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PETRAS PIKSRYS
SHIPS STABILITY
SHIPS STABILITY IS THE TENDENCY OF SHIP TO ROTARE ONE WAY OR THE OTHER WHEN FORCIBLY INCLINED
WHAY IS STABILITY IS SO
IMPORTENT ?
IF THE SHIP LOST STABILITY WHAT WILL BE HAPPENED: 1. LOST OF MOBILE 2. LOST THE HUMANS LIFES 3. LOST THE SHIP
FUNDAMENTALS OF STABILITY
STABILITY is the tendency of vessel to rotate one way or the other when forcibly inclined.
IMPORTENT !!
Zg critical CURVE
6.60 6.50
6.40 6.30
Zg critical
6.20 6.10
8000 10000 12000 14000 16000 18000 20000
SHIPS STABILITY
STABILITY
INITIAL
OVERALL
DYNAMIC
STABILITY
INITIAL STABILITY - The stability of a ship in the range from 0 to 7/10 of inclination. OVERALL STABILITY - A general measure of a ship's ability to resist capsizing in a given condition of loading. DYNAMIC STABILITY - The work done in heeling a ship to a given angle of heel.
G C1
lst=hsinQ
M=D h sin Q
m
lst
Qst
h
D Vg
C1
STABILITY TRIANGLE
m
lst =hsin Q
l
f
h
G
Q
st
Vg D lf C1
PHANTACORENS
SHIPS BADY FORM STABILITY ARMS lf lf
2.8
2.4
1.6 1.2 0.8 0.4
80 70 60 50
90
40
30 20 10
4000 6000
8000
10000
DISPLACEMENT
METACENTRIC HEIGHT
Metacentric height GM is calculated by subtracting KG From KM (GM=KM-KG), GM is a measure of the ship.s stability. KM=h. With initial stability(0 10 deg.) the metacenter does not move, and Sine function is almost linear(a straight line). Therefore, the size of the ship,s Righting Arm, GZ, is directly prportional to the size of the ships Metacentric Height, GM.
IMPORTENT !
METACENTRIC HEIGHT
m W G
h
a
a
SHIPS STABILITY
STABILITY REFERENCE POINTS
m
Zm
h r Lo a
WO
ZG
Zc
h Wo
W1
L1
G C
C1
LO
SHIPS STABILITY
METACENTER
C0
SHIPS STABILITY
METACENTRIC HEIGHT FORMULAS h=r-a
h=zm
zG zG
h=zc - ro -
METACENTRIC HEIGHT
METACENTRIC HEIGHT MEENS SHIPS INITIAL STABILITY m
h W G a
C
r0
m h>O
G
a
G m
G h=O m
b
h<O c
m G
C1
L1
L
W W1
h>0
57, 3
L
C1
SHIPS STABILITY
NEUTRAL SHIPS STABILITY
lst
h=0
L1
h
C1
W
W1
m C
NEGATIVE
SHIPS
STABILITY
h=-0
Mst
57.3
Qst
-h
STABILITY CONDITIONS
The positions of Gravity and the Metacenter will indicate the initial stability of a ship. Following damage, the ship will assume one of the following three stability conditions: 1. POSITIVE STABILITY. The metacenter is located above the ships center of gravity. As the ship is inclined, Righting Arm are created which tend to return the ship to its original, vertical position. 2. NEUTRAL STABILITY. The metacenter and the ships center of gravity are in the same location. As the ship is inclined, . there are no returing moment. 3. NEGATIVE STABILITY. The ship,s center of gravity is above the metacenter. As the ship is inclined, negative Righting Arms (called upsetting arms) are created which tend to capsize the ship.
METACENTRIC FORMULA
M
OVERALL
h=Zm - ZG
h
W0
M=( lf lst)D
L1
lst
Vg
lf
L0
C1
Zm
W1
ZG
M- UPSERTING MOMENT
METACENTRIC HIGHT
METACENTRIC HIGHT IS FIRST DERIVATