NAVAL ACHITECTURE - STUDENT NOTE 2

1.Working knowledge and application of stability trim and stress tables, diagrams and stress-calculating
equipment

1.1 Displacement , Coefficients, Water pressure & Principles of floatation

1.1.1 Density

1.1.1.1Define Density

Density is defined as ‘mass per unit volume’.

1.1.2 Relative density

1.1.2.1 Define relative density (RD)

Relative density (RD)

The specific gravity (SG) or relative density of a substance is defined as the ratio of the weight of the substance
to the weight of an equal volume of fresh water.

1.1.3 Volume and mass calculations

1.1.3.1 Volume and mass calculations

Exercises

1.1.4 Displacement

1.1.4.1 States that, for a ship to float, it must displace a mass of water equal to its own mass

1.1.4.2 Explains how, when the mass of a ship changes, the mass of water displaced changes by an equal
amount

1.1.4.3 States that the displacement of a vessel is its mass and it is measured in tones

1.1.4.4 States that displacement is represented by the symbol ∆

1.1.4.5 Explains the relationship between the displacement and mean draught of a ship by using the graph or
scale

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 Draft / Displacement
Displacement (T)

draft

displace
ment

6000

5000

4000

3000 Draft

2000

1000

0
2m 3m 4m 5m 6m 7m

1.1.4.6 Given a displacement/draught curve, finds:

1.1.4.6.1- Displacements for given mean draughts

1.1.4.6.2- Mean draughts for given displacements

1.1.4.6.3- The change in mean draught when given masses are loaded or discharged

1.1.4.6.4- the mass of cargo to be loaded or discharged to produce a required change of draught

1.1.4.5 Uses a deadweight scale to find the deadweight and displacement of a ship at various draughts in
seawater

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The cargo planner should know the dead weight tonnage of the vessel before planning the loading. Dead
weight tonnage is determined by using the vessel dead weight scale. A particular vessel's dead weight scale
gives the dead weight and displacement tonnages and the effects these tonnages have on the mean
draft. The dead weight scale is made up of four columns (Figure ).

▪ Column A (dead weight ton-saltwater) gives the lift capacity of the vessel. It shows the number of tons
that may be carried in the vessel, including fuel, stores, ballast, water, dunnage, cargo, and so forth. This
figure does not include machinery or equipment necessary for the operation of the vessel.
▪ Column B (draft [feet] to bottom of keel) shows the mean draft in feet and inches. This scale is graduated
from the minimum draft of 8 feet to a maximum of 29 feet. The maximum legal draft to which this
particular vessel may be loaded is 28 feet 6 3/4 inches. This figure is based on the legal loadline in summer
saltwater.
▪ Column C (displacement tons, saltwater) gives the displacement tonnage of the ship plus any material
placed in the vessel.
▪ Column D (tons per inch immersion) denotes the number of LTONs required to change the mean draft of
the vessel 1 inch at various drafts.

1.1.4.6 Displacements, the change in mean draft when given masses are loaded or discharged the mass of
cargo to be loaded or discharged to produce a required change of draft.

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1.1.5 Light displacement

1.1.5.1 Define Light displacement

Light displacement is the mass of the empty ship without any cargo, fuel, lubricating oil, ballast water, fresh
and feed water in tanks, consumable stores, and passengers and crew and their effects.

1.1.6 Load displacement

1.1.6.1 Define Load displacement

Load displacement is the total mass of the ship when she is floating in salt water with her summer load line at
the water surface

1.1.7 Present displacement

1.1.7.1 Define Present displacement

Present displacement is the mass of the ship at present. It is the sum of the light displacement of the ship and
everything on board at present.

1.1.8 DWT

1.1.8.1 Define Deadweight

Deadweight (DWT) of a ship is the total mass of cargo, fuel, fresh water, etc, that a ship can carry, when she
is floating in salt water with her summer load line at the water surface.

DWT of ship = Load displacement – Light displacement

1.1.9 Deadweight aboard

1.1.9.1 Define Deadweight aboard

Deadweight aboard is the total mass of cargo, fuel, ballast, fresh water, etc, on board at present

DWT aboard = Present displacement-Light displacement

1.1.10Deadweight available

1.1.10.1Define Deadweight available

Deadweight available is the total mass of cargo, fuel, fresh water,etc. that can be put on the ship at present
to bring her summer loadline to the water surface in salt water

DWT available = Load displacement – present displacement

1.1.11 Water plane coefficient

1.1.11.1Defines Water plane coefficient fineness (Cw)

The coefficient of waterplane area is the ratio of the area of the waterplane to the area of a rectangle having
the same length and maximum breadth.

