JOHN B. LACSON MARITIME UNIVERSITY (AREVALO) INC.

Sto. Nino Sur Arevalo, Iloilo City

BSMT Department

SEAMANSHIP 2
(TRIM, STABILITY AND STRESS)

COMPILED BY:
LUINA A. CUADRA
 JOHN B. LACSON MARITIME UNIVERSITY (AREVALO) INC.
Sto. Nino Sur Arevalo, Iloilo City
BSMT Department

COURSE CODE/DESCRIPTIVE TITLE: SEAMANSHIP 2/TRIM, STABILITY AND

STRESS

COURSE CREDITS: 3 UNITS LECTURE: 3 HRS LAB: 0 HRS

STCW COMPETENCE/S COMPLIED: A-II/1.F3.C2 Maintain seaworthiness of the ship

COURSE DESCRIPTION:

Deals with the working knowledge and application of stability, the fundamental actions in the
event of partial loss of intact buoyancy and the fundamentals of watertight integrity.

COURSE OUTCOMES:
At the end of the course, students should be able to:

CO1: Use stability, trim, and stress tables, diagrams, and stress calculating equipment to
determine compliance with the IMO intact stability criteria under all conditions of loading and
unloading operations.

CO2: Analyze various critical situations to rationalize the courses of action undertaken.

2
COURSE OUTLINE: Demonstrate knowledge and understanding, and proficiency in:

PRELIM

Topic 1 – The fundamentals of ship Stability

Topic 2 – Ship stresses and the onboard measures to counteract their effect

MIDTERM

Topic 3 – The Hydrostatic Table and Information

Topic 4 – Stability Parameters and Information
Topic 5 – Stress Calculating Equipment / Loadicator

FINALS

Topic 6 – Maintaining ship’s stability

Topic 7 – Damage stability

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TOPIC 1: The Fundamentals of Ship Stability
LO1.1 Discuss various terminologies relating to ship stability and their implications and effects
to the behavior of the ship.

Ship Stability refers to a ship's ability to float in an upright position and, if tilted by external
forces such as waves or wind, to return to its original position once those forces cease. It's
essentially the measure of a ship's resistance to capsizing.

Key Concepts:

 Buoyancy: The upward force exerted by a fluid that opposes the weight of an immersed
object.
 Gravity: The force of gravity acts vertically downwards through the ship’s center of
gravity.
 Center of buoyancy (B): The centroid of the submerged volume of a ship.
 Center of gravity (G): The point where the entire weight of the ship is considered
concentrated.
 Metacenter (M): The point of intersection of the line of action of the buoyant force with
the ship's centerline when it is inclined at a small angle. In simpler terms, it's a theoretical
point above the ship that plays a crucial role in determining the ship's stability.
 Metacentric height (GM): The vertical distance between the center of gravity (G) and
the metacenter (M). A positive GM indicates stability.
 Keel (K): The keel is the main structural member and backbone of a ship or boat. It runs
longitudinally along the center of the bottom of the hull from stem to stern. Think of it as
a spine of the ship.
 Displacement: The weight of the volume of water that is displaced by the underwater
portion of the hull is equal to the weight of the ship. This is known as a ship's
displacement. The unit of measurement for displacement is the Long Ton (1 LT = 2240
LBS).

Factors Affecting Stability:

 Ship's shape and dimensions: Wider and deeper ships generally have better stability.
 Weight distribution: A lower center of gravity improves stability.
 Cargo loading: Proper distribution of cargo is essential.
 Weather conditions: Wind and waves can affect stability.

Types of Stability:

 Initial stability: The ship's tendency to return to the upright position after a small initial
disturbance. Range from 0° to 7° / 10° of inclination.
 Angle of loll: A condition where a ship rests at a large angle of heel due to lack of
stability.
 Righting moment: The force that tends to restore a ship to its upright position.

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Importance of Stability:

 Safety: Prevents capsizing and protects crew and cargo.

 Efficiency: A stable ship performs better in various sea conditions.
 Cargo capacity: Proper stability allows for maximum cargo loading.

LO1.2 Explain Archimedes’ principle and relate the force of gravity and buoyancy to shipboard
application

Archimedes' Principle and Shipboard Application

Archimedes' Principle

Archimedes' principle states that: “The upward buoyant force that is exerted on a body
immersed in a fluid, whether partially or fully submerged, is equal to the weight of the fluid that
the body displaces."

In simpler terms, when an object is placed in a fluid, it experiences an upward force equal to the
weight of the fluid it displaces. This principle is fundamental to understanding how ships float.

V1 https://www.youtube.com/watch?v=_p-hwElkrlk&t=36s Archimedes Principle

Force of Gravity and Buoyancy

 Force of gravity: Pulls the ship downward towards the Earth's center.
 Buoyant force: Pushes the ship upward, opposing the force of gravity.

For a ship to float:

1. The buoyant force must be equal to the ship’s weight.

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 2. The ship must displace a volume of water equal to its own weight.

Shipboard Application

 Ship Design: Naval architects apply Archimedes' principle to determine the size and
shape of a ship's hull required to support its weight.
 Loading: The weight of cargo and passengers must be carefully considered to ensure that
the ship doesn't exceed its displacement limit.
 Stability: Proper weight distribution is crucial for maintaining the ship's stability and
preventing capsizing.
 Damage Control: Understanding buoyancy is essential for assessing the impact of
flooding on a ship's stability.
 Salvage: Salvaging sunken ships relies heavily on understanding buoyancy principles.

By applying Archimedes' principle, shipbuilders and seafarers can ensure the safety and
efficiency of vessels.

Deadweight

It is a measurement of the ship’s total carrying capacity. It is the total weight of cargo,
ballast, fuel oils, provisions, crew, freshwater, stores, and etc.

Gross Tonnage

Gross Tonnage is a measure of the ships total interior volume and is calculated by
multiplying the interior volume “V” of the ship in cubic meters by a variable known as “K”
(which varies depending on the ships overall volume).

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Net Tonnage

Net Tonnage is a measure of the total interior volume of a ship’s cargo spaces and is
calculated in much the same way.

Bale space

Is meant the volume of the cargo holds that can be used for general cargo.

Grain space

Is meant the volume of the cargo holds that can be used for bulk cargo.

Oil space

It is understood 98% of the total volume of the wet bulk tanks.

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LO 1.3 Explain basic initial stability nomenclature such as KB, KM, BM, KG and GM

Stability Nomenclature

Keel (K)

K is the abbreviation of Keel, and is always at the same place. This is on the constructed
line going through the center of the ship, called the Centerline.

Centerline

Waterline

Center of Gravity (G)

G is the center of gravity, and its vertical placement is dependent on the places of masses
onboard. Heavy cargoes placed near the bottom of the ship gives a low G while cargo place
higher in the ship gives a higher G. The gravitational forces work downwards as if they work in
one point.

Centerline

G Waterline

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Center of Buoyancy (B)

The forces of buoyancy work upwards as in one point, called the Center of Buoyancy.

Centerline

Waterline

B
K

Height of Metacenter (KM)

KM is the distance from the keel to metacenter.

Metacentric Height (GM) G

The vertical distance between the center of gravity (G)

and the metacenter (M). A positive GM indicates stability.

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 M

G
Height of center of Gravity (KG)

The vertical distance of the center of gravity (G)above

the keel (K).
K

Height of Buoyancy (KB)

G
The vertical distance between the keel (K) and the
center of buoyancy (B).
B

Metacentric Radius (BM) G

BM is the distance between the Center of Bouyancy (B)

and Metacenter (M). B

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 Linear Measurements in Stability

Types of Stability

Positive stability

The metacenter (M) is above the

center of gravity (G). The vessel is stable.

- KM > KG
- M is above G
- GM is positive

Neutral stability

This is the most dangerous situation possible,

for any surface ship, and all precautions must be taken
to avoid it. It occurs when the vertical position of CG
coincides with the transverse metacenter (M).

