Chapter 4

Chapter 4: Stability!
OVERALL STABILITY
External Forces Acting on a Vessel (4.1)
In Chapter 4 we will study five areas:
1. The concept of a ships Righting Moment (RM),
the chief measure of stability.
2. KG and TCG changes and their effects on
RM.
3. How Stability is effected by Damage to the
Hull using the Added Weight method.
4. Effects of a Free Surface.
5. Effects of Negative GM on ship stability.
OVERALL STABILITY
Why?
OVERALL STABILITY
Internal Righting Moment (4.2)
The Big Picture in Understanding the Overall
Stability of a Vessel:
The horizontal distance between the positions
of the ships displacement vector and the
buoyant force vector help determine stability.
The relationship changes when a ship is
heeled by an external moment.
OVERALL STABILITY
OVERALL STABILITY
EXTERNAL FORCES cause a vessel to heel.
Recall Force x Dist = Moment
External Moment can be caused by wind
pushing on one side of the vessel and water
resisting the motion on the other side.
Each distributed force can be resolved into a
resultant force vector. The wind acts above
the waterline and the water resistance acts
below the waterline.
OVERALL STABILITY
The two forces create a couple because they are
equal in magnitude, opposite in direction, and
not aligned.
The couple causes rotation or heeling.
The vessel will continue to rotate until it returns to
Static Equilibrium (i.e. an Internal Moment is
created which is equal in magnitude and
opposite in direction). Giving M=0!
OVERALL STABILITY

Internal Forces create a Righting Moment to
counter the Upsetting Moment of the External
Forces.
The two internal forces are the weight of the
vessel ( s) and the resultant buoyant force (FB).
Recall the directions they act.
OVERALL STABILITY
OVERALL STABILITY
The perpendicular distance between the Weight
and the Buoyancy Force vectors is defined as
the RIGHTING ARM (GZ).
The moment created by the resultant Weight and
the resultant Force of Buoyancy is defined as
the RIGHTING MOMENT (RM). It may be
calculated by:
RM GZ
OVERALL STABILITY

Where:
RM is the internal righting moment of the ship in
ft-LT.
s
is displacement of the ship in LT.
Fb is the magnitude of the resultant buoyant

force in LT.
GZ is the righting arm in feet.
GZ changes with heel angle
OVERALL STABILITY
Curve of Intact Statical Stability (4.3)
Curve of Intact Statical Stability or the Righting
Arm Curve
Shows the Heeling Angle () versus the
righting arm (GZ).
Assumes the vessel is heeled over quasistatically in calm water (i.e. external moments
are applied in infinitely small steps).
OVERALL STABILITY
Measure of Overall Stability (4.3)
Curve of Statical Stability
OVERALL STABILITY
Caveats!
Predictions made by the Curves of Intact Statical
Stability are not accurate for dynamic seaways
because additional external forces and
momentum are not included in the analysis.
(Added Mass)
However, it is a simple, useful tool for comparison
and has been used to develop both intact and
damaged stability criterion for the US Navy.
OVERALL STABILITY
Typical Curve of Intact Statical Stability
Vessel is upright when no external forces are
applied and the Center of Gravity is assumed
on the centerline. (Hydrostatics)
As an external force is applied, the vessel
heels over causing the Center of Buoyancy to
move off the centerline. The Righting Arm (GZ)
is no longer zero.
OVERALL STABILITY
Typical Curve of Intact Statical Stability (cont.)
As the angle of heel increases, the Center of Buoyancy

moves farther and farther outboard (increasing the
Righting Arm).
The max Righting Arm will happen when the Center of

Buoyancy is the furthest from the CG. This is max
stability.
If the vessel continues to heel, the Center of Buoyancy

will move back towards the CG and the Righting Arm
will decrease.
OVERALL STABILITY
Typical Curve of Intact Statical Stability (cont.)
Since stability is a function of displacement,
there is a different curve for each displacement
and KG! These are called the Cross Curves.
Cross Curves of Stability (different presentation,
more data)
X-Axis: Displacement of the Vessel in LT.
Y-Axis: Righting Arm in Feet.
Cross Curves Example

Righting
Arm
(feet)
5
30 degrees heel
For KG=0
10 degrees heel
2.5
At 2000 LT, the ship