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1.1.12 Block ,midship& prismatic coefficients

1.1.12.1Define Block coefficient fineness(Cb)

The block coefficient of a ship at any particular draft is the ratio of the volume of displacement at that draft
to the volume of a rectangular block having the same overall length, breadth and depth.

1.1.12.2 calculates Cb from given displacement and dimensions

Exercise

1.1.12.3 calculates displacement from given Cb and dimensions

Exercise

1.1.12.4 Define Midships coefficient(Cm)

The midships coefficient to any draft is the ratio of the transverse area of the midships Section (Am) to a
rectangle having the same breadth and depths.

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1.1.12.5 Describes Prismatic coefficient(Cp)

The prismatic coefficient (Cp)

The prismatic coefficient of a ship at any draft is the ratio of the volume of displacement at that draft to the
volume of a prism having the same length as the ship and the same cross-sectional area as the ship's midships
area.

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The prismatic coefficient is used mostly by ship-model researchers. In Figure the shaded portion represents
the volume of the ship's displacement at the draft concerned, enclosed in a prism having the same length as
the ship and a cross-sectional area equal to the ship's midships area (Am).

1.1.13Pressure

1.1.13.1 Defines pressure

Pressure is the load per unit area

1.1.13.2 Pressure calculations

Exercises

1.1.12 Thrust

1.1.14.1 Defines trust

Thrust is the total pressure exerted on a given surface. Thrust is expressed in tones(t) but may, if desired, be
expressed in kilo-Newtons(KN) where 1 tonne = 9.81 kilo Newtons

Thrust = pressure x area

1.1.14.2 Trust calculations(Examples)

Exercises

1.1.13 Archimedes principle

1.1.15.1 Define Archimedes principle

When a body is wholly or partly immersed in a fluid it suffers an apparent loss of weight which is equal to the
weight of the fluid displaced.

1.1.15.2 States that for a ship to float it must displace a mass of water equal to its own mass.

1.1.15.3 Explains how, when the mass of a ship changes, the mass of water displaced changes by an equal
amount.

1.1.16 Principle of floatation

1.1.16.1 Define Principle of floatation

When a body is floating in a liquid, the weight of liquid displaced equals to the weight of the body.

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1.2 Buoyancy

1.2.1 COB

1.2.1.1 Defines the Centre of Buoyancy COB as being the centre of the underwater volume of the ship

The centre of buoyancy is the centre of gravity of the underwater volume.

1.2.1.2 Sates that the buoyancy force is equal to the displacement of the floating object or upward force on
a floating object created by pressure of liquid on the object

1.2.1.3 States that the force of buoyancy always acts vertically upwards

1.2.1.4 Explains that when the shape of the underwater volume of a ship Changes the position of COB also
changes.

It is the geometric center of the underwater volume. As the underwater shapes change center of buoyancy
also changes accordingly.

1.2.1.5 State that the position of COB will change when the draft changes and when heeling occurs.

Transverse Shift of B
When a ship is floating in still water, her COG and COB will be in a vertical line. The forces of gravity and
buoyancy, being equal and opposite, will cancel each other out and the ship will be in static equilibrium.
When a ship is heeled over to one side, say to starboard, her underwater volume increases on the starboard
side and decreases on the portside. The COB, being the geometric centre of the underwater volume of the
ship, will shift to the lower side (starboard side in this case), as shown in the following figures-

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1.2.1.6 Labels a diagram of amidships cross section of a ship heeled to a small angle to show the weight acting
through G and the buoyancy force acting through B

1.2.1.7 labels a diagram of a midship cross-section of an upright ship to show the weight acting through G and
the buoyancy force acting through B

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1.2.1.8 Describes stability as the ability of the ship to return to an upright position after being heeled by an
external force

1.2.1.9 States that the lever GZ as the horizontal distance between the vertical forces acting through B and G

1.2.1.10 states that the forces of weight and buoyancy form a couple

1.2.1.11 states that the magnitude of the couple is displacement x lever; Δ x GZ

1.2.1.12 explains how variations in displacement and GZ affect the stability of the ship

