\,,rK_ {rjrr irr inclrning d the res 'ii that '1ngle (This can bc l, utrl .rs rire p."rr.,-"i "'liel-,uPk)

i n c r r . . ri*re: , t " i i , , . . ,

-r\

cZ

.,."o ,r,"'.uil'J'.,:ll:"i:ll]ff;ll"ii,jt,,,'ii ,i,ll",:li: ,.,,'J". "lil::,

crircrh speciricrl ihe,codeor ;,,,j., .,,"i,,ii,,1.-,,,.":l:::.:"iirJ:.. in
!1.t(flnrnntionor List producecl clue io transvcl.se ,\ccul'ltcs .rntre flrr' .trp shift ()i oi. Cra\ riv, or clue to , f,r*fi"g--,"",;ri . ";f1,,.f of
\\'h' 1J111 hc \l)il1 Jqtril\ s thL, \..

ill;,'';"t'"

loll in 'r 'esscl 1r'rrh inirrar arr neSarive ,,'eLrccDrric

,tr()ugtr,theoreticall! tlrc shiPs C\l

r _Lur\ ( ,rt jt.rtlc.ri sf.rLrtltt\ d!

(fluirl) can bc founel htrnr

n"ul*',:ilrtlli:i:ii['"'.iiT"i]li _ii,,,:: "l;t",1'l;,li "'.;l}ll; :ilt:;' ;i:

."':, ",0:::;i:,';ll i:,i" s',,, l":,'^:l

[]

INTACT STABILITY CRITERIA FOR ALL PASSENGER AND CARGO SHIPS

t. 2. 3. .1.

Thc arca under the CZ curye shoulcl not bc lcss than 0.055 rneicr raclians upto an angle of heel of 30'. or The area under the cun'e upto an anglc of -10" the anglc oi flootiing (rvhichever least)shall not be lcss than ().09metcr raLlians is The area urrcler tlle curve betu,een30"ancl 40" or the anglc of flooLling (rvhichcler is least) shall not be less ihan {).03 Irreter-radians. Thc righting lcvcr GZ shall bc at l!'ast 0.20 m at an angle of hccl cqual lo or greater than 300. Thc maxirrum righting lcver sht ul,.l occur rt arr rngie tri htcl preicrablv cxceeeli:1g 3()'rLrut irol less thau 25'. The iniiial metacentricheight should not bc lcss than {).15 m. ProYisionshall bc made for a safe margin of stalriiitv at all stagr: of tirc vovagc, rcgard bcing given to additiorl of \\'eight, such a. thcsc cluc to nbsorptionof u.atcr and icing and to loss of lvcight such as thosc due to consumption of iucl .rnci storcs. Ships carrving oil-bascdpollutants in bulk, should be able to satj\l thc abo!e criteria cluring all loading and ballasting opcrations. In arldition, ior passengerships (i) (ii) r thc angle of hccl on account of crowdi|rg oi Passengcrs one sicle shoulcl not exceei-ll0(', and the allgle of heel on account of turning should not exceer: -l0L' rvherl calculateclusirlg ihc formula:

:|

o.

,,- v,,: ..f-_ p1.. = 0.02 r xW KC , L \

nrhere M,

dl
2)

= heeling moment (mt) = length of ship al $'ater line 0n) = ciisplacement (t) = draft (m)

V,, = service speed (m/s) L W d

|1

KG = that of ship (m) '-\issengcr and cargo ships sl.rould also satisfY the Scvcrc ltincl anrl :rg criterion (l'eather critcrion). This criteriolt indicatcs the abilitY :'f ship b lrithstancl thc combined effcct of u'incl ancl rolling.

ll5

SHIPS CARRYING TIMBER DECK CARGO AND USING TIMBER LOAD LINES

and using timber load lines, Pro!id".: For ships carrving timber deck cargocs ihat the cargo extends longituclinally betn'cen suPerstructures (if ther. no superstructure the after end, the timbcr deck cargo shoulli extcij at to thc aftcr cnd of the after most hatchu'ay) ancl transverselY for the f.: beam of the ship, thc Administration may aPPlv the follolving critc::: in licu of those mentioned abovc for cargo ships. 1. 'lhe aLca unclcr the GZ curve should not be less than 0.08 n1.:.: or radians upto an angle of ;10" the anglc of flootling (rvhiche.: is least). t1... r i o h t i -' l ' . \ c r s l r , ' u l . lb L ' J t l c . r ' t ( l 2 . I n

' 3.

height shoulclnot Lrel!':i condition.thc metacentric lrr thc eleparture than 0.10 m anel at all times .luring the vovagc thc mctaccnt:height should bc positive aftet correctiol for F.S.Ij.,absorPtion . u'ater bv the cleck cargo and accretionoI icc on exposed snrirc.-

SHIPS CARRYING GRAIN IN BULK (As Per Grain Code)

Ships carrr,ing grain in bulk should satisfi thc follon'ing critt':.: throughout thc vovage.
l

Thc anglc of heel due to the assunecl shift of grain, obtaincd : plotting the hecling arm cu'e o'Jer her cun'e of sLaticalstabrl:: on or atter l-: ihall not be grcate'rthan 12r. ln ships constructed 199-1,the angle of heel shali not bc grcaler than 12 January, thc angle of heel at which thc deck erige immcrscs, u,hichcr.: is lcast. The residual positive area betrvecn the heeiing arm cun'e ancl ::curve of GZ upto an angle of hecl of 400 or the angle of floorlr.: or the anglc of maximurn separatioll betwecn thc hcclir-rgatn cu: anrl the CZ curve (r'hichever is lcast) shall not bc lcss than L)r-: mcter radians. l. L The initial GM (Fluid) shail not bc lcss than 0.3 m
lhe

ship shall be upright on procccclingto sea.

if requircd, bcfore loading grain, the mastcr shall clenonstrate that l o a c l i nc o | ' J i r r o rtrh e . h i p $ j l t mcct thc g . abo\.e l: 1 . f \ - f l t ( n1r, :, l:l" 1 ' l l * .tr 9 , . , s 1
.rJJ ,,r i/re rnrage.

ArsumcJ volumetrichcelrn*moment Sto.w,age factor x displacenent

).1,

.7'n 0.8 x

OFF-SHORE SUPPLY VESSELS

: offshore -supplv vesselsof not more than 100 rn in length, r,herc rcssclscha.acteristics render compliance *ltfr tn".rjt".io'uor".a.iLr".r

..,iiso

tr,rtr,r*,;,'g .tilt lnpraciicabte, e.tniin;stiation",ruu-oppi.,:'ii" the

righting lever shoutcl occur at an angle of ncer nor

,l-T:*'l:ll 15'l tess than

The area untler the GZ cul not.be less tharl 0070 meterraclians upto an angle of 15.,-::":l.':]'l naximum when the righting lcvcr occurs at 15. 'iroulcl not be less than 0.055 meter- radian upto an ..wfr"i?'an.] righringIeveroccurs 300n. nLro.rr. angie of 3(l rvhcn j,.J]]-1i'l*at nl,nr,-u,. ::::urg lever occurs at angles bet$,een 15, o"d 30; ti]" ..r,r"rp""Or.g : uncler the righting lever curve t should U" ut t"uri
[7

0.055 + 0.001 (300 - e,"",) meter-radians.

.1.

The area under the GZ curve between thc angles of 300 and 40 or thc angle of flooding whichever is least shoulcl not be less than 0.03 meter radians. fighting leler (GZ) should be at least 0.20 m at an angle of Jhe heel equal to or greater than 300. The initial transvc'rsemetacentric height should not be less than 0.15 m at ar angle of heel equal to or greater than 300.

a. 5.

Compliance with the stabilitv critcria does not ensure immunitv .lgainst capsizingregarclless the circumstanccs.prudence ,rrrclgood seamanshrF of shoulcl be exercisecl having regard to the season,&,catheranJ the r-ravigationai zone and appropriate action should be taken as to course anci spccd warranted bv prevailing circumstances_ The sludents'sattention is drawn to items 7 and 8 of the Gencrallnstructions When cletermining GZ values from KN, the correctccl KC (KG - FSC) ts to be used.

'G' DETERMINATION OF LIST DUE TO TRANSVERSE SHIFT OF FROM CURVE OF STATICAL STABILITY.