Has a RA of 2.5 @10o
Heel and 5 @30o
0
1000
2000
Displacement (LT)
3000
OVERALL STABILITY
Cross Curves (4.3)
Cross Curves of Stability (Cont.)
Each curve is for one angle of heel.
Plot assumes KG = 0ft. (Does this make
sense?)
A Curve of Intact Statical Stability can be

determined by extracting the values at a given
draft, plotting and then applying the sine
correction for the correct KG.
Lab 5 Full Size!
OVERALL STABILITY
From the Curves of Intact Stability the following
Measures of Overall Stability can be made:
Range of Stability
Dynamical Stability
Maximum Righting Moment
Angle of Maximum Righting Moment
Measure of Tenderness or Stiffness
OVERALL STABILITY
Range, Max, Angle of Max, AVS, Initial Slope, Dynamic
OVERALL STABILITY
Range of Stability
The range of angles for which there exists a
positive righting moment.
The greater the range of stability, the less
likely the ship will capsize.
If the ship is heeled to any angle in the range
of stability, the ship will exhibit an internal
righting moment that will right the ship if the
external moment ceases.
OVERALL STABILITY
Dynamical Stability:
The work done by quasi-statically rolling the ship
through its range of stability to the capsizing angle.
Can be calculated by the equation: s GZ d . This is

equal to the product of the ships displacement with
the area under the Curve of Intact Statical Stability.
Not shown directly by the Curve of Intact Statical

Stability.
Does not account for the actual dynamics, because it

neglects the impact of waves and momentum.
OVERALL STABILITY
Maximum Righting Moment
The largest Static Moment the ship can
produce.
Calculated by multiplying the displacement of
the vessel times the maximum Righting Arm.
The larger the Maximum Righting Moment, the
less likely the vessel is to capsize.
OVERALL STABILITY
Angle of Maximum Righting Arm
The angle of inclination where the maximum
Righting Arm occurs. Beyond this angle, the
Righting Arm decreases.
It is desirable to have a larger angle. Why?
Waves!
OVERALL STABILITY
Measure of Tenderness or Stiffness
The initial slope of the intact statical stability curve
indicates the rate at which a righting arm is developed as
the ship is heeled over. This slope is GM!
A steep initial slope indicates the rapid development of a
righting arm and the vessel is said to be stiff. Stiff vessels
have short roll periods and react strongly to external
heeling moments.
A small initial slope indicates the slower development of a

righting arm and the vessel is said to be tender. Tender
vessel have longer roll periods and react sluggishly to
external heeling moments.
OVERALL STABILITY
Effect of a Vertical Shift in the Center of
Gravity on the Righting Arm (4.5)
A rise in KG decreases the righting arm (GZ).
This change in GZ can be found from:
Gv Z v G0 Z 0 G0Gv sin
Where:
Gv is the final vertical location of the center of gravity.
G0 is the initial location of KG. (Could be from Cross
Curves or from an earlier calculation)
OVERALL STABILITY
Sine Correction:
Go, Zo=initial locations
Gv, Zv=final positions
So GoGv is the
shift in KG!
OVERALL STABILITY
EXAMPLE DDG-51
From the Cross Curves at 20 degrees heel
And disp = 8000 LT GoZo is 10 ft. If KG is
22 ft, then the actual Righting Arm is:
Gv Z v 10 ft 22 ft sin 20
So, GZ actually equals 2.5 feet!
DDG-51 Cross Curves
OVERALL STABILITY

What are the

practical
implications of
KG=48 ft?
OVERALL STABILITY
Effect of Increased Displacement on the
Righting Arm (4.5)
A higher displacement should increase the
Righting Moment as RM= Displacement * RA
But, if the added weight is high, then the KG
increase could cause a reduction in GZ
Weight added low down usually increases
stability
OVERALL STABILITY
Stability Change for Transverse Shift in the
CG (4.6)
So far (in Ch. 4) we have only considered the case
where the Center of Gravity is on the centerline
(TCG=0).
The center of gravity may be moved off the
centerline by weight additions, removals, or
shifts such as cargo loading, ordnance firing,
and movement of crew.
OVERALL STABILITY
Stability Change for Transverse Shift in the CG (4.6)
Notice the improvement crew weight provides!
OVERALL STABILITY
Another way to shift TCG!

Notice the keel position!
OVERALL STABILITY
The new righting arm created by a shift in TCG
may be computed at each angle from the
Cosine Correction:
Gt Z t G0 Z 0 G0Gt cos
Ex. DDG51, disp = 8000 LT, from Cross