1.2.1.13 on a diagram of a heeled ship, shows:

1.2.1.13.1 the forces at B and G

1.2.1.13.2 the lever GZ

1.2.1.14 states that the length of GZ will be different at different angles of heel

1.2.1.15 states that if the couple Δ x GZ tends to turn the ship toward the upright, the ship is stable

1.2.1.16 states that for a stable ship:

1.2.1.16.1 Δ x GZ is called the righting moment

1.2.1.16.2GZ is called the righting lever

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List

List is the transverse inclination caused by unequal distribution of weights on either side of the centre line of
the ship

Heel

Heel is the transverse inclination of the ship caused by external forces such as wind, waves, centrifugal force
during course alterations, over tight moorings in port etc.

Since no transverse shift of weights has taken place on board, the position of the COG of the ship remains
unaffected by heel.

Consider a ship floating upright in still water as shown in Figure.

The centers of gravity and buoyancy are at G and B respectively.

When a vessel is heeled (inclined by an external force), the force of buoyancy, acting vertically upwards
through the new position of COB, cuts the centre line of the ship at a point called the transverse metacentre

The verticals through the centres of buoyancy at two consecutive angles of heel intersect at a point called the
metacentre.

For angles of heel up to about 15 the vertical through the centre of buoyancy may be considered to cut the
centre line at a fixed point called the initial metacentre

The metacentric height (GM) is a measurement of the initial static stability of a floating body. It is calculated
as the distance between the centre of gravity of a ship and its metacentre.

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Righting lever (GZ)
When a vessel is heeled (inclined by an eternal force), the force of buoyancy, acting vertically upwards through
the new position of COB, becomes separated from the force of gravity, acting vertically downwards through
the COG, by a horizontal distance called the righting lever (GZ). G' is illustrated by the following figure.
GZ normally increases as angle of heel increases until it reaches a maximum value at some large angle of heel.
Thereafter, GZ decreases as angle of heel increases.
For small angles of heel (upto about 15°), herein KM, and hence GM, may be considered constant, GZ = GM .
Sin Ɵ
in which Ɵ is the angle of heel and GM is the initial GM, as is apparent in the following figure.
For large angles of heel, GZ can be calculated by the wall-sided formula:

GZ = Sin Ɵ (GM + 1/2 BM Tan2 Ɵ )

K : Keel. M : Transverse metacentre

G : COG. GM : Metacentric height.
Ɵ : Angle of heel. W : Displacement in tonnes.
B : COB before heeling. GZ : Righting lever.
B1 : COB after heeling. W : Displacement in tonnes.
W.GZ : Righting moment

If moments are taken about G there is a moment to return the ship to the upright. This moment is referred to
as the Moment of Statical Stability and is equal to the product of the force 'W' and the length of the lever GZ.
i.e.
Moment of Statical Stability = W x GZ (tonnes-metres)

1.2.2 Measurement of buoyancy

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1.2.2.1 Explain that the COB of a ship indicate by KB (height above keel) and AB distance from aft
perpendicular

It is the point of a object in a fluid where the force of buoyancy, equal to the weight of fluid displaced, is
considered to be acting upwards.
Also the geometric centre of water displayed or the underwater volume.

i. Height above the keel -KB

ii. Distance from after perpendicular -AB (A –after perpendicular)

1.2.2.2 Explain the KB of box shaped and a triangular vessel

1.2.2.3 Explains what is meant by 'buoyancy'

Is the force acting upward on fully or partially submerged object due to the pressure of the fluid.
Force of buoyancy considered as acting through the centre of buoyancy (COB)

1.2.2.4 States that the force of buoyancy is an upward force on a floating object created by the pressure of
liquid on the object

1.2.2.5 States that the buoyancy force is equal to the displacement of a floating object

1.2.3 Reserve buoyancy

1.2.3.1 Explains what is meant by Reserve buoyancy

Reserve Buoyancy(RB) is the volume of the enclosed spaces above the waterline. It maybe expressed as a
volume in m3 or as a percentage of the total volume of the ship

1.2.3.2 Explains the importance of reserve buoyancy

The amount of freeboard which a vessel has is a measure of the amount of buoyancy which is left above the
water line, to support the vessel in case of bad weather or damage, etc.

