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DESCRIBE THE EFFECT ON GM OF

ROLLING
The first point to be made clear is that GM is
by no means the only factor involved in the
manner in which a ship rolls, although it is an
important one. We know that with increased
metacentric height a vessel will roll more
quickly, i.e., her period of roll in seconds will
be short. The effect of GM on amplitude is
less well known. It should be clearly
recognized ship's officers that a stiff ship in
heat' weather not only has a short period of
roll but also a large amplitude. Conversely, a
tender ship is apt to have a long period of roll
with a small amplitude. Consider the effect on
angular acceleration of a short period and a
large amplitude roll!

CONTINUATION
To understand the reason why a large GM
produces large amplitudes, compare a stiff
ship with a raft. The raft as a type of
vessel represents the highest point of
stiffness. And how does a raft behave in
waves? Does it not assume exactly the slope
of the seas, thus inclining to large
amplitudes? The stiff ship attempts to do the
same. She is quick and alive, responding
immediately as a wave rolls up her side and
under her bottom.

CONTINUATION..
It is apparent then that a moderate GM should
be the objective of the well-informed ship
operator. The racking stresses associated
with a stiff ship are to be shunned, and
equally the danger of waves breaking on deck.
Only experience with your ship can inform
you, the ship's officer of the best possible
GM. In general, however, and in the absence
of knowledge to the contrary, the ship will be
better off with a moderately small rather
than with a large GM.

CONTINUATION..
The stiff ship move up and down about like a
cork. The tender ship, on the contrary, is
slow. She lags behind the motion of waves and
thus tends to roll to lesser amplitudes. But
and this is importantthe wave mounting the
side of the tender ship finds it easier to
sweep on up and over the bulwarks, damaging
topside equipment and structure as well as
endangering the lives of personnel.

EXPLAIN HOW INCREASE OF DRAUGHT

AND OF DISPLACEMENT INFLUENCE
ROLLING

The extent to which a ship is immersed has an

important bearing on the way in which she will
roll. The primary reason for this is related to
the structure of ocean waves. Oceanographers
have long known that the surface slope of a
wave is much steeper than its subsurface
slope, the slope becoming progressively flatter
with increase of water depth. Even a small
increase in water depth has a pronounced
effect.

COTINUATION
The student should remember that the true
criterion of stability is the righting moment
(displacement x righting arm). Therefore, an
increase of displacement, all other things
being equal, increases the true stability of
the ship. A ship at the lighter drafts,
requires a larger GM to offer a proper
amount of stability, while a more heavily laden
ship can afford to have a smaller GM.

CONTINUATION..
However, an increase in stability due to an
increase in the displacement affects rolling
differently from an increase in GM. The
heavier ship tends to have an easier motion.
But once again, only experience with a given
ship can offer quantitative answers to the
effect of draft and displacement on rolling.

DESCRIBE HOW THE DISTRIBUTION OF MASS

WITHIN THE SHIP AFFECTS THE ROLLING
PERIOD
With a given displacement and GM, the weight of cargo
or ballast aboard a ship can be distributed in many
ways. For example, some weight can be shifted up from
the lower to upper levels and some can be shifted down
to the lower hold without changing either GM or
displacement. Or, weight can be shifted out into the
wings of a compartment rather than concentrated on the
centerline. Either of these changes would distribute the
mass of the ship's displacement away from the ship's
center of rotation and increase what is known
technically as the "mass moment of inertia."

CONTINUATION
The effect on rolling is not unlike that of the tightrope walker
who, when he attempts his routine without a long pole, must
jitter back and forth rapidly (but over a small arc) in order to
maintain his precarious equilibrium. When equipped with a pole,
his movements are much slower, but he must lean to the side
to a greater angle.The modern ship tends to have a large
built-in mass moment of inertia compared with ships of thirty
or more years ago, since the superstructures are heavier and
the double bottom and deep tank capacities have been
increased. To the extent that this is true, the modern ship
can afford to sail with larger GMs han earlier ships since their
motion is dampened by mass moment of inertia.

EXPLAIN WHAT SYNCHRONIZATION IS

AND THE CIRCUMSTANCES IN WHICH IT
IS MOST LIKELY TO OCCUR

The practical implications of this very important

phenomenon will be discussed in more detail here. In the
majority of times when a ship rolls violently, it is
because the ship's natural rolling period is synchronized
with the apparent wave period. And, it is this connection
that the case for the moderate or small GM is
enhanced. For it is a fact that the wave periods apt to
be encountered on the oceans of the world are much
more likely to coincide (or nearly coincide) with the
rolling period of a stiff rather than with a tender ship.