The student is alreadl' aware that the list Produced bv a transverseshrtt ,'f e can bc obtain,...lbt the c\prcssion

,." - cg. ''"" = " ctvt'

provicled tl-relist is small. The reason whv this exPressionis not aPPlicablc at large angles of heel is that as the list becomeslargcr, the valrre oi KN,l and, lherefore,GM changesconsiderablr'(as her $'ater plane arcn ch.rngc< rvith hecl) and tl.tus the initial GM uscd in the above expressiou is n,, mole applicablc. lhe list mar', howcvcr, be determincel accuratelv fronl a curve of statical stability as explained below.

r{.1

. loacling,dischargingor shifting operationmav produce both a vertical :: and a tiansvcrse shift of G. As clone in thc previous problems .urvcs of staticai stabilitt, the CZs at various angles of hecl n'ere . :rtrl, bv the cxpression GZ : KN - (KG sin 0). The KC used in - .\pression is the final corrccteclKG obtaineclafter aliou'ing for anv .l 'hrll ol C ,rnrl .rl\o rhv fqc. -:f a transvcrseshift of G is also involr'cd, it can be sccn from the . on the pre\'ious pagc that the GZ at ar-r-r anglc of heel, on the tr rvhich shc is heeled, rcciuces['ry an amount GG, cos 0. -.i.ii11 lisi fLom a curvc of staticalstability the final KG (corr.ecterl thL' :: lirst oLrtained, arcl ihc GZ valucs at the \'arious angles of hecl -r.:tcrnrinecl thc cxpressionGZ = KN - KG sin 0. lhe reduction bY I due to transYcrse shiii of G, equal to GG, cos 0 is then subtrncted :hc CZ valuesas obtainccl abo\'e. Thc corrected CZ values so obtainccl :'.(,ttcd as.1 curvc of statical st.tbilit\'. :ii ls then rcacl off, rvhere the cutve attains zeto \'aluc, as .it earlier i thr' \'essel has a -\'e GZ (heeling lcver) ri,'hile at larger anglcs, '.ri +\'. CZ values (Righting levers),as can be seen from the currcs ::-r iollo\\'ing problcms. rl!l bc noted that the curve drarvn is onlv Ior the side b uttich - irstcci. Though thc GZ l'alues .irc negati\c inrtiall\, jr is imFortant :.' that this is not due to a -ve CM. As the C shifts translersel\', -!\cl lists till lhc new Centre of Buo\.ancl once again colncs in thc , erii..il linc as the centrc oI Ctavitr'. At this list, she attains statrc
-'ri u 111.

I45

DETERMINATION OF LIST WHEN GZ VALUES ARE GIVEN.

In a theoretical problem where onlv GZ v a l u e sa t J i f f e r e n ta n g l e so f h c < . are givtn, !1hereaftersome vertical anll transverse shift of C has occurred the GZ values for the new condition mal' be obtained as follows: 1. 2. Acid or subtract vertical GG, sin 0 (+) for downwar.l shift of C (-) for upward shift of C Subtfact hansverseGG, cos 0. The staticalstabilit)'curvemav now be plottecland the list determine; as inclicated earlier. This methocl is resorted lo as KN and KG valucs are to use the methocl indicated earlier.

CURVES SHOWING MINIMUM INITIAL 'GM' REQUIRED (OR MAXIMUM KG ALLOWABLE) TO COMPLY WITH THE MINIMUM STABILITY REQUIREMENTS OF THE CODE ON INTACT STABILITY

- :. curves are proYicledas a part of the Trin & stabilitv particul;rrs .hips. From the last proLrlcm,the student $,i11appreciatc that the rl.itions involvcd in ensuring tl.lat the vcsscl s.ttisficsthc lnllrnlurrl ':,riv requirements, rathcr timc consuning is Separatccurves indicating irlinilnum CM or ntaximum KG w.hich ivoulcl satisfv cach of thc ;rum siabilitv criteria arc devcJ,rpggl ihc.hipJarLi .rnd ploticd with rn : displacemcnton onc axis ancl the minimun GNI, or marimum KG :he othcr axis as shon'n ir the diagram at the encl of this text. :.rn L-rc secn from the set of curves, if tl-reship's CN,l is gfcater ti1.tn 'ilucs r-eprcsented br'cach curr'e,the ship $'oulclsatisf\'.tll the ilurrntullr r,itv rcquirement:;. Thercforc,ii is cvident that, all thc rcquirelncnts *rtrsficelproviclcclthc GM laluc at ilnt particular clraft/rlisplaccnrcnt :rf,lter than fhe ralucs rePrcscntcd the tlottcclcnYelopinglint. This b\' 'nrntion is prolicleclas curves or tablcs of minimum GNf, or nraxrnrunr .,r' rnaximurn cle,rducightmornent reiaied to clisplaccment clraft in or :...r1(.r. lf using the clcac|.r'eight nroment, the frec surf.rceInontct.ttL,t 'irrP 5h6uld bc aLided the ship'sdearlncightnorrcnt bcforecrrmprrisLrr to .. hcr nlaximurr pcrmissiblcrlcactveightmomL,ntfor thai cljsplaccntent. .iqlr ii rvoulci airpcar frotn thc abotL', that GNI is thc onl\' par-antetol --r con:jirlcrecl regarding the ships stabilit\', thc student shoulcl realizc Gi\1 r'alues rcquired to s.ltisf\ cach stabilitv rerluiremcnt,have bcctl ,.rfreLl Llsll19thc Ininimun .riteria as regarcisst.ttic.l slabilit]' curvcs. ir)rLlarrcntalirrPortanceoi thc staticalstabilitv curvc fot. ar-rv condjtjorl :l(1 r)ot thcrcfore Lrc cvcr rrnclcrrrtrLl As .r critLri()n ol liel stabilitl ' surlivnl capabilit\ in a sent{at, hcr cun c of siatic.rl stabijit\', thL, ' untler it antl hcr GZ valucs at vaiious angles of hccl are of uhlost ',rtance. lhis is so bc'causc thc areas undcr hcr st.ttic;tlstabilitt curre, .-il arc functionsof hcr clr'n.tmical \t.rLrllit\it th,rst .lr'r,r1"r hetl shouLLl t,f ,rr{o errough to ovcrcornc an! hccling momcnt applic.l to thc shiI \'a\cs, \\ind L'tc.uncler even thc \r'orst weather anci sLitc of sea s]te .:rt'h kl crpcriencc cltrring thc vovage. :\ requircclto nrcct stabilitv critcria prcscriLred her class nI vtssels for r in a dnmagcdconditionarc proyiciccl \rith curYesof taltcs oI mjnrnrnnr :or rril\imLtm KG to be maintaincrl in the ini.rct condition, so that, -:rtL' thc assu111cd ciamagefor hcr ciass of vcsscls,she rvjll ncct thr.: :..rgc stabilitJ critcria for hcr class oI r'csscls. ships officcr shoulri bc' a\\'arc th.rt thc KN,t arailablc to him ur rne
r5l

"Hvdrostatic particulars" of the ship, is for the UPRICHT CONDITIO\ ln most ships, as in thc case of M.V. 'Hinciship',thc KNI Providecl,t. for the EVEN KEEL CONDITION. Should the vessel bc trimmccl, thi ch.rngc i: shapc of hcr waierplane u'ill change causing a corresponciing thc KNI, and iherefoie in the GM. This cffect will be verv pronouncerl in casc of ships lvith fine lines. As the aftcr nater plane is consitleratri. fuller than thc forward onc at certain drafts, the CM is likclv k) rcduc. cor-rsirleraLTlr', \\4ren trimmeci bv the hcad. Sor.ncships nlav be provided $'ith important hvdrostatic particulars fo: cliffcrcnt trinrs. Whcrc such particulars are available, the ship's oilrce: should utiiize the Llata for thc actual trim the ship is in, as this \\'rl. particulars ploYicle hirn u'ith more realistic results.Hou'evcr,if thc ht tlrostatic of his ship are available onlv for the Evcn kecl condition, he would.io l'ell, to ensure that thc calculatcd GNl, of the vessel is large enough to allow for anv change in the KM, causcd cluc to the trin. lVhcn the ship is at sea, ancl pitching hcavilv, the change in KM rlil be verv pronounced,particularlv in ships with finc lincs. In such ships if thc GM js not adequate,it maY be noticed, that rvhcn pitchcclhcavili thc CM may' bccomc vcry small, or cvcn negative, lhereb-\'causirlg th. ship, to roll to large angles. Similarlr', lvhen a vcssel is ro1ling,hcr I-CB changesas her angle of roli changes. lVhen the LCB changes,her trim altcrs. This is knorvn as frec trimming. This cffcct is vcrv promincnt in small ships like offshore<upplr vessclsanci to a lesscrc\tant ir1 larger ships. The Cross Cur\'cs of stabilit\ arc thereforc no$' rcquirccl to bc providctl to ships on a free trimminq basis for a range of clisplacements between light and load clrafts anci a range of trims anticipatedin normal operatingconditions. (Rcfcr to stabilit\ information to be provided lo ships on page 1.)