Curves at 20 degrees heel and KG=22 ft,
then GZ is 2.5 ft. If weight is moved
such that TCG is now 1 ft, then
Gt Z t 2.5 1cos 20 1.56 ft
OVERALL STABILITY
OVERALL STABILITY
The new righting arm (GtZt) created due to the
shift in the transverse center of gravity is either
shorter or longer than the righting arm created
if TCG=0. It depends on which side...
The range of stability has decreased on the side
that the transverse center of gravity has shifted
to (starboard) but has increased on the side it
shifted from (port).
Recall P-100! What happened when you hiked out
on the leeward side?!
OVERALL STABILITY
EXAMPLE 4-2.
DDG51, Disp=8600 LT, KG=23.84 ft, TCG=0.4
At 10 degrees heel...
Gt Z t G0 Z 0 G0Gt cos
GoZo = 5.08 ft (from Cross Curve)
GvZv = 0.94 ft (after applying Sine Correction)
GvGt = 0.4 ft (=TCG)
GtZt = 0.94 - 0.4 cos(10o) = 0.55 ft
RM@10star = 4730 ft LT
RM@10port = 11470 ft LT
OVERALL STABILITY
STABILITY
Damage Stability (4.7)
Flooding - Water ingression such that the

vessel has sinkage and trim but no list. May be
intentional.
Damage - Water ingression such that the vessel
has sinkage, trim and list.
STABILITY
Flooding or Damage?
STABILITY
Analyze Stability after Damage using:
Lost Buoyancy Method
OR
Added Weight Method (we use this one in

EN400)
STABILITY
Lost Buoyancy Method (4.7.1)
(not the one we use in EN400, but common)
Analyzes damage by changes in buoyancy versus
changes in the Center of Gravity.
Premise is that the ships CG does not move.
Since weight does not change, total buoyant
volume must also be constant.
Therefore, the ship makes up any lost buoyant
volume from damage by listing, trimming, and
draft changes. Need to calculate new volumes,
which require special programs to be efficient.
STABILITY
Added Weight Method (4.7.2)
(the one we use in EN400 !)
Damaged Ship Modeled as Undamaged But with
Water-Filled Spaces (Compartments) that add
weight.
Average Distances of Space from Keel, Midships,
and Centerline Known & Water Density Known.
Therefore We Can Solve for Shifts in G as a
Weight Addition Problem (which we know how to
do!)
STABILITY
Added Weight Method (4.7.2)
Independently Solve for Damaged Condition
KGnew
TCGnew
Draft and Trim (new)
Must know compartment contents to find Total of
(Water Weight) Added (unless it is a storage
tank). This involves a Permeability factor.
STABILITY
Permeability (4.7.2.1)
Compartments are rarely 100% flooded during
damage, due to trapped air, equipment, etc.
Ratio of volume occupied by water to the total
gross volume is defined as permeability.
Permeability = Volume Available for Flooding
Total Volume
Permeability is always < or = to 100%! Usually
it is 65-95%.
STABILITY
Damage Stability Design Criteria (4.7.3)
Guiding Rules for vessel design.
Note that the criteria used in static
analysis will neglect the impact of dynamic
forces such as wind and waves, so the
criteria are simply relative.
STABILITY
Three Main Criteria

MARGIN LINE
LIST
EXTENT OF DAMAGE TO HULL
STABILITY
MARGIN LINE LIMIT
Highest permissible location of any
damaged waterplane.
Must be at least 3 inches (0.075 m) below
top of the bulkhead deck at the side.
STABILITY

LIST LIMIT
Heel by damage 20 degrees.
Naval machinery to operate indefinitely at a
permanent list 15 degrees (most will function
up to ~25 degrees for a few hours).
Assumes personnel can continue damage control
efforts effectively at a permanent list of 20
degrees.
Ship must possess adequate stability against
weather to be towed when at 20 degree list.
STABILITY

EXTENT OF DAMAGE TO THE HULL LIMIT
100 ft LOA: must withstand flooding in one space.
100 - 300 ft LOA: flooding in two adjacent

compartments.
Warships, troop transports and hospital ships over 300
ft LOA: hull opening up to 15 % of Lpp.
Others 300 ft: hull opening up to 12.5% of Lpp.
STABILITY
Foundering and Plunging (4.7.4)
A vessel as result of damage or other events
can be lost several ways:
Insufficient transverse stability. It rolls over.
(Could be static or dynamic.)
Insufficient longitudinal stability. Plunging

If insufficient buoyancy. It sinks. Foundering
STABILITY
Free Surface Correction (4.8)
Free Surface - A fluid that moves freely.
Example: water, fuel and oil
Question: sand, wheat, fish?
Fluid Shift is a weight and causes the CG to shift
in both the vertical and horizontal directions.
Vertical shift is small for small angles and is
usually ignored.
Horizontal shift always causes a reduction is
the righting arm (GZ), as water flows downhill!
STABILITY
Free Surface Correction (FSC) - The distance the
center of gravity would have to rise to cause a
reduction in the righting arm equivalent to that
caused by the actual transverse shift.
"Virtual" center of gravity (Gv) - The effective
position of this new VCG.
Effective Metacentric Height (GMeff) - The
distance from the virtual center of gravity (Gv)
to the metacenter.
STABILITY