- KM = KG
- M & G coincides

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 - GM = Zero

Negative stability

A negative GM means the ship is

unstable and can capsize. Even with a slightly
negative GM,
a ship may find stable equilibrium at an angle of
heel called the "angle of loll." The GM affects
how quickly a ship rolls from side to side, with
a higher GM leading to stiffer, faster

- KG > KM
- G is above M
- GM is negative

Useful Formulas in finding:

GM = KM – KG

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KM = KB + BM

KG = KM – GM

BM = KM – KB

KB = KM – BM

Calculating KB, BM, and GM

} For Box Shape : KB = ½ x Draft

} For Ship Shape : KB = 0.53 x Draft
} For Triangular Prism : KB = 2/3 x Draft

For Box Shape :

BM = B² / 12 x Draft

For Ship Shape:

BM = I ; where; I = LB³ (I = 2nd moment of inertia)

V 12
Where : V = W x Density of SW (35 cu.ft/ton)
= W / Density (Kgs./ cu. Mtr)
I =LxBxk
B = Breadt
D = Draft
k = is constant depending on Cwp

For Triangular Prism :

BM = B² / 6 x Draft

Exercise 1:
A box shape vessel is 24m x 5m x 5m and floats on an even keel draft at 2m draft. KG = 1.5m.
Calculate the initial metacentric height.

Solution:
BM = Beam²
12 x Draft
BM = 5² m
12 x 2m
BM = 1.04

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 KB = ½ x Draft
KB = ½ x 2m
KB = 1.00m

KM = KB + BM
= 1.0m + 1.04m
KM = 2.04m

GM = KM – KG
= 2.04m – 1.5m
GM = 0.54m

Example problem 2:
A vessel in the form of a triangular prism 32 m long, 8 m wide, at the top, and 5 m deep, KG 3.7
m. Find the initial metacentric height when floating on even keel at 4 m. Calculate the
metacentric height?

Solution:

Let x be the half breadth at the waterline

Using Ratio and Proportion

Then: X x Draft of Vsl.

Other Half Depth of Vsl.
X x 4m
4m 5m
X = 16 m / 5 m
X = 3.2 m
x 2
6.4 m Breadth of Vsl. At Waterline

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 KB = 2/3 x Draft
KB = 2/3 x 4 m
KB = 2.67 m

BM = B² / 6 x Draft B² = Breadth of WL
= 6.4 m x 6.4 m
6m x 4 m
BM = 40.96
24
BM = 1.71 m

KM = KB + BM
= 2.67m + 1.71m
KM = 4.38m

GM = KM – KG
= 4.38m – 3.7m
GM = 0.68m

Example problem 3:
The second moment of a ship’s water-plane area about the centerline is 20,000 m4 units. The
displacement is 7,000 tonnes whilst floating in dock water density of 1,008 kgs per cu. m. KB =
1.9m, and KG = 3.2m. Calculate the initial metacentric height.

Solution:

BM = I /V
V = Weight/ Density
= 7,000 tonnes / 1.008 tons/ cu.mtr
V = 6,944 cu. mtr
BM = I/V
= 20,000 m4 / 6,944 cu. Mtr.
BM = 2.88 m

KM = KB + BM
= 1.90 m + 2.88 m
KM = 4.78 m
KG = 3.20 m ( - )
GM = 1.58 m

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LO1.4 Discuss how the center of gravity will be affected during loading, discharging, shifting of
weight already onboard and ballasting

Effect of Ship Operations on the Center of Gravity (CG)

Centre of gravity

It is the point of a body at which all the mass of the body may be assumed to be concentrated.
The force of gravity acts vertically downwards from this point with a force equal to the weight of
the body. Basically, the body would balance around this point. The COG of a homogeneous body
is at its geometrical centre.

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 The Condition of the “Center of Gravity (G)”

 The position of “K” is fixed.

 The position of “M” varies with the draft of the vessel.
 “G” moves towards weight loaded.
 “G” moves away from weight discharge.
 “G” moves parallel to the direction of weight being shifted.
 “B” moves towards the low side of inclined vessel.

Consider a rectangular plank as shown. The effects of adding or removing weights would be as
shown:

Now cut the length of plank of mass ‘w’ kg whose CG is ‘d’ meters away from CG of the plank.
Note that a resultant moment of ‘w x d’ kg m has been created in an anti-clockwise direction
about ‘G’.

The CG of the new plank shifts from ‘G’ to ‘G1’.

Moment

A moment in ship stability is a measure of the turning effect of a force. It is calculated by

multiplying the force by the perpendicular distance from the force's line of action to a reference
point.

Understanding the Concept:

Imagine a seesaw. The force exerted by a child on one end creates a moment that tends to
rotate the seesaw. In a ship, the weight of the ship and the buoyant force create moments that
either stabilize or destabilize the vessel.

Effect of adding, loading or shifting weight or mass

Equating the tilting moments created due to the added weight, which must again be equal:
(W + w) x GG1 = w x d
GG1 = (w x d)/(W + w)
GG1 = (w x d)/ (Final mass)

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Application to ships

DISCHARGING WEIGHTS:
GG1 = (w x d) meters
(Final displacement)

LOADING WEIGHTS
GG1 = (w x d) meters
(Final displacement)

Shifting Weights
GG1 = (w x d) meters
(Displacement)
Where:

w = weight or displacement
d = distance
KGO = The original height of the ship’s center of gravity (M)
ΔO = Ship’s displacement prior to adding/removing weight (MT)
w = The amount of weight added or removed (MT)
kg = The height of the center of gravity of the added/removed weight above the keel (M)
ΔF = The ship’s displacement after adding/removing the weight
(+) When the weight is added use (+)
(-) When the weight is removed use (-)

Loading

 Effect on CG: Loading cargo increases the ship's weight and raises the CG. The exact
movement depends on the weight and location of the cargo.
 Example: Loading heavy cargo in the ship's hold will raise the CG more than loading the
same weight of lighter cargo on deck.

Example Problem 1:

A 30 MT crate is added 10 M above the keel. Δo is 3500 MT and KG0 is 6 M. What is the
new height of the ship’s center of gravity (KG1)?

Solution:
KG1 = ((Δo x KGo) +/- (w x kg)) / ΔF
KG1 = ((3500 x 6) + (30 x 10)) / 3530
KG1 = 6.034 M

Or

Weight KG Moment
3500 x 6 21,000

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 30 x 10 300
________________________
3530 21,300

New KG = Total Moments/Total Weight

= 21,030/3530
New KG = 6.034 M

Example Problem 2:

Light displacement of a vessel is 2,875 tons. She loads 390 tons at 7.0 meters above the
keel and 710 tons at 2.5 meters above the keel. If her KG was then 5.20 meters, what was the
light KG?

Solution:
Weight Distance Moment
Loaded = 390 x 7 = 2,730 t/m
Loaded = 710 x 2.5 = 1,775 t/m
Initial Δ = (+) 2,875
Total Δ = 3,975 x 5.2 = 20,670 t/m
(-) 2,730
(-) 1,775
16,165
KG = Moment
Weight
= 16,165 t/m
2,875 t
Lt. KG = 5.62 m

Discharging

 Effect on CG: Discharging cargo reduces the ship's weight and lowers the CG.
 Example: Unloading cargo from the upper decks will have a more significant impact on
the CG than discharging cargo from the lower holds.

Example Problem:

A ship has a loaded displacement of 8000 tonnes and a KG of 6.5 meters. To improve
stability, it is decided to remove 200 tonnes of cargo located at a height of 8 meters above the
keel. Calculate the new KG after removing the cargo.

Solution:

Weight KG Moment

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 8000 x 6.5 52,000 t/m
(-). 200 x 8 1,600 t/m
________________________
7800 50,400 t/m

New KG = Total Moments

Total Weight

= 50,400 t/m
7,800 t
New KG = 6.46 m

Shifting of Weight Already Onboard

 Effect on CG: Shifting weight within the ship can move the CG laterally or vertically.
 Example: Shifting containers from one side of the ship to the other will move the CG
laterally, potentially causing a list.

Vertical Weight Shifts

Shifting weight vertically, no matter where onboard it is, will always cause the ship’s
center of gravity to move in the same direction as the weight shift.

To calculate the height of the ship’s center of gravity after a vertical weight shift, the following
equation is used:

KG1 = ((W0 x KG0) +/- (w x kg)) / ΔF

Legend:

KGO = The original height of the ship’s center of gravity (m)

Δo = The ship’s displacement prior to shifting weight (MT)
w = The amount of weight shifted (MT)
kg = The vertical distance the weight was shifted (m)
ΔF = The ship’s displacement after shifting the weight (MT)
(+) When the weight is shifted up use (+)
(-) When the weight is shifted down use (-)

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Example Problem 1 (Vertical shifting):

10 MT of cargo is shifted up 3 M. ΔO is 3500 MT and KGo is 6 M. What is the new

height of the ship’s center of gravity (KG1)?