158

I
l\.41N MUI',4 REOUIRED COMPLyWITH 6M TO CODEON TNTACT STAB LITYFORCARGO SHIPS
It9

INITIAL GM REQUIRED TO CURVES SHOWNG THE MINIMUM WITH THE STABILITY CRITERIA AS PER CODE OF INTACT COMPLY STABILITY FOR CARGO SHIPS

The curves A to F on thc previous page shon' the minimum GNl requircll at difierentdraftsto comply with eachof the IntactStabilitvCode rcquirements as inclicatccl belou'. A) B) C) D) E) Arca under GZ curve upto 300 shall not be less than 0.055 meterradians. e: Area under GZ curve upto.l00or the angle of flooding (whicher is least) shall not be less than 0.090 meter-radians. or Area uncler CZ curve bctwcen 300& 400 angle of flooding (whichere: is least) shall not be less than 0.030 mcter-radians. That the Righting Lever (GZ) shall not bc less than 0.2 m at :: a:rgle of heel or equal to or greater than 30". The Maximum Righting Lever shall occur at an anglc hccl of r : less than 25'r. Tlic Initial MetacentricHcight (CM) shall not be less than 0.15{l:The dolted enveloping line indicates the GM required to cornF.. with the cntire stability Criteria (A) to (F).

F)

c)

t60

DRY DOCKING

,j1cna ship is floating,thc weight of thc ship is balancecl thc buulancv bv . r J c t l b v t h e u n J e r w . l t e rr o l L t m u . f h r s n o u l t l b e , " , . r c n , i t t h . 'ri.lnt \rhen onc encl of thc ship just touches the blocks. If the u,ater .,1 falls lhcreaftcr,a part of the weight of the ship rests on thc blocks, :rlc the rcmaindcr is supportcdbv the buovancyprovidcclbv the retluced -,rcr\4'atcr volume. Thus, at any instant the total weight is balancecl 1i)tl.reupu'ard reaction from the block on thc keei iwhich is equal rrright of the ship resting on the blocks) and (ii) the buovanc, :rg pIo!idccl bv the reducecl underwatcr volume reaction provided bv thc blocks acting uph,arclson the kcel mav :,rrrsiclcred as a negatiYc wcight, or a u,erght discharged frorn that .'.: Thc sturlent is alreacly a$'are tltat when a weight is ciischargetl,
r t'r'tical CGr w .tl

h,hcre 'd' is the vcrtical distancc betu,cenG

:hc ship and g of the $,eight dischargcd. :. if the reaction provicled bv thc blocks is,p,tonnes, the virtual nsc :rr. ships centre of gravitv (GGr) or in other $,ords, the !irtual loss . CNl, r.rn b( obtaincJ br the t.rpre.sion,
PXKG

W . P , rvhcreP thc upthrust

:,lccl b1' the blocks rnav considereLl as the $.eiqht liischarseLl. and ::.,e verticaldistance betweenthe ship,sG and the g;f \\,urghr .lischargccl :rralent to'ci', as in this case,the ncight has beenconsidcieddischar[cci - tho kecl levcl. The KG to be used in this expressionis tho KC :hc KC correctcd for FSC). This virtual loss in thc GM mav also 'uttd by the cxpression CC, =

PxKM
, whcre thc KM to be used

-. KM for the virtual displaccmentof the vcssel at that instant i.e. p). :or a displacementof (W

Lhe FSC, when a Part of the ship's weight is taken on the blocks is FSM

w-P
'though separatci' thc loss in GM and thereforethe residualGM calculatccl rcsults, it shoul': usingl the trvo expression $'oulcl give slightly dilferent "bc inferrcd that ihe slight clifferencc is due to one exPression beini not rnore accuratc than the othcr' This is tiuc to the fact that the criteri(': of the ships stabilitv is the Righting Moment she has at an-v angle r: Thc Righting Moment obtaincd f'-: hecl and not just t'he initial GM anv snall angle of heel bY the expression W 1 GII'I sin 0 utilizing ll- ' GNI obtainecllv eithcr of the expressionsu'ould bc nearlv the salre Th:' is so, bccause in onc case the virtual disPlacement of the vesscl is r'"' - P), u,hile in the othcr case, it is W itself. It is essential that the shiP is stable at all stages belrvecn the first e:: of thc ship taking blocks and the entire keel resting on thc blocks' O::: thc cntire kcel takcs the blocks, the stability of the ship, is not a ma::': of qrcat conccrn. Horl'evet, rvhen onlt' onc end of the vcssel is rest::i -: on ihe blocks. should she becone unstable,shc u'ili heel over, Llalnat her bottom ancl the blocks. To ensure that she is stable throughout := period between one end touching the blocks and the entire kecl res:r:: on the blocks, it is sufficient to ensure that she is stable at thc rns:::: bcfore thc second end of the ship takes the blocks lt is obvious r':1 ii she is stablc at that instant when the second end of thc shiP ta'= the blocks, she nust have been stable at all prior occasionsfor the reai that as the ievcl of !\'ater falls the force P increase ancl thcrefore :-t rrrtual CNI ol tht' vesscl .lecrease' throuthnut this PerloJ -lo --: calculate the loss of GM at the instant, she takcs the blocks all c ::-s it is ncccssary to kno$' the value of the force P at that insiant can be easilv obtained as the totai trim she had on entering the 'l -cr' The trim::::g is nullified when her entire keel rests on level blocks noment that she hacl on entering the tlock is cqual to trim in cnr' : x NICTC. To reducc that trim to zeto, an cclual and oPPosite trtnl:': moment $'as provided bv the uP$'ard force P acting at the end o: :-t ship rvhich firit took the blocks. The trimming moment Pr(Nided br:--r force = The lorce x its {ore and aIt distance from tl-te CF. Since the trim has been recluced to zero, the initial trimming m.: 'P' rvoulcl be equaancl the trirnming moment Provided by the force P x a - t x MCTC rt'here'a is the fore and aft distance betu'eer : ln the :-' CF and the end of the ship *'hich took the block lirst expression, P is the onlY unknown, which can be deternlined an'i :l used ir-r thc expressions mcntioned earlier, to ascertain the virtua' of GM at that instant.
l6l

she takes the blocks ali over, the force P can be obtained as lhe : r:ierence bctween her displacement at her hydrostatic draft rvhen afloat ,:i(i illat at her present hydrostatic draft. If the blocks are lcvel ancl 'c vcsselhas taken blocks all over, the picsent draft F, A ancl hvdrostatic ':.rit would all bc the same. \ote: L)uring clrydocking, thc virtual displacement, KM, MCTC, LCF ancl FSC of thc vessel u'ould ch.rngewith the tall in water level. For a small change in the draft, the change in the above parameters ij, ni't qigIlificanf antl thercfore rnat be disrce.rr,led. For a large changc in draft, the change in these parametcrs can FSiV not be rgnorecl. Also. the FSC then is W_P

'r:tcr

ANGLE OF LOLL

r ressel \\,ith an initial ncgative metacentricheight is unstable in the upright 'nditio11 and therefore heelsoyer as she has a capsizinglcver lvhen inclincd - rqhtl\'. On hecling, thc centre of buoyancy moves out from the ccnh.e re iill, at a particular anglc of hcel the centre of buovanq, ancl the :ntre of gravity arc in the samc vertical line. At this angle of heel, :,: C ancl N{ are coincident. 1hc angle of heei at lthich this occurs - called the angle of loll. In still naier, the vesscl rvill rem:in heelcci that anglc. it shouid be realisec.l that no rightini levers are present ,-.io the angle of loli on cither pori or starboardsiiles. .l.hus she mav -.-lLnc to her anglc of loll either to port siclc or to starboard srcle. -o!gh she attains positive stabilitv and thereforerighting lcvers at largcr 'q1es of hcel, u'her.r rolling in a scau,a\,, it shoulci be rcalized that the ihling lel'ers rvould be tairly small as her staricalstabilit\ cur\c is shalloq,. : .-n a small heeling moment r-r,ill thcrefore cause the \uesselto hccl ovcr dangerously large ang]cs, bccause her dynamical stabilit\, (\a,l1ichis a .::rctionof the area under the positive pait of the curve) is \.ert, sntall. ': iollowing sketch illustratesthe statical curve of a vcssel i\.ith a +\'c .'.1 and of tltc samc vessel with initial -\'e GM.