The Big Picture
STABILITY
The free surface correction to GM for small angle
hydrostatics is:
t it
FSC g
s s
where:
t
is the density of the fluid in the tank in lb s2/ft4
s is the density of the water the ship is floating in lb s2/ft4
it
s
is the transverse moment of area of the tank's free

surface area in ft4 .
is the underwater volume of the ship in ft3.
STABILITY
It is calculated for a rectangular tank as:
breadth
length
lb
it
12
fwd
Length is in the ships x-axis

Breadth is in the y-axis
The dimensions are for the free surface, not the tank!
STABILITY
Free Surface Effect (4.8.5)
The new, effective VCG is Gv, so a sine correction
is applied to get the statical stability curve
STABILITY
Minimizing Free Surface Effects (4.8.4)
Practical Solutions
More, smaller compartments
Pocketing = Topping off tanks
Keeping tanks either full or empty
by transfering (30% Rule).
Avoid damage or flooding!
STABILITY
Metacentric Height (4.9)
Recall the Metacenter?!! (Hint, GM and KM)
The metacentric height is NEGATIVE if the center
of gravity (G) is above the metacenter (M).
A negative metacentric height will result in an
upsetting moment at small angles, but does
not necessarily indicate the overall stability.
Although we often say that a boat will capsize if it
has negative GM, technically we can only say that it
is unstable at that point. It may become stable later!
Stability
One of the least and most stable boats for its size!
STABILITY
Recall that Overall Stability is measured by:
Range of Stability
Dynamical Stability
Maximum righting moment
The angle at which the maximum righting
moment occurs.
And the initial slope can tell us GM
STABILITY
STABILITY
Initial Slope of the Curve of Intact Stability (4.9)
At small angles, a right triangle is formed between
G, Z, and M. The righting arm may be
computed:
GZ GM sin
As 0, if the angle is given in radians the
equation becomes:
GZ GM
STABILITY
Metacentric height can then be found from the
initial slope of the Curve of Intact Statical
Stability:
GM (for angles <10 degrees) = GZ at one radian
(57.3 degrees)!
STABILITY
To find the slope either:
Find the change in the y-axis over a given

change in the x-axis.
Draw a straight line with the initial slope and

read the value of GZ at an angle of 57.3
degrees (i.e. one radian).
STABILITY
STABILITY
LET US EXAMINE EACH GM CONDITION
GM Positive
GM Zero
GM Negative
STABILITY
STABILITY
STABILITY
STABILITY
SUMMARIZING GM CONDITIONS
GM Positive = Positive Stability
GM Zero = Neutral Stability
GM Negative = Negative Stability
Metacentric Height is only a good indicator of
stability over small angles.
GM is initial slope of Curve Intact Stability
The End of Stability (Ch. 4)!
Coming up nextmaterials!

Chapter 4

Caricato da

Informazioni sul documento

Descrizione originale:

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

Chapter 4

Caricato da

Copyright:

Formati disponibili

Chapter 4: Stability!

Internal Righting Moment (4.2)

Internal Righting Moment (4.2)

Internal Righting Moment (4.2)

Internal Righting Moment (4.2)

is displacement of the ship in LT.

Fb is the magnitude of the resultant buoyant

GZ changes with heel angle

As the angle of heel increases, the Center of Buoyancy

The max Righting Arm will happen when the Center of

If the vessel continues to heel, the Center of Buoyancy

Cross Curves Example

At 2000 LT, the ship

A Curve of Intact Statical Stability can be

Lab 5 Full Size!

Can be calculated by the equation: s GZ d . This is

Not shown directly by the Curve of Intact Statical

Does not account for the actual dynamics, because it

A small initial slope indicates the slower development of a

DDG-51 Cross Curves

Effect of a Vertical Shift in the Center of

What are the

Notice the improvement crew weight provides!

Another way to shift TCG!

Ex. DDG51, disp = 8000 LT, from Cross

Gt Z t 2.5 1cos 20 1.56 ft

Flooding - Water ingression such that the

Added Weight Method (we use this one in

Three Main Criteria

Damage Stability Design Criteria (4.7.3)

Damage Stability Design Criteria (4.7.3)

100 - 300 ft LOA: flooding in two adjacent

Insufficient longitudinal stability. Plunging

Free Surface Correction (4.8)

is the transverse moment of area of the tank's free

Length is in the ships x-axis

Find the change in the y-axis over a given

Draw a straight line with the initial slope and

Metacentric Height (4.9)

Metacentric Height (4.9)

Metacentric Height (4.9)

The End of Stability (Ch. 4)!

Potrebbero piacerti anche