Solution:
KG1 = ((Δo x KGo) +/- (w x kg)) / ΔF
KG1 = ((3500 x 6) + (10 x 3)) / 3510
KG1 = 5.991 M
Horizontal Weight Shifts
Shifting weight horizontally, no matter where onboard it is, will always cause the ship’s center of
gravity to move in the same direction as the weight shift.

NOTE: A weight shift causing the ship’s center of gravity to move off centerline will always
reduce the stability of the ship.

To calculate the horizontal movement of the ship’s center of gravity, the following equation is
used:
GG2 = (w x d) / ΔF
w = The amount of weight shifted (MT)
d = The horizontal distance the weight is shifted (M)
ΔF = The ship’s displacement after the weight is shifted (MT)

Example Problem 2 (Horizontal shifting):

A 50 MT weight is shifted 10 M to starboard. ΔO is 32000 MT. What is the change in the

center of gravity (GG1)?

Solution:

GG1 = (w x d) / ΔF
GG1 = (50 x 10) / 32000
GG1 = 0.01562 M

Ballasting

 Effect on CG: Adding water ballast to the ship's lower compartments increases the ship's
weight and generally lowers the CG.
 Example: Filling double-bottom tanks with water will significantly lower the CG.

Example Problem:

A ship has a light displacement of 5000 tonnes and a KG of 10 meters. To improve

stability, it is decided to load 500 tonnes of ballast water into double-bottom tanks located at a
height of 2 meters above the keel. Calculate the new KG after ballasting.

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Solution:

Weight Distance Moment

Loaded = 5,000 x 10 = 50,000
Loaded = + 500 x 2 = 1,000
Total Δ = 5,500 = 51,000

New KG = Moment
Weight
= 51,000
5,500
New KG =9.27 m

Important Note:

 The specific movement of the CG depends on the weight, location, and volume of the
added or removed material.
 Accurate calculations are essential to maintain the ship's stability within safe limits.

Example Problem:

Your ship has a displacement of 18,000 tons. You want to move the ship’s “G” by 0.5m
forward. How many tons must be shifted from hold no. 6 with the LCG of 38.10m from AP (aft
perpendicular) to hold no. 2 with the LCG of 109.11m from the AP?

Solution:

Given:
Displacement (total weight of the ship) = 18,000 tons
Desired shift of G = 0.5 m forward
LCG of hold no. 6 = 38.10m from AP
LCG of hold no. 2 = 109.11m from AP

Moment = W (weight) x D (distance)

= 18,000tons x 0.5m
Moment = 9,000 tons/meter

Distance between two holds = 109.11m -38.10m

= 71.01m

Weight to be shifted = Moment / Distance

= 9,000tons/meter / 71.01m
= 126.74 tons
Note: To move the ship’s center of gravity forward by 0.5m, approximately 126.74 tons must be
shifted from hold no. 6 to hold no.2.

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Conclusions
The CG of a body will move directly TOWARDS the CG of any weight ADDED.
The CG of a body will move directly AWAY from the CG of any weight DISCHARGED.
The CG of a body will move PARALLEL to the shift of the CG of any weight MOVED within
the body.
The shift of the CG of the body in each case is given by the following formula:
GG1 = wxd metres
W
where w = weight added, removed or shifted.
W = final mass of the body
d = distance between the CG if weight added or removed, or the distance by which the
weight is shifted.
When a weight is SUSPENDED, its CG is considered to be at the POINT OF SUSPENSION.

The center of gravity (G) moves TOWARDS an ADDED weight.

The center of gravity moves AWAY from a discharged weight.

The center of gravity (G) moves in the SAME DIRECTION and PARALLEL to the
direction of shifting.

GG’ = w x d
Δ
w = weight loaded, discharged or shifted
d = Dist. From G when loaded or discharged
d = dist between the old & final position when shifted
Δ = old displ + wt. loaded. (Old displ - wt. discharged)

Additional Example Problem:

Multiple operation:

MT JBLFMU having a displacement of 8,150 tonnes on her arrival with a center of gravity
5 mtrs. above the keel. loaded and discharge the following:

Discharged: 5,000 tons of cargo, KG is 5 mtrs.