-.an be seen from the sketch, the vessel with an initial -ve metacentric :hl has capsizing levers till her angle of Ioll. The maximum GZ value, angle of vanishing stability, the range of +ve stabilig and the dynamical :-'iirty at any angle of heel are all very much less than those for the *: r'cssel with +ve GM.
t17

Should a vessel devclop a -ve CM, at sea, due to unloreseen crrcumstance's it should be rcalised that she u'ill roll to very large angles of heel and not just bctween the anglc of loll on either side. This is so bccausc as she rolls fron-r one side to the other, since there are no riShtir'\g levcr\ operating betlveen the anglcs of loll on either side to oPPose the roll she builds up a large amount of rotational energ,v. Since her statical stabilitv curve is shallot', the area under that curve and, therefore, the dvnamical stability upto anv angle of heel is ver,v small Thc- rotationa: encrgv cannot therelore be overcome till very large angles of hcel art reached. This can result in shilt of cargo causing Iurther dctenoratlo' in the situation, possibiy leaciing to caPsizing To corect such a condition, it is necessar,vto remcd)' thc basi' c'ru" i.e. G being too high. The G mav be lowered bv reducing frcc suriacc effect in various tanks or bv trimming down wcigl1ts or bY ballastin: at a low level. When ballasting, carc should be taken to ballast a centrc iank of sn1'r' width (to reduce FSC during ballasting), ancl if that is not available, ; diviclcd tank, commencingu'ith the low sidc. When that tank is iu:' the high side tank should bc {illed to even out the t'eight clistriblrtioIf on the contrary thc high side tank $'as ballasted initialll', as rrou,; hale been done to cottect a list due to excess u'eight on the loh'sidi including capsizing- T}is cou!: conscqucnces it uoulcl lead to Llangerous because, aciciingu'eight on the high side, she u'oulcl flol'61" on happer.r to that side and heel further to dangeroush'large angles on that sitl' or e\'en caPsize. The stuclentis alreadv familiar ilith the stabilitl for anv conclition. The angle oI bV clral{'ing thc statical Stabilitl Cun'e from then reacling of1 the angle of 1o11 +r'e. the righting lever becomes drau'ing of the cur"cs of static: cletcrmin.: loll can be accuratelt' for thc conclition she i\ in irj thc curve at the lroint at \'\'hi':

An approximatevaluc of the anglc of loil maY be obtainedquickll', prorio.: the angle of lo11 is not large, assuming the ship to be rvallsiclecl, : the use of thc exPressioll:

l2cN4 c tan = !_
At the angle of loll, she clevelopspositive stabilitt'. The positive Gi.1 at the angle ot ioll ma1' be obtained bY the expression: 2 x initial CM x sec. angle of loll

lllt

INCLINING TEST

Thc ships KC for anl' loading conclitioncan be calculated,provicled its lalue is knor.r'naccuratelvfor the light conditiol). Light ship means the ship complete in all respccts but u'ithout stores, consuinables,cargrr, crc\\, and effecls and without anv licluids except that machinc!\, and piping fluids such as lubricants a;d hvdraulics ire at operating levels. Regulatitrns - I/22 ot SOLAS requires evcrv passengership regardless II of sizc and cvery cargo ship of lcngth 24 m and oi,er to be inclinerl t() clcterminc the clements of her stabilitr'. l{hcre ant, structural alterations are maclc to the ship thereaftcr, h'hich rvoulcl affect l-rer stabilitV elcmcnts, - r r , J r i p s l r . r l lb L r e - i n ( l i n c ( | . At intervals not exceecling five vcars,a light wcight survcv shall be carriccl out on^all passcnger ships to vcrifv anY charlgein light ship ciisplaccment antl l,CG. If thcrc is a cie\'iationof light -ship rlisplacement crceccling 2oi,or a cicviationin thc LCG cxceeding19i of L, shc shall bc rc_irrclinctl. Ihc aciministration mal ailo$' the inclining test to be c.iispensetl n,ith for an inciividual ship prtvided basic stabilitv c.lataarc aviilablc from thc rnclining tcst of a sistcr ship. The Admjnistration m.rr al:jo .tllol| thc rnclining test to be clispenscci \.rith for an intlividual ihip or class of ihips spccialh ciesignccl for the carriagc of liquicls or oie ir.r bulk, if i\\' icfcrence to existing data for similar ships, it clcarly indicates that .iuc io ihc shjps proportions and auangcments, more than sufficient :nL.tacentri hcight will be availablc in al1 probable loacling conciitions. ,hc inclining tcst is carried out in the ship \.arcl, u,hen thc shrp ls as :cnr col]1pletionas possible. . rlo or three long pcn{sls65 are gencrallyrigged,one fonvard, onc mirls}rips :nr1 one aft. Thc pendulumsarc of pianou,ire, anc.l their bobs arc immersecj :r iroughs of oil to rlamp their osciliation. The pcnciulums shoulrl bc .ii.out '1 to 6 m in length anrl shouic1gir.e a cleficctionof at least 15 :rrs, r\hen thc ship inclincs. The use of three pendulumsarc Lecomncnclctl -'Lri a mininum of two should be usccl. Thev shoulcl bc located as r-1r apart as practicableancl should be protcctej ilom h,rnrl Thc use : an inclinonctcr or U tube mav bc consiclered. Therc should honcvcr -r at_lcast orc penclulum. Gradu.rfedb.tttensal.e set up bene.rthcach -rldulum to measure the clefiections the pendulum q.hcn the Ycssel of . cls. :rallr', six cqual weightsare placcd on eleck, three on cachsidc, at ncasured - Lral clistanccs off the centre linc. Thc weights usecl for inclining tlrc :st'l shoulcl Lrc such that whcn the! are shiftecl translcrsclt, ther rvill
llll

proLlucean inclination bet$'een 2 degrec and '1 dcgrees ln large ships a minimum inclination of 1 dcgree mav bc acceptecl lf the inclinatior producccl is too largc, her $'ater Planc area ancl thcrefore her KM will produced rt'ill not be Prolrortlonal changc significantlyancl the inclinatiol-t to the inclining moment provided- C)n thc other hanci, if thc inclinaiion is r,ery small, an\r small error in reading thc deflection on the Plumb line rvoulci introcluce significant errors in the calculation of hcr GM each battcn Usjng The initial position of tl.replumblinc is noled alainst a clock sielc crane, one $,'cight is shifted port to starboard anci thc eleflection noted on cacir plulnbline. A sccond weight is shifted Port to starLro.rrd anrl the cleflectiorr on the plumblines notccl again. Thc third weight is nlso tl-rc'nshifte.i port to starlroard and thc cleflection of cach plumblinc notcd. All the threc shiftecl rveights arc thcn relurned to thcir original l.rositionon thc port side and the deflection,if any, on the plumblines noted. This entire procedure is then rePcated $'ith the thrcc lveights froln thc slarboard side. A plot is then made with the heeling moment (r\ r d) orr thc X axis and tan 0 (dcflcction / length of Plumbline) on the Y axis. Thc plot of all readings on each penclulum should lie on : straight line. Deliations of anv plot {rom thc straight line indicatestircrc rverc othcr monents acting on thc ship during that inclining. These momentr should be icientified and rcmoved and those rreight novements r\jFcatec until a stiaight line of all thc plots is achievecl.

L\N 0 =

I]EFI-ECTION OF PLUMBLINE LINE LENGTH OF PI-UN,IBLINE

182

.. hcn a lveight of ,iv, tonnes is shiftecl transversclv through a clistance

.l^\v metres,thc listing moment = d x $,tm anclthe tr.rns\ Lrse CC, = U,

rn

Or GM

c(a

lV.tane ci'u' cteilection icngth of plumbline

.hould be notccl that 'W, usccl in thc calculation is thc dispiacemcnt :hL'ship at the time of the inclining test, incluciingthe inclining rvcigirts -i .rnY other rlcights on boarcl. The CM obtained rrill be the CM ...1) of tlr. *lllp rn rh.rt .onLlition. . KV for displacemcnt'W' t is obtaincd from the Yesscls hvclrostatrc :.r B\' subtracting the calculated GM (Fluict) from the KM, *" oo,ou1 - .orrectccl KG in that condition. The FSC if ant, is subtracted froDr correctedKG to obtain her KG rn that con(iltion. B_\ taliltg nloments rt thc keel, allo$'ance then madc for an_,,. is weights on hoar.i] rnclucling inclining.w'eights, nhich do not form pa;t of ihe light ship, to oota:n : ijght KG'. ':(autions ne.essary when conducting the Inclining Test. The ship must be upright at the commencement of the test. The ship s trim should be such that the deviation from her clcsigncci trtnl cl()cs not e\ceed 1"; oi I_.
llll

3.

I-Ier draft should be such that abrupt changes $'ill not occur :: her water plane, when inclined. An accurate list is to be maclc of anv itcms of lveight vet to :': placecl on board. ancl thosc to be temovcd fron1 the shiP, togethi: u,ith theil KGs and LCGs so that correct allo\\'ance can bc mac= for them in the calculation of the ship's light KC an.l LCG.

f,

TemporarY material, tool boxes, staging. sand, dcbris etc. on boa:should bc rcmoved and all personnel not involved in the incLini:: test should also be scnt ashore. Decks should bc free of water ancl sno\v or icc should be rcmor'.: Plcfcrabll, all tanks shoulcl be empq' and clean or comPleteh fJ Slack tanks should be kcpt to a minimum, their exact sounelir.:. noted and thcir FSC accuratel)-clctcnnined, to allou' {or the $'eis.: of liquicl in them and iheir FSCS in thc calculation of light sf : Pafameters. The ship should be moored in a quict, sheltered area, free ir.:: externalforccssuch as propcllcr wash from passingships ol discha::. from shore sidc pumps. Ideall1', there should be no wincl, cuttent or tide runninEi. The depth of water should be sufficieni to ensure that she 1 .. not contact thc bottom at an)' location, u'hcn inclined. Thc ship should bc so moored as to allow unrcstricted heel.i Accessramps shoulcl be removed and polver lincs hoses etc conncc:-: to shore should be minimizecl in A11derlicks,boatsetc. should be housedand securecl their seago::: condition. The clraJts,F, A and midships should be accurately read on e:.-siclcof the slip to establishher u'ater linc to determinehcr displacemt:: accuratcll', at that time. Thc sPecific gravitv of theu'ater sho-.: be obtained accufately by taking water samPles forwarcl, midsh:ancl aft, at a sulficient depth.