1.2.3.3 Explains how freeboard is related to reserve buoyancy

The amount of freeboard which a vessel has, is a measure of the amount of buoyancy which is left above the
water line, to support the vessel in case of bad weather or damage, etc. This buoyancy is referred to as reserve
buoyancy. Every vessel is designed to operate with a certain freeboard which provides for safety of vessel
and crew.

1.3 Fresh water allowance/TPC/DWA

1.3.1 TPC

1.3.1.1 .DefineTonnes per centimeter (TPC)

Tonnes Per Centimeter – TPC

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The TPC is the mass which must be loaded or discharged to change the ship’s mean draft by 1 cm. When
the ship is floating in salt water it is found by using the formula

1.3.1.2 explains why TPC varies with different drafts

TPCsw=WPA or 1.025 X Area of ships water plane

97.56 100
where
WPA = the area of the water plane in sq. meters

• The area of the water-plane is not constant for all drafts if the trim be constant, and also the TPC will also
be the same for all drafts.
• In the case of a ship the area of the water-plane is not constant for all drafts, and therefore the TPC will
reduce at lower drafts.
• The TPC’s are calculated for a range of drafts extending beyond the light and loaded drafts and these are
then tabulated or plotted on a graph. From the table or graph the TPC at intermediate drafts may be
found.
1.3.1.3 Uses a dwt scale to obtain TPC at given drafts

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1.3.1.4 Uses TPC obtained from a dwt to find the change of

1.3.1.5 mean draft when given masses are loaded or discharged, the mass of cargo to be loaded or discharged,
the mass of cargo to be loaded or discharged to produce a required change of draft

1.3.2 FWA

1.3.2.1 Define fresh water allowance (FWA)

Fresh water allowance is the change of mean draught when a ship passes from sea water to fresh water or
vice versa. This is mentioned in millimeters.

1.3.2.2 Explain why the draft of a ship decrease when it passes from fresh water to sea water and vice versa

Sea water density is more than the density of fresh water. To have the same displacement in sea water and
fresh water, displace more water than sea water. Due to that reason ships having more draft in fresh water
than sea water

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1.3.2.3 States that when loading in FW before proceeding into sea water, a ship is allowed a deeper maximum
draft

1.3.2.4 Given the FWA and TPC for FW calculate the amount which can be loaded after reaching the summer
loadline when loading in FW before sailing into sea water

FWA (mm) =Displacement (T)

4 X TPC

Mass= volume X displacement

If under water volume in sea water V and volume change in F/W v

1000(V+v) = 1025V

v = V/40

If we consider salt water

w= W/40

By TPC we can say

w = FWA (mm) x TPC (T/cm)

= FWA /10 X TPC

W/40= FWA /10 X TPC

FWA (mm) =Displacement (T)

4 x TPC

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1.3.3 DWA

1.3.3.1 Uses hydrometer to find the density of dock water

Gently place the hydrometer into the liquid. Since hydrometers are typically made of glass and weighted at
the bottom, dropping a hydrometer into a liquid may break the hydrometer when it collides with the bottom
of the container.

Wait for the hydrometer to float in the liquid with no more vertical motion. The area of the liquid where the
hydrometer is suspended should be calm and the hydrometer should not touch the sides or bottom of the
container.

Read the marking on the hydrometer intersected by the surface of the liquid. Liquids are often drawn up the
side of the hydrometer creating a slight bulge. This bulge should be disregarded and the value determined
according to the plane of the liquid surface.

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1.3.3.2 given the present draft amidships and the density of dock water calculate the amount to load to bring
the ship to the appropriate load line in sea water

Exercises

1.3.3.3 Describes the effect of changes of tide and rain on dock water density

When tides occurs sea water and fresh water will mixed and density will varry

1.3.3.4 explains how to obtain the correct dock water density

By using the Hydro meter correct density can be obtain

1.3.3.5 Given the density of dock water and TPC for seawater calculates the TPC for dock water

Exercises

1.3.3.6 given the density of dock water and FWA calculates the amount by wich the appropriate load line may
be submerged

Dock Water Allowance

DWA = 1025 -r DW

FWA 1025 - 1000

DWA (mm) = FWA (1025 –r DW)