CONTINUATION..
To put it another way, the 9- or 10-second roll associated
with a large GM of the usual merchant ship is similar to a
great many of the apparent wave periods which the ship will
encounter, while the 15- or 16-second roll associated with a
moderately small GM will hardly ever find a matching 15second wave period. However, one warning should be given.
It is possible that a tender ship may find herself
synchronizing, and in this case the resulting heels can be
severe. (Such as the case of a tender ship at sea with
extremely large waves on the quarter.) But even in this
case, a smaller change of course, speed, or GM is necessary
to eliminate the synchronization than would be the case with
a stiff ship.

DESCRIBE THE ACTIONS TO TAKE IF

SYNCHRONIZATION IS EXPERIENCED

DESCRIBE HOW BILGE KEELS, ANTIROLLING TANKS AND STABILIZER FINS

REDUCE THE AMPLITUDE OF ROLLING
Many devices have been designed to reduce the
amplitude of ships rolls, and in some cases to
increase the period of roll. The principal
factor leading to dangerous and uncomfortable
rolling is the angular acceleration, so that
reducing the amplitude of roll does not in
itself lead to a more comfortable and
seaworthy ship. Conversely, if the period of
roll can be increased, this will improve rolling
characteristics even though the amplitude is
not decreased.

CONTINUATION..
Lets us consider some of the antirolling devices which
have been developed and analyze their advantages
and disadvantages. In this connection, it should be
noted it is not beneficial to eliminate rolling entirely
since the yielding of a vessel to the tremendous
pounding of the seas is a necessary characteristic of
a seaworthy vessel. Too much success in dampening
rolling may result in serious shocks and structural
damage.

Bilge Keels
The installation of fins or "keels" at or near the
turn of the bilge has been known to be
beneficial for many years. Froude was the
first, however, to show their effectiveness
experimentally, around 1870. Since then
almost all large vessels have been fitted with
bilge keels. Longitudinally, bilge keels extend
from 25 to 75 percent of the length and vary
in depth from less than a foot to about 3
feet.

Although the effectiveness of the bilge keel increases

with depth, practical considerations limit keel depths.
These considerations include the necessity of keeping
the keels within the extreme depth and breadth of
the vessel; difficulties in drydocking; necessity of
limiting the stress on the plating of the keel and thus
reducing the probability of leakage where the keel is
attached to the hull; and increase in hull resistance
and the consequent loss of speed or increase in
horsepower.

CONTINUATION..

Bilge keels derive their roll-quenching ability by setting in

motion a mass of water which is carried along by the
vessel, thus increasing virtually the mass moment of
inertia of the vessel. The eddying of water behind the
keel results in a loss of energy which otherwise would
go into an increase in the amplitude of the roll. Also,
not only do the normal pressures increase on the leading
side of the keels, but the reduction of velocity of
water on the following side leads to an increase in
pressure with components acting around the axis of
rotation of the ship in a direction opposite to the ship's
rotation.

Bilge keels increase in effectiveness with amplitude of

roll producing greater periods of roll than would
otherwise exist at these angles of roll. However, the
principal purpose of bilge keels is to reduce the
amplitude of roll. Bilge keels increase the period of
roll only slightly, normally. Bilge keels also increase in
effectiveness with speed of the vessel, Another
factor influencing the effectiveness of bilge keels is
the mass moment of inertia of the vessel. (The less
the mass moment of inertia, the greater the
effectiveness.)

Experiments with different forms of bilge keels have

shown that discontinuous keels are more effective
than continuous keels. Modern practice dictates the
installation of bilge keels along the streamlines in
the vicinity of the bilge. This prevents cross-flow
across the keels and a consequent increase in hull
resistance. With this practice, bilge keel resistance is almost entirely frictional and is thus held
within acceptable limits.

CONTINUATION.. ANTIROLLING TANKS

Considerable attention has been given in the past to the
use of antirolling tanks, and various types of
installations have been made with varying degrees of
success. Experimental work in this field is continuing.
Around 1874, antirolling tanks cook the form of simply
creating free surface in tanks located in the upper
decks of the ship. These so-called "water chambers"
operated, obviously by reducing the stability of the
ship but were dangerous in some situations, especially
if the period of the water in

CONTINUATION
the tank and the period of roll of the ship were
synchronized. For this reason, this type of
antirolling tank was abandoned progress in the
creation of antirolling tanks since then took
two directions: Nonactivated and activated
tanks. The nonactivated tanks are usually an
application of the U-tube principle with
honzontal and vertical ducts.

CONTINUATION..
In these nonactivated tanks, the water can only move
"downhill," the theory being that as the ship rolls
the water will move to the low side, achieving its
maximum heeling moment when the ship starts to
roll back to the other side, creating a moment which
acts in opposition to the direction of roll. In these
tanks care must be taken to provide proper
dimensions to the ducts as well as proper venting at
the top of the vertical ducts.