6. 7.

8.

9. 10. 11.

12

14

The test u'eights used should be aon.rpactsuch that their VCGs i-be accuratelvdctermined. Their weights should be accuratelvlecord.-: for Water ballast transfer is generally not accePtable, inclining the sl-::

15.

184

DRAFT SURVEYS

ri thc lessel s loacled displacemcnt is obtained and the sum of the light .1ispl;rcement,'constant, ancl weight of other non cargo iteits on boarcl -rre subtractcd from the load displacement, ihe $,eight of cargo on board .hould theoreticalh' result. Hoi/\rever,this methocl ii subject to errors duc :o thc unkno$,n quantities such as u,eight of bottom tnuti,.,!, nr.rJ-tf," :.cight of thc constant etc. ""o.t Alternatively, the quantitv of cargo loadecl may bc estimatecl as __ the irlterenccii displacencnt before .rnd after Jo.rding, aiter rnali[g a]lorvancc :,r-. knol\'n non-cargo items on board such as fueJ, storcs, fresh'r,r,ater, anv -.rllast etc. at both ir.lstanccs. Similarly, the quantity of cargo discharg,-d o:::1^"** hv comp:rjng the displacemenis beforeand itcr dischaigc ]l m.rKmg alior^ ter ancu 1or the r.eight of non_cargo items on boarcl at 'as -'th instances. This n-rethod u,oulcl be preferable unknc,wn quanuues -::.h as rvejght of the ships constant thc neigl.rt of bottom fouiing etc. . automatically allowed for in this nethod as they would add to thc ::iplaccmentequaliy at both iistanccs. 81, using the same procedure at r Joading dischatgingport5, the results ca'n be cnmpared ancl any .and ' r r ri l l ' h o u u p . I,\rhen conclucting a draft sun ey, the drafts F, A ancl mitlships shoulcl reaci accurately, on both sides t,f thc ship, to obrain thc rneair oI p&S ::rts F, A and an-riclships. --rrrection for Position of Draft Marks . ships hr.drostatic data, including her clisplacemcnt scale are provided : drafts measured at the fore ancl pcipendiculars, at her ilesigned _after ::r. u.ith no hog or sag. Since the p & a draft marks mav not be he perpendiculars and similarly the amidship draft marks not exacth. ne mid point.of the. length. bctween pcrpenilicular (where the plirnsJl ,:is are exactll located), the observecl clrafts should be corrccted to obtain drafts. at the F anc-i. pcrpendiculars antl at the mid point A. of thc ':ih betu'een perpendiculars.

l9i

Fol the casc illustrated above, thc lcngth betlveen end dra{t marks = (LBP - a + b), Ior rvhich the trim (observed dralt A - obscrvecl dlaft F) i. sav 'im. Thcn bv proportion, t corn.F corn

tiresc Thc colrection io thc observed clra{ts are thus obtainecl and '"r'her-r are appliccl to the obscrved clrafts, wc obtain the drafts at thc F&: perpenclicularsancl at rnid length. An inspection of the plan w'oulcl intlical,' rvhether thc corrections arc to be addecl to or subtracted {rom the obsen e.: clrafts. ln the casc illuslratecl, thc corrections arc to be subtractecl t('r the obscrlccl dra{ts F and A and acltlecl to the observed draft alnidshrp' Correction for Hull Deformation Ii the clraft at lnid iength is not equal io the mcan of the drafts at tl:: F & A perpendicularit inclicatcsthat the ship is hogging oI s.rggini Thc r-nean rtraft is thc mean oI the drafts at the F & A perper1diculars \\hen sagging, thc displacement obtainetl for thc mean clraft u'oul.l r lcss ancl uhen hogging, it rt'oulti be morc than the actual clisplaceme:of the ship in that condition. Thc hog/sag colrection to the clisplaceme:' 'mean o{ ncans, rvhich is is gencrallr. cffecled Lry obtaining the draft F.dr.rft+ A clraft+ 6 r Amiclships .l/.1

or as

mean riraft +3/l

Amidship's clraft.

First Trim Correction (Layer Correction) This is thc nolmal correction to obtain the ttue mean draft of the !ese: the drait at the CF) ancl is obtanecl as him x dist of CF fron mid point bet$'e LBP iculars

u,hcrc irim is the ciiiferencebctu'ccn thc cirafts at the Ij&A perpcndicula:: This correction u'ill obvioush' be positive if the CF js closer io the c:.: to u'hjch shc is tlimmed, than the miclship point. It not, the correctr i r ' r ' d . r t i \ u . l h i \ c o r r e c t r o n p p l i e J l o t l r e r r . a n o f n r e , r n . 'g i v c - : - . a oi truc rncan draft. The displacement the vessel is obtaincclfor thc t::: mean clraft oi the vesscl frorn hcr rlisplacernent scale. Second Trim Correction (Nemoto's formula) Thc fjrst trirn corrcclion is based on the assumption thai, \\41ena sl-:: trins, shc trims iboui a fi\ed poini i.e. the CF ai thai l\'aterline. B:: thc CF itsclf changcs u'hcn a slrip trinrs. Thc CF rotatcs in Lhe arc
t96

..'. l

'url

r h n t l h e ! \ . , i t e r l j n c j alwavs tangential i to the arc at the CF.

{s thc CF moves in the arc of a circle lt hcn the trim clif{ersfrom that tl'tl"n ships. clisplacement scale is proviclecl1ofl,lori inruriuL,fl fn, '""*r"".r,. . ::l- e'en kcel ,the :1'rc condition), a further ..rrr".ii,u., fr"l.i"". fi" .orrccrion in tonncs to thc clisplacemen, .r,u""J lrl"ini.''lr' ,rii"r.r"u ".

ry'qryfL]1\4Sfcr,
LBP

MCrc,)

ihc ressel.

(nla.la, betu.een N,rCt.Cs drafts thc -Itr"or_,for 'iror,, l**l:. f YCT:J is ttre cliffer.ence l cms greater and 50
cms. Iesser than the mean oi Thc correction in tonnes ma), also be obtained as 50 x (tfim in m), LBP nt

anct,TPC.) are the TpCs at drafts 50 cms. grearcr anct c0 ::T.:^"qi:,, .nts tesser than thc mean of mean drafts_ This correctio"n tonnes is in .]ll'i:^ to,the disptacement because, u.hen the CF moves rn the ',1'"J:i.]:]_f ""
rs plo'icle.l

"*l!:.""rf i,'" il;i1 ",:,l-' l.il"

irnmersecl o""'tin'''' gni t r' i"' i"'si rican

for \'\'hich thc clisplacement scale
r97

by more than ..'tt"a."tt

Correction for List Thc ship should prcferably bc upright when conclucting a draft survel lf the vessel has a iist she rises bodill' as thc imncrsed u'edge is largcr than the emergecl wedge, particularly on ships with a large flare. This reduces the draft of the vessel. Thercforc thc following corrcction which. is ahvays positive is applied to the dispiacement. Corn. in tonnes = 6 (d, - dr) (TPC, - TPCr) il.hen d, ancl d, are the clratt: an-ridshipson the immcrsed and emerged sides respectivel]' and TPC' anc TPC" the TPCs for those respective diafts.

Density Coriection The ship's dispiacement scale is provided for a stanclard density oI rra:.: usuallr, l.025 t/mr since other standards are also used, it is impor:.:: to check the value used for thc displacement scale provided. The -,th_: i displacement is then obtained as , scale dispJacementden5it)of !\atcr densih' used for displacement scale Constant If a draft sun,ev is conducted when the ship has no cargo on t'o::.g thc clifferencebetween her actual displacementobtained from the displace..=.:c scale and displacement obtained as the sum of her light displacement :r.l all other, known weights on board then, would give the ships 'consl--:" i.e. the \a'eights of spare propeller, cylinder liners, stores etc. onLr .: (which do not form part of the ship's, light wcight). An abnormalh. s:: or large constant points to an error in computation. The results sh--.j then be re-checked. The 'constant' would alter over a pcriod oi -_ as a result of additional equipment, accretion of stores, effect of corr(-sl etc. This increasc in constant' with time would obviously vary from :: to ship. As a rule of thumb, it has been suggestedthat after,n ..:
198

: her life the constant' mav be cstimated as (0.5 + 0.05n) % of the .hip's deadweight. The 0.5?i is for the rapid increase rt'hich occurs in ::'.e first vcar of her life. Other estimates suggested are 0.2596of the --rlps light displacement for every Year of serviceor 2.5 x TPC for cvery r lears of service. Ho\,\'ever none of the above are likelv to provide \aat values. Factors Influencing Accuracy l..e clrafts must [)e observed accurately, prcferablv using a boat io obtain -!' Lrestacculacv possiblc. ldealll thcre sllould be no nar.cs or cutrent/ ::.ie running r,hen the drafts arc observed. Anv .wave disturpancc or irr. \\'ater surface rvill influence the accuracy of the observcr.lclratts even : dralt gauges are used. A tide or current running u.ould procluce a 'ri1cl up of rvatcl against thc loading edge and also.r1.1uat, rlhich r,r,ould ::rect the clrafts observed. clcnsitv of water in irhich the ship floats uscd to calculate the ships .rrsplacement must be bascd on a representativc sample of thc water, takcn ::!rr1 at least three positions aiong the ships length, arva1,from discharges ::,rn thc ship, at various depths, o11 thc side awav from the qual to :,-oiclanY clischarge from the shoreand to aroirl an1,si2gn6n1 rvatertrapped --.tween the ship and the jettv. A \-eighted container u,ith a perfotatecl :.i loi{ercd to the dcepest draft and raiscd .rt a constant speecl u,oulcl -irsure a faillv representative sample. However, even this mav not ensure :;curac\' rl4rere stratification r,vaterlaters erjsts. Wherr thc under kecl of :.earanceis small ancl the sea bcd is of so{t mud, the densitv o{ the ,ner laver of watet can bc as high as 2.00 duc to the mud in suspensjon. : is impracticable to allow for this cffect u,hich tends to reduce the loaded -rr-alt i.e. unclerestimate the loaclcd displacement. -hc .lensity ancl temperature of thc water samples should be measured ' l h e f i r n e t h e . l r a f t s. t r e n h r c r r c . l a . thc densitr \rrie5 u.ith the srate 't tic1e. To measure densitv, a glass h\.drometer designed for !^ater, not 'il, should be uscd as the surface tension <l1\\atcr.rn,l oil differs. Brass rstrulrents aLe not accuratc enough for this purpose. lVher-r reaciing the .\'rlrometel anv parallax error shoulcl be avoided and it should be ensurcd ::r.rt no air bubbles adherc to the submergcd position o{ the instrument. \s is ofien the case if the h\,drometer is calibrated for tvatcr in vacuum l)l-11 should bc subtractcd from thc hydrometer reading to allolv for the ' eight/., olur.r.rerelationship in aii as compared to th;t in vacuum. If :1..eh'ater is not at the caiibration temperature of the instrument (usually 'L) F), a further correction supplied u'ith the instrument must be a1,plicj. . he exact weight of liquids in the tanks must be obtainecl bv obtaining :heir acculate ullages and making due allowance for the shipb trim and .-.nvlist, using thc corection tables provicled with the tank calibr.ationtables. lhe correction tablcs shoulcl take into account the effect of the liquid surface -hc

touching the top or bottom o{ the tank. The dcnsiiv of anY ballast ir. thc tanks should be mcasured as it mav differ considerably from that of the rvater in u'hich the ship floats. Whcn the anchors and cables are do\\'n, the disPiacement\\'ould obviousl.. bc lcsser than whcn thev arc housed. It should therefore bc obvious that accurate calculation of the quanii: of cargo onboard woultl depend lalgely on the skill and carc cxercisLbv thc inclividual-rvhich is diflicult to quantify. If carrietl out carefull it should be possible to produce {airl,v accurate results Evcrl el{orts should be madc to ensure that the bill of lading does r.i: orerstate thc quantitY cargo loaded. Shoulcl short delivery claims rrrit is possible for thc ou'ners to contest such claims bv sho$'ing that ir= -bill oi loacling quantitv is incorrect. h this, the shiP's dctcrmination the cluantitl at the load port and dischargePort is of considerableimportar'.. not necessarily in terms of absolute accuracy but in terms of consisteri i.e. a common yarcl stick (the shiP itself) having bcen used for t'c:mcasurements. If it is also shou,n that no cargo has becn lost duri:: the voyagc (bv reference to log books) and that all cargo loaded has h-.clelivered, it gocs a long wa,v in overturning the bill of lading figu-.

SHIP SQUAT

Squat is the decrease in under-keel water, that is, the difference beth,een her under-keel clearancc when making rlal, and rvhen,i.oo".i o"", ,f_r" -visualiy $'ater. It is not the increase in draft as ,"u.i or"u" shoh,n on diaft inclicators. Bernoulli's theorern states that in an). moving fluicl, the sum of the potential (nerg!. the kinetic energf an.l the pr.rsui. en.:rgy is o anrlr*ni. lh( t h e s h j p -i s f l o a t i n g i n t h a t w J t e r d o c s n o t . r l t e r the levr-.l I :u:,,,.n",. nelgnr ot w.rter thcre. Therefore the potential energy of that warer ts unchanged. As the vessel makes way through the *ut3r, -uf.,.,g t"uuc" frellina a hollon' in the water, The watei theref"ore "fo n.*" uit the ship,s . sicle ancl under her boftom ro fill in the hollow f"ii U"f1i-n?tl".ntp. As the water fiows aft, its kinetic energv increases. According to Bernoulli,s

clecrease under_keel in clearance (rue ro slnkage Jncl trim is lhe 5qudt forwarJ or aft The factors that affect the amount of squat are 1) The ships speed over the water. varies appro\ imately directly as the speed over the water lh", 1C,1u, . Squat occurs even when thc ship is moored, .squdred. :: _K:o,rs A,. srdreJ Lrnder. chdprcr on iratt suncy,. rhe ]i.,: snolrld be taken rnrs :;t:. I i1"".'lC into account when conducting draft surveys. Also, when loading to a particular draf, squat .oulj r"J in unao, loading if the drafts arJ read when , tia" i, .unninn.' 2) The block coefficient, Co rq:".varie_s directly as the Co.. The Co lalues generalt),vary 11: lrom about 0.85 for very large tankers to about 0.ZE for buikers,

,1.rii.,07. by_.the trim itern. wr*i a -. .i"o.i'ir," ,q.", ::t:.,-c:...1:": rs onlv uue, to bodill sinkage. The overall

s i n ( c r h c s h i p i s . . u p p o r r c d v t h c p r c s i u r ee n e r g r n f b l l : . : water,. as: Lhc pressure rne . : . " 1 " - " , energy has reduced,the ship sinks to a longer draft. In addition to the bodiiy sinlage that o..rlrq if,"-.iio''u,ro ,.,-, bv the head or by the stern. With I oiil,'f,.,ff for,r, vesselssuch as tankers and bulk carriers with "u".,'t"li "tuti. Comore than 0.2 trir-ll bY the head. Fine form vessels such as passenger ships and containe.srlesseis "

;l::l-:,:I"

,t':,ll*1i. energy the*nr", in.,"or"r. p"res,ur. or itt en.rg'

generat cargo veisels to O.O r*r-# * :::^11-0.1 container ships. _tg. vessels and "U*t
3) The blockage factor, S

p,,"".g",

The blockage factor, S, is the ratio between the immersed cross sectional

area of thc \,essel ancl the cross sectionalarea of the $ atcr in thc canal.

S Where

b x staticdraft B r depth of water

Lr' is the breadth o{ thc shiP ancl B is thc width of thc canal. Elcn in opcn $'aters, this factor is to bc considered using the wiclth The u'idth of inJluenie B' in Place of the wiclth of the canal B of influence B in oPen $'aters is obtained as B' [7.7 + 20 (1- Cb)r] b

rvhere b is the breadth of of shiP. The B value in oPen $'aters varies from about 8 b for large tankers b about 9.5 b for general calgo vessels to about 12 b for container and passengershiPs. ln open *'aters $'herc the dePth of water to draft of ship rattc' is about 1.2, the value of the blockagefactor S will be around 01

4)

The static under keel clearance Thc lesser the unrler-keel clcatance, the more is the squat becaust the stream lines of return flo\\' aft of the water, past the vesse increasescluc to thc reduccclclearanceundel the vesscl This incrcascs the kinetic energt ancl therefore{urther rcducesthe Prcssulc cners of thc watc!. iirus as the ratio of clepth of lvatcl to draft of sl-rr; reduccs, the squat increases-

s)

The at rest trim of the vessel lhe squai at the bou' increasesto a Sreater extant if hcr at re:: tlin was bv the head The squat at the stern $'ill- incrcase tr a grcater cxient if her at rest tri]n $'as bY the stern Thc calculat'squat shoulci therefore be appliecl to the Srcater of tf' -iri^lrlrl ti{o crld drafts to obtain the minimum uncler kecl clearance

6)

Passing a othei ship in a river or canal When the ship is passing or overtaking another vcssel in a lire: or canal, the'".1.rof .on increaseuPto t$ice the normal lalut ;" ihe combincd blockage factor, S, becomes the sum of the block'ri' factor of each ship.
222

The squat increasesif the ship is close to the bank of a river or canal Various empirical formulac ha!c been suggestecl for cstimating thc naximum squat. As there are so manv variables and so inartr f . r r r o r st,h e , \ < r ! t t a l u c s o l h h r c h r n . t \ n , , i b e r t , a . i i l ra r , , i l . r b h r . o r r , . ,r of the formulae are likelv b ptovicleabsolutelvaccuiatcsquat valucs. Honcver, from thc analvsisof ntany measurcdsquat valucs on shtps antl results of ship model tests some empirical iormulac have been cleveloped satisfactoril)' for estimatingthe maxinum squ.tt is coniinccl and open h'aters. Obviousiy the squat is greatcr in ionfinecl $,atcrs and lesser in open n'aters. For a vcsselat an cven kccl static trin when the ratio of the dcpth of $,atcr to the draft of ship is in the range of 1.1 to 1.1, ihe naximurt squat in open or confined lvaters may bc preclictctifairlv J c c u r . r t e l tb r ' "r(her ,,f the erlre-rjorr*

r)

Maximun squat

C,. x S"' r v: 'x

20

2)

!e2/r,\/2$

Maximum squat

30

i\.here

s.'

t-s

In thc above expressions: S' is the blockage facbr. V'is the ship's spcecl ovcr the u,ater in knots.

'S. is thc velocity return factor. 'As is the immerscd cross scctional area of thc ship. 'A,' is the cross sectional area of the rvatcr in the canal.

:tl

O t l r ,r a p p r o r i m a t ef o r r n u l a ea r eC,. r Vl

1) 2)

Maximum squat in open waters Nlaximun squat in cor'\fined u'aters

100

rvhcre S is bet$,ecn 0.L anci 0.265)

50

Both the atrove approximatc formulae slightlv over estilratcs i maximum squat thereby erring on the safer siclc. lndications that thc ship is in shallon' waters include
1)

Wa.,'c making bi' the ship, especiallvforward, incrcascs. Manoeuvring LTecomes sluggish. The propcllcr RPN,I rccluces. Thc ships speed over the water reduces.

2) 3)

5) o)

5lnpping Lllst.rlrccs J trme increaser. an Thc cliameter of the turning circlc incrcascsto a great extcr: Rollirrg and pitching reciuces. The ship mav start to vibratc.

n
8)

At this point, a consideration mav arise as to the depth of u'atcr r'. can be consiclered shallow. This clcpcndson the clcpth of influer..atuf,. In depths above thc .:-: tl.rcship, nhich is approximatel\, " { of influence thc ship may be considered be in dccp rvaters. ln,].: to belon' the clepth of ir.rfiuence, ship may be considereclin shallorv r.,": the Sirrcc thc clepth of influence is morc than 5 times the rlraft, thour: ship's squat mav co[lmencc to increaseslightlv at such dcp hs it ., oi rruch consequence.The incrcasein squat is significantrvhen tl'ru:. to drafl ratio is lessthan 2. lt is much more pronouncecl anr.lof consec::. rr'lrctt tlri. ratio is less th.rn ].i. The best course of action to reduce squat is to rcduce the ships ,: Lrecauscihe squat varies directl]' as thc ship s speetl squarecl. H. thc spccd $'ill reduce the squat to a quarter. Ho."vever,the ta.: rnanocuvrilrg which is alreacly sluggish in shallow waters mar' ,.jc:.: furthcr shoultl also be considcrcci whcn rcclucing the speccl.
:2.1

another .leel riue to interaction also occurs $'hen passing or overtaking ln shallou' narlou' channel ancl also when close to a bank ,."."1 ;" " due to turning [laY also increase,further reducing the uncierrr atcrs, heel h'idc ieel clearance. This fact should be borne in mind rvhen turning increase boclieclvessels,with small GM at relatiYelYlarge speccls. The in shallou' rn ciraft due to heel, list or roiling can be surprisingll' large and boclv uatcrs it coulcl cause grouncling at the bilge strake of the midcile ior instancc, thc increase in draft, given bY the exPresslon vcssel (old draft cos e + 1/2 beam sin e) - oid c-lraft for a 50 m beam with a draft of 12 m at a small heel of 30 is 13 m

229

HEEL DUE TO TURNING

When a body moves in a circular path, it experiences accclcration to$'ar(ii an the centre of the circle -,
I

where v is the velocity of the boclf in m The force requirerl ir

sec ancl r is the radius of the circie in meters. prociuce this accelerationis mv'z
I

, where m is the mass of the bodv. Thts

forcc called the centripetal {orce acts at the centre o{ Iateral resistan(: of the ship i.e. at the centroid of the projected unclerwater lateral are. of thc ship, which is a point at about the level of the centre of buovanc. or at alrout half the draft. This force is provided by the watcr actinF on the side of the ship away from the centre of the turning circle.

For equilibrium, there must be an equal and opposite force acting o. thc ship. This force called the centrifugal force acts at the centre of gravit\ of the ship, in a direction awav from the ccntrc of turn. These two equal and opposite forces, i.e. centripetal force and centrifugal force produce a heeling couple

= v:: ^B,z
r Tire ship will then heel until the righting moment, W x GZ equals the hceling couple. Therefore, when equilibrium
l5 lt0

attained

WxGZwhichism.g.GZ= Since GZ n.g.GMsin0

-!

' BtZ where = BGcos0 B,Z

CM sin 0
-.D(lCOSH I

. . g . G M s i n0

r
-,

GM sin 0

DU COS tJ

i.e. tan 0

g.r.GM

Since B is at about half tltc clraft, v.[KG

-;)

tan 0 also

g.r.GM In thc normal casc, rl,hcre G is above B, thc ship $,jll l.leci a!a'al from the centrc of turn. In rate cases, wltcre G is belou B, thc' ship $'ill hecl to$,ards the centre of turn.

ROLLING PERIOD

The unresisted rolling period of a ship in still ra,ater

'

2nK ic GM

ihis expression should not be usccl to estimate her Glvl from hcr periocl ,r ro11 at sea, as her actual rolling period is tl-rat of rcsisted rolling ancl :r.rt unrcsisted rolling. AIso, when roiling at sea, the ta,atcris not still ::rrl the rolling mav be Iorced oscillations due to a seawav and not entirely :,rc oscillations. Ir-urther, the radius of gvration K can at best bc onli, .:1 approxlmatlon.

Determination of GM' by Means of Rolling Period Tests (for ships upto 70 m in length)

ru approximation of thc initial GM in smail ships (upto Z0 m in length) '*tr,,r" b e o b t , r i n c r lb ) t h ( e \ p r e \ . i o n C V fB :s thc lolling cocfficient (r-,'hich i'aries from about 0.88 lor the ship r.rallasl to about 0.73 for the fullv loacied vessel \,\,ith about 5% of clcaclr'r'eightbeing liquicls in tanks, = brcaclth of thc ship in m and perioJ of rt'll in sec,'nJ. rolling coefficient varies $'ith the radius of gvration. A long rolling :.'cl corresponding to a GM of 0.2 m or lesser indicates lo\a. stabilit\,, ' :he accuracv of thc GM obtained is rcduced. The rolling period tcst :id be conducted in port, in still waier. :.:mination of GM b1' rolling period tcst in open disturbecl n,atcrs, even relcd the oscillatior-Isare Iree and not forced os.iilations due to a .rv must be considered as a verv approximate cstimation onlv.

215

lire above expression for GMn ma1' be reducecl to F where

itt
,F=
(f.

BF

DAMAGED

STABILITY OF PASSENGER SHIPS

The ship shall meet the damaged stabilitv criteria uncler the following assumPtions: a) b) service condition as rcgarcls The ship is in the $'olst anticiPaLed stability. Tire permeability of the various compartments ate as follo\\'s: Cargo, coal and store sPaces: 60?; A \ c o m m u J a t i o n\ p J c c ( Machinery spaccs Liquid Tanks: r) : 95",i 85% 07" or 95% $'hichevcr results in least stabilit\'.

c)

The longitudinal extcnt of damage is 3ln + 39i ot th! ships leirgth or 11 m, ilhichever is lesscr' \'Vhere th' facior of subdivision is U33 or less, the longintudlnaextent shall be increascd as necessal)' to inclu(le t\\'r transverse bulkheads The tiansverse cxtent of damaie is onc fifth ihe ship: breadth The lertical extent of damage is {rom the base' up$'rr': without limit

ii) iii)

\\rherc the ship's {actor of sLrbdivision is more than 0'5' she should t'-aeljacc: able to withstancl the flooding of anY one comPartment Where trvo bc aL'-: compartments are scparatcd b1' a stepped bulkhead, she shoulcl to withstar1d the flo;ding oi the two adjacent comPartments'

03: Whcre the ships factot of subdivision is 05 or less but more than co::' she should be able to $'ithstand the flooding of anv two adjacent Partmen$. lT Where the ship's factor oI subdivision is 033 or less, she shoulcl to \\'ithstand the flooding of anv three adjacent conPartments