25

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1.4 Statical stability

1.4.1 IMO stability criteria

1.4.1.1 State the IMO stability criteria

Load Line requirements for minimum stability conditions

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 ➢ The area under the GZ curve shall not be less than
0.55 m-rad up to an angle of 30°

0.09 m-rad up to an angle of either 40° or the lesser angle at which the lower edges of any openings
which can not be closed weather-tight are immersed

0.03 m-rad between the angles of heel of 30° and 40° or such lesser angle as mentioned above

➢ The Righting Lever (GZ) shall be at least 0.20m at an angle of heel equal to or greater than 30°
➢ The maximum GZ shall occur at an angle of heel of not less than 30°
➢ Initial transverse metacentric height shall not be less than 0.15m. For ship carrying timber deck cargo
complying with (a), this may be reduced to not less than 0.05 metres.

◼ The moment of statical stability at any given angle of heel (GZ x Displacement of the ship).
◼ The moment of dynamical stability – work done in heeling the ship to a particular angle.
Dynamical stability at Ɵ = W x A (in t-m-rad)

W = Displacement (in tonnes)

1.4.2 Transverse shift of B

1.4.2.1 Explains transverse shift of buoyancy

Transverse Shift of B
When a ship is floating in still water, her COG and COB will be in a vertical line. The forces o: gravity and
buoyancy, being equal and opposite, will cancel each other out and the ship will be in static equilibrium.
When a ship is heeled over to one side, say to starboard, her underwater volume increases on the
starboard side and decreases on the port side. The COB, being the geometric center of the underwater volume
of the ship, will shift to the lower side(Starboard side in this case), as shown in the following figure

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In the foregoing figure :
b is the geometric centre of the emerged wedge (of the part that came out of the water due to
heeling).
b1 is the geometric centre of the immersed wedge (of the part that went underwater due to heeling).
B is the COB before heeling.
B1 is the COB after heeling.
BB1 is the shift of COB caused by heeling.

Note: BB1 is parallel to bb1 . BB1 is not parallel to the water line. BB1is not parallel to the keel. Angle GBB1 is
not a right angle.

1.4.3 Transverse metacentre

1.4.3.1states that it is common practice to describe the stability of a ship by its reaction to heeling to small
angles (up to approximately 100)

1.4.3.2 Defines the transverse meta centre (M) as the point of intersection of successive buoyancy force
vectors as the angle of heel increase by a small angle

Transverse metacentre (M)

When a vessel is heeled (inclined by an external force), the force of buoyancy, acting vertically upwards
through the new position of COB, cuts the centre line of the ship at a point called the transverse metacentre
(M). This is illustrated in the next figure.
The position of M is indicated by its height above the keel in metres (KM). KM increases as the angle of heel
increases, until it reaches a maximum value at some large angle of heel Thereafter, it decreases as angle of
heel increases. However, over small angles of heel (say upto about 15°) the increase of KM is generally small.
Hence, KM is considered constant for small angles of heel, for the sake of convenience in stability calculations,
and is sometimes referred to as initial KM.
KM is calculated by adding KB and BM, each of which is calculated separately. The initial KM is, therefore, a
function of the draft of the vessel. On board a ship, the initial KM is obtained by consulting a table or graph,
supplied by the shipyard, wherein KM is indicated against draft.

1.4.4 GM

1.4.4.1 defines metacentric height (GM)

Metacentric height (GM)

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It is the vertical distance between the centre of gravity and the metacentre. GM is termed positive when G is
below M Le., when KG is less than KM and negative when G is above M Le. when KG is greater than KM. GM
is illustrated in the next figure.
Over small angles of heel, wherein KM may be considered constant, GM also is considered constant and is
referred to as initial GM.

1.4.4.2 Shows on a given diagram of a stable ship that M must be above G and states that the metacentric
height GM is taken positive

1.4.4.3 shows that for a small angles of heel,GZ =GMsinα (upto about 15 0)

For small angle of heels (up to about 15) where in KM and hence GM, may be considered constant, GZ=GM
sinα in which α is the angle of heel and GM is the initial GM, as is apparent in the following figure

1.4.4.4 states that the value of the GM is a useful guide to the stability of the ship

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1.4.5 stiff and tender vessel

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1.4.5.1 describes the effect on a ship behavior of a large GM (stiff ship) and a small GM (tender ship)

1.4.6 GZ

1.4.6.1 explain the effect of free board on GZ curve

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1.4.7.2 explain the effect of beam on GZ curve

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1.5 initial stability

1.5.1 stable equilibrium

1.5.1.1 define term stable equilibrium

Stable equilibrium

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1.5.2 unstable equilibrium

1.5.2.1 define term unstable equilibrium

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1.5.3 neutral equilibrium

1.5.3.1 define term neutral equilibrium

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1.7.1 KN

1.7.1.1 states that different curves are obtained for different drafts with the same initial GM

KN Cross Curves of Stability

Same as the GZ cross curves and also used to get the GZ values for making the curve of statical stability.