400 tons of cargo, KG is 7 mtrs.
20 tons of cargo, Kg is 9.3 mtrs.

Loaded: 4,180 tons of ballast, KG is 3.7mtrs.

720 tons of ballast, KG is 6.5 mtrs.
95 tons of ballast, KG is 4.1 mtrs.

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During her port stay, a 27 tons of fuel oil with a KG of 1.2 has been consumed. KM is 5
meters. Find the KG and GM.

LO1.5 Discuss ship stresses and the measures onboard to counteract the effect of ship stresses

Types of Ship Stresses

What is Stress and Strain?

Stress – is defined as the load put on a piece of material or a structure.

Strain – is defined as the permanent deformity or weakness caused by excessive stress.

Three Main Types of Stresses

1. Tensile / Tensioning
2. Compressive / Compression
3. Shear

Shear force and Bending Moment

Shear Forces occurs when two parallel forces act out of alignment with each other. For example,
in a large boiler made from sections of sheet metal plate riveted together, there is an equal and
opposite force exerted on the rivets, owing to the expansion and contraction of the plates.
Bending Moments are rotational forces within the beam that cause bending. At any point within
a beam, the Bending Moment is the sum of: each external force multiplied by the distance that is
perpendicular to the direction of the force.

V11 - https://www.youtube.com/watch?v=C-FEVzI8oe8 - Understanding Shear Force and

Bending Moment Diagrams

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V12 - https://www.youtube.com/watch?v=SRienEqLuQs - Static & Dynamic Stress on Ships

Hogging and Sagging its causes and effects

Hogging is the stress a ship's hull or keel experiences that causes the center or the keel to bend
upward. Sagging is the stress a ship's hull or keel is placed under when a wave is the same length
as the ship and the ship is in the trough of two waves.

The Effect of Water Pressure Loads on the Ship’s Hull

The hulls of ships are subjected to a number of loads. Even when sitting at dockside or at anchor,
the pressure of surrounding water displaced by
the ship presses in on its hull. When a ship is loaded with cargo, it may have many times its own
empty weight of cargo pushing down on the structure

How the pressure at any depth below the liquid surface given the density of the liquid is
calculated? That pressure is the weight of the fluid mg divided by the area A supporting it (the
area of the bottom of the container): P=mgA P = m g A . Thus the equation P = hρg represents
the pressure due to the weight of any fluid of average density ρ at any depth h below its surface.

25
Stresses set up by liquid sloshing in a partly filled tank

A tank partially filled with water can be used as an effective damper for suppressing horizontal
vibration of structures. This damper is called
Tuned Liquid Damper (LTD) because it utilizes the dynamic effect of liquid sloshing, which is
similar to the effect of a Tuned Mass Damper (TMD)

Racking Stress and its Cause

Racking when a ship is rolling in a seaway or is struck by beam waves, the ship's structure is
liable to distort in a transverse direction as shown.

The stress mainly affects the corners of the ship, i.e., on the tank side brackets and the beam
knees, which must be made strong enough to resist it

Pounding or Slamming

At the time of heavy weather ship may heaving and pitching, so the fore end emerges from the
water and reenters with a slamming effect is
called pounding, Extra stiffening is required to reduce the damage.

26
Stresses Cause by Localize Loading

Heavy weights tend to cause a downward deflection of the deck area supporting the load .This
subsequently produces stresses, with consequent inward and outward deflections of supporting
bulkheads, depending on the position of initial loading. These stresses are generally of a
localized nature, in the neighborhood of built-in structures such as windlasses, accommodation
blocks etc. and increased scantlings are the norm to prevent excessive distortion. The shipping of
heavy seas may add to the load and aggravate the situation, causing unacceptable, excessive
distortions

Panting

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List of Videos
V1 https://www.youtube.com/watch?v=_p-hwElkrlk&t=36s Archimedes Principle
V2 https://www.youtube.com/watch?v=KBRS8ilWU_E Basic Stability and Basic Terms of Ship Stability
V3 https://www.youtube.com/watch?v=4UtfQFQJ4sI Simplified Basic Stability
V4 https://www.youtube.com/watch?v=pKYswgkPj9A&t=114s Basic Stability – Introduction to Center of
Gravity
V5 https://www.youtube.com/watch?v=SRienEqLuQs Static and Dynamic Stresses in Ships

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