DAMAGED STABILITY CRITERIA TO BE SATISFIED BY PASSENCER SHIPS IN THE FINAL CONDITION AFTER DAMAGE AND AFTER EQUALISATION MEASURES

In the case of synmetrical flooding, shc shall havc a rcsiciu.rlG\l of at least 50 mm. In the case o{ unsymmetrical floocling thc anglc of heel sh.ill not exccecl 70 for one compartment fkroding an.1 i2, for tlvo or more compartment flooding. Thc margin line shall not bc submergeciat any poirlt. have a posiiil,e rangc of at least 150 bq.ond ANGI_L 11:: 9i,:::1"tq OIJ EQUILIBRIUM. Area under the GZ curve to be atleast 0.015mrad between Angic of Equilibrium and lcsser of r Either angle of progressivc flooding
o1

220 in casc of flooding of onc comparhncnt; 27,, in case of flooding of more than one acijacenf compartments residuai righting lever is to be obtained of at lcast 0.1 n u,ithin the range specilicd in 4. above, taking into account the grcatest of the follou'ing hceiing moments.
I

Heeling moment due to crowdi|tg of passengersonto onc sidc

ot

Heeling moment clue to launching of fully loadecl davit launched survival crafts on one side
ot

Due to wind pressure.

As calculated by the formula Heeling Moment + 0.0f Displacement

CZ

211

ASSUMPTIONS FOR CALCULATION OF HEELING MOMENT

For calculaiing the hecling moments, the following assumptiors shall :t made1. Heeling r-noment duc to crowding of passengers to o n e : : : : r.1 r ! p e r s o l l sp e r s q u a r c m e t r e . rnass of each passengcr: 75 kg

passengers at their muster stations on that sidc oI the b rvhich she is listed or

2. Fleeling momcnt cluc to launcl-ing of fullv loadecl davit lau:::d sur|ival crafts o11 one sicle. r Marimum heelingmoment due to all lifeboatsancl rcscue:-;!i on the side to h,hich thc vessel has hcelecl bccause of rla::-:= ale srvullg oui fully loadcd ancl rcady for lowerlng. A frrllv loadecl rlavit launchecl life raft is slrung out ol ::i! clavit on the sicie to \.\'hich shc is listcd. For liieboats u'hich are launchecl iullv loadecl from the st.-'.ei position, the maxin-run heeling troment is to bc take:: Persons noi rn lifc saving appiiances $'lich are swun! shall not providc heeling or righting moments. 't

r r r

Life saving nppliances on the oiher siclc arc to bc ass:::-.::! to be in the storved posiiion. or

3. Hccling nroment clue to wind pressure r I r lhc nind prcssurc sha1l be assurner:l be 120 N,/m: to lhe \\'!ldage areir is her projectcdlatcral alca abolc the:.::= line, in the iniact condition. The heeling a1m is the \'erticai distanccL)ct\\,ccn thc ce.:: ,1 of the $'irrdagc arca ancl half oI the mean dr;rfi i il-re ::--.: condition.

At .ritermediate stages of flooding the maximum righting lelcr sh.r1] be ai lcast 0.05 m and the range of stabilitv shall be at lcast , . -nsvmnetrical flooding is to be kept to a minimum. Wllere it is r1elcssarv io_correct large angles of ircel duc to unsvmmetrical floocling, the mc,rns .rcloptedshall be sclf acting where practicable. But where conhols arr] plolided to cross flooding fittings, thel must be operable from aLrovethc rulkheacl cleck. lVhere cross flooding fittings are provclecl, the tirue ior .qualisation should not cxceed 15 r]rinutes. The maximun anglc oi hccl after floocling, but before equalisation shall not exceed 150. Ihe master shall be supplied with neccssarv data to maintain sufficient :ntact stability to enable the ship to withstand the assumed damaqe. This .hall inciudc the maximum permissible KG or mininum pcrmisslble GM :or a range of service .lrafts/ displaceinents.

243

TANKER CARGO CALCULATION

Measurement of cargo ()n boarcl a tankcl the Inetl'roclof caiculating the quantitl of oil on boarc is cli{ferent flom those as usecl in case of other ships. Here thc r,olume of oil in cargo oil tanks (C.O.1.)is tabulated against clif{crentullages ic: varr.ing conclitiotrs trim ancl list. lt is rcquired of the ship's personneof io takc the uliages, n'ateldio of thc tanks ancl notc clown the irinr .lr-.i list of the vessel.Norn-r'eferring to the ullagrs tables of the vessel concerne; volnr-r-reo{ oil in clifferent tanks is obtained. On board a tanker thcrc are cliffcrcnt methods oi mcasur.ingullage: Some of them aIe r|ith an u1lage tapc, Ullage Terrperaturc Ltteriac. (UTI)7M\4C/Sonic tirpe,r\fiessoc gauge,raclargaugeetc. Silnihrlv soundin.: can also be obtaincclusing a sounding rod, sounding tape etc. l\iatrrcltl. watercut is also measuted n'ith a UTI/NIMC. Corrections to the Observed U'llage The ullagc thai is obiainccl bv using ar-rvo{ the abo\,e nethods is: L-re corrcctedior the prcscnt tlim ancl list of the lessel. Also thc iocari.: of uliage port is takcn inio account,i.e, its height, l-rou-far il is iorh;,:.: ot thc aftcl bulkheacloi the tank an.1 bl rvhat distance it is Jisflac.: i r o r n t l r - c . t r l e r l i r r -, , - r l . c r r r L l The Liquid Strtface Insirle TIrc Tauk Rcnutitls Horizolttal lrfesl,c(tfue ()TItc Trifit Altd List Of The Ycsscl. Consider a vt-ssel or. even kccl an(l upiight. Since the litFrirl surface $,ill be horizontal, tlrc sarne u11age $.i11be obtainecl ilrespccti.i oI u'here thc ullage port is located.

Norv consider the same vcssel trimmed by stern

'1:' 'UO' 'UP' 'LrT' 'e'

Length of the tank ABCD Obsen,ed ullage Ullage conectcd for rape correchotl Ullaged correctecl for tape ancl trim correction Tdm angle

: the ullage is measured *,ith thc, help ot an ull.lge tape or MMC/ UTI/ -,nrc tape/ clue to the trin of the vcssel it wili ,ou'.fr if,. lactuat oit "le -::r'tace' at right angles and ,UO,. hence the observecl ,fUg" *."if -.usihe observecl uilageis to be correcte(l for.both tape Xnd trim cor.cctions. : a, n'hessoe _gauge or raclar gauge had been used the Iloat in case of '.,hcssoeand the radar bean.rin cise of raclar gauge ,"*fJ'fluru tru""I"a ::.rllel to the bulkhead of the I
1..n1 .,,n., tjon ij necc5.dr|

r, ''us the observcd o'i:"oJx1,il",":o;:i';j,,."i:n.l.T,:"i: ullage

In both the cases the corrected ullagc is

'UT' as shown above.

Tape Corection UO UP UP tan 6 cos 0 UO x sec 0 trim

LBP

Thus UP

UO

x secltan'' I

. /trim)l

Ji

He ce Ull@ge coftected for tope coftectiotr = obseruedu l l a g e . tuim (! LBP \2 UP+x

=

sec\tan\rorll

[. -.(mn\]

tan 0 Thus UT

) )

Hence UT

| o\,H* up *( \2 ) LBP

At the same time if the vessel was also listed to port and the ulla:: 'b' m to starboard of the centreline o{ the tank, tLe: port was located the ullage corected for the tape and trim corections is to be collecte: for list also.

246

As shon'n in the fig. Below consider the same vessel to be listed <| to port.

T'P XT' T'P

LlSr Lotr.

tan O XT'xtan<i bxtan(r

i.ncc ln this case, the ullagc oo

e arrJ ,_,,", rirc ,.',,,i"1".,.u01i,.''J.:T:ir.J;":[".i:,i:";.ji,lo,#,

r.rJ thc list and thc location of rtilage port bcen to thc ,ifr"'or" slde of i:iler tlne, the list correclion samc has to be *i.l"d _ t,l .froi" ,1"g".

Thus finally the corrected ullage, taking into aqcount, both list and trjm conection is to obtained as follolvsl -

1. 2.
I I

Corlect the observed ullage for taPe correction 'fo this corlecteclullagc appll trim and lisi conection

Trin correction to be addecl it thc vessel is trimmccl bV stern. T-istcorection to bc aclded if list and location of ullage port is to sane sidc of centerline otherwise if of tlifferent name, then to be subtracted.

CotectedUllage

obsefi) etlollage. rc.

l 't trit' tl lrat' I 16p )i

ll ,n\,!vt]ta.,n,,, t
L\2 LBP)

Wherc t: Lengih of the tank Location of ullage Port forlvard of a bulkhead ,b, (I Location of ullage Port awav from centie line Anglc of list