The only difference being that here the KG is assumed to be ZERO.

This solves the problem of a sometimes positive and sometimes negative correction, as now the correction is
always subtracted.

GZ = KN – KG Sine θ

1.7.1.2 identifies cross curves (KN curves)derives the formula GZ =GZ-GM sinα

1.7.1.3 derives the formula GZ=KN-KG sinαGZ = KN – KG Sin Θ

1.8 movement of COG

1.8.1 COG

1.8.1.1 define centre of gravity

Centre of gravity
Is the point through which the force of gravity may be considered to act vertically downwards.

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1.8.1.2 states that the weight is force of gravity on a mass and always acts vertically down ward

1.8.1.3 states that the total weight of a ship and all its contents can be considered to act at a point called
center of gravity

The centre of gravity

The point of a body which through the force of gravity is considered to be acting vertically downwards.
This force is equal to its weight.

1.8.2 measurement of COG

1.8.2.1 describes measurement of COG in different shapes

1.8.3 effect of COG when adding removing and shifting weights

1.8.3.1 states that the COG (G) of a ship can move by moving or discharging weights

1. When a weight is (discharged), COG away towards removed weight

1.8.3.2explains that the COG of a ship can move by adding or loading mass
When a weight is added (loaded) ,COG moves towards t

1.8.3.3 states that the COG (G) of a ship can move by shifting weights

1. Weight is shifted cog moves in a direction parallel to the moved weight

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1.8.3.4 describe that G moves directly towards the COG of added mass

1.8.3.5 describes that G moves directly away from centre of gravity of removed mass

1.8.3.6 states that G moves parallel to path of movement of masses already onboard

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1.8.4 transverse movement of COG of a vessel when adding removing and shifting a weight

1.8.4.1 calculate the movement of G ( GG1) from

GG1 =mass added or removed x distance of mass from G

New displacement of ship

GG1 = mass moved x distance mass is moved(wd)

Displacement of ship (W)

Transverse movement of COG of a vessel when adding, removing and shifting weight

◼ GG1 = wd
W
GG1= shift of COG in meters
w = weight loaded/discharged/shifted in tonnes
W = final displacement of the ship in tonnes ( after the weight has been loaded/discharged/shifted)
d = when loading/discharging , d is the distance between COG of the ship and the COG of the weight
= when shifting ,distance moved by the weight

GG1 = mass added or removed x distance of mass from G

new displacement of ship

1.8.4.2 performs calculations as above to find the vertical and horizontal shifts of center of gravity
resulting from adding removing or moving masses

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 1.8.5 effects on vessels transverse COG with several movements of weight

1.8.5.1 define KG

1.8.5.2 state that, final KG= final moment

Final displacement

Effects on vessels Transverse COG with several movements of weight

Loadingand Discharging.

◼ By taking moments around Keel

Final KG = Final Moment/ Final Displacement

◼ By taking moments around Centre line.

GG1 = Final moment/ Final Displacement

1.8.5.3 calculations by using moments about the keel the position of G after loading or discharging given
masses

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Page 35 of 93
1.8.6 causes for shift of COG during a voyage

1.8.6.1 calculates the change in KG during a passage resulting from

1)consumption of fuel and stores

2)absorption of water by a deck cargo

3)accretion of ice on decks and super structures

Causes for shift of COG during a voyage

Twenty reasons for a rise in G

When the vertical centre of gravity G rises, there will normally be a loss in
the ship’s stability. G may even rise above the transverse metacentre M to
make the ship unstable. The master and mate onboard ship must be aware
of changes in a ship that would cause such a rise in G. The following list
gives reasons for such a rise:

1. Free-surface effects in partially filled tanks.

2. Collapse of a longitudinal division/bulkhead in a partially filled tank
of liquid.
3. Icing up of superstructures.
4. Loading cargo in upper reaches of the vessel.
5. Water entering the ship through badly maintained hatches on upper
deck and flooding the tween decks.
6. Hatches or bow doors inadvertently left open on the main deck.
7. Water landing on the deck from the sea in heavy weather conditions.
8. Raising of a weight from a deck using a mast and derrick.
9. Raising a weight low down in the ship to a higher position within the ship.
10. Timber deck cargo becoming saturated due to bad weather conditions.
11. Vessel making first contact with keel blocks in a dry dock at the stern.
12. A ship’s first contact with a raised shelf or submerged wreck.
13. The raising of the sails on a yacht.
14. A bilging situation, causing free-surface effects.
15. A collapse of grain-boards or fish-boards.
16. A blockage of freeing ports or scuppers on the upper deck.
17. Passengers crowding on superstructure decks at time of departure or
arrival.
18. Adding weight at a point above the ship’s initial overall VCG.
19. Discharging a weight at a point below the ship’s initial overall VCG.
20. Retrofits in accommodation decks and navigation spaces.

1.8.6.2 effect of suspended weights

1.8.6.2.1 states that if a load is lifted by using a ships derrick or crane the weight is immediately transferred
to the point of suspension

1.8.6.2.2 states that the point of suspension is moved horizontally the COG of the ship also moves
horizontally

1.8.6.2.3 states that if the point of suspension is raised or lowered the COG of the ship is raised or lowered

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Effect of suspended weights

Using Ships gear for loading and Discharging.

◼ When using ships gear for loading and discharging the weight lifted by the ships crane or derrick
acts from the top position of the jib where the weight is suspended.
◼ Because of this it can generate a considerable change of moment and can change the position of
the COG drastically.
◼ When loading a parcel of cargo the vessel may be stable as the parcel placed on board but it is
necessary to confirm the stability of the ship for the period of the ships gear is used to handle this
cargo. In this period the rise of COG can be lead to a negative GM.

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1.9.2 heel

1.9.2.1 define heel

Heel.
Aship is said to be heeled when she is inclined by an external force.
For example, when the ship is inclined by the action of the waves or
wind.

1.9.2.2 states that for small angle of heel M can be considered as a fixed point on the centre line

1.9.2.3 on a diagram of a ship heeled to small angles indicate G,B and M

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1.16 simpson rule

1.16.1 simpsons 1st,2nd,3rd rules

Simpson rules
1. First rule
Area = h/3 X (Y1 + 4Y2 + Y3)
(Considering Cures as a parabola)

2. Second Rule
Area = 3h/8 X (Y1 + 3Y2 + 3Y3 +Y4)
(Considering Cures as a Third order curve)

3. Third Rule.
Area= h/12 x (5a +8b –c )

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 1.16.1.1 statessimpsons first rule as A= h(y+4y2+y3)/3where A= area under curve
H= interval length
Y1,y2,y3 are ordinates

First rule
Area = h/3 X (Y1 + 4Y2 + Y3)
(Considering Cures as a parabola)
1.16.1.2write down the repeated first rule for any odd number of ordinates

1.16.1.3 usessimpson’s first rule to find the area under the curve defined by an odd number of ordinates

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 1.16.1.4 statessimpson’s second rule as A=3h(y+3y2+3y3+y4)/8 where A= area under curve
H= interval length
Y1,y2,y3 are ordinates

Second Rule
Area = 3h/8 X (Y1 + 3Y2 + 3Y3 +Y4)
(Considering Cures as a Third order curve)

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 1.16.1.5 write down the repeated second rule for 7,10,13 ordinates
1.16.1.6 usessimpsons second rule to find the area under a curve defined by a suitable number of given
ordinates

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 1.16.1.7 states the 5,8,-1 rule as A=h(5y+8y2-y3)12 where A=area under curve
H= interval length
Y1,y2,y3 are ordinates

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1.16.1.8 explains that the volume of a body may be calculated by using simpsons rules with cross sectional
areas as ordinates

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1.16.1.9 apply simpsons rule to find out displacement COF and COB

◼ Distance of Aft
AF =mom about A
= Total area
= Sum of products of moment about Ax h/3
Sum of products of Full area xh/3

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1.16.1.10 appandage and intermediate ordinates

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