CONTINUATION..
Another form of nonactivated tank has a pair of narrow
tanks about 180 feet in length located around
amidships with approximately half of the tank above
the load waterline and half below the waterline. The
tanks are open to the sea at the bottom and vented at
the top. Thus, as the ship rolls, the tank on the low
side fills up and as the ship rolls back, the full or
almost full tank creates a heeling moment in opposition
to the direction of Roll In the 1960s a nonactivated
installation called "flume stabilization" was remarkably
successful and is aboard many merchant vessels today.

CONTINUATION
Activated antirolling tanks have used various
methods to obtain a more precise control over
the movement of water in U-tube
arrangements. Applications using antirolling
tanks in the activated mode are generally
limited to military applications.

CONTINUATION.. ANTIROLLING FINS

Antirolling fins have been considered for use in
dampening ship rolling since before the turn of
the century. Antirolling fins are rudderlike in
appearance and project out from the side
amidships just above the bilge keel. In the
Denny-Brown installation they are retractable
so that they can be withdrawn into a pocket
in the ship when they are not in use. The fins
operate by creating a couple opposing the roll
of the ship.

CONTINUATION
For example, if the ship rolls to starboard the fins are
angled so that the forward side of the starboard fin
is pointing diagonally upwards and the port fin is
pointing diagonally downwards. Then, the forward
motion of the ship causes the water to exert an
upward force on the starboard fin and a downward
force on the port fin. This couple tends to roll the
ship to port and thus offsets the starboard roll. The
movement of the fins are controlled by sensitive
gyroscopes. On military craft anurolling fins can be
used to counter angles of heel created by high speed
turns aboard aircraft carriers.

CONTINUATION..
Antirolling fins perform as well as antirolling
tanks in eliminating roll amplitude. Their
disadvantage is that the vessel must be
moving before it benefits from the antirolling
fins, whereas antirolling tanks work well even
with the dead in the water, i.e., a merchant
ship that has lost its plant. Another principle
disadvantage is the increase in hull resistance.

CONTINUATION..
Although the antirolling fins do not contribute
very much to the deadweight of the ship, their
use does increase hull resistance, and therefore
fuel consumption. In these days of soaring fuel
costs antirolling fins would most likely be found
aboard military vessels and specialized ships
where their unique abilities are more optimum
than an antirolling tank installation.

GYROSCOPIC STABILIZERS
Gyroscopic stabilizers have been installed on many
vessels, but due to the deadweight they consume
and the space they require they have been used
mainly aboard passenger type vessels. Gyroscopic
stabilizers operate on the principle of gyroscopic
inertia, the characteristic of a gyroscope that
resists motion. Consider the following: The largest
gyroscopic stabilizer was installed on the SS
Conte di Savoia.

STATE THAT A SHIP GENERALLY HEELS

WHEN TURNING
The installation, consisting of three 13 foot
diameter rotors weighing 344 tons was
successful in reducing rolling, but it is
doubtful whether the use of such stabilizers
will be practical because of the high cost of
purchasing and operating as well as the loss of
deadweight and space. Conte di Savoia was
virtually restrained from rolling because of
the brute force of gyroscopic inertia.

STATE THAT A SHIP GENERALLY HEELS

WHEN TURNING

STATE THAT, WHILE TURNING, THE SHIP

IS SUBJECTED TO AN ACCELERATION
TOWARDS THE CENTRE OF THE TURN

STATE THAT THE FORCE PRODUCING THE

ACCELERATION ACTS AT THE UNDERWATER
CENTER OF LATERAL RESISTANCE, WHICH IS
SITUATED AT ABOUT HALF-DRAUGHT ABOVE
THE KEEL

STATE THAT THE FORCE IN THE ABOVE

OBJECTIVE IS CALLED THE CENTRIPETAL
FORCE, GIVEN BY F= MV2/R
WHERE:
M = MASS OF THE SHIP IN TONNES
V = SPEED IN METRES PER SECOND
R = RADIUS OF TURN IN METRES
F = CENTRIPETAL FORCE IN KILONEWTONS

EXPLAIN HOW THE FORCE ACTING QAT

THE CENTER OF LATERAL RESISTANCE
CAN BE REPLACED BY AN EQUAL FORCE
ACTING THROUGH THE CENTRE OF
GRAVITY AND A HEELING COUPLE EQUAL
TO THE FORCE X VERTICAL SEPERATION
BETWEEN THE CENTRE OF LATERAL
RESISTANCE AND THE CENTRE OF
GRAVITY

STATE THAT THE SHIP WILL HEEL UNTIL

THE RESULTING RIGHTING MOMENT
EQUALS THE HEELING COUPLE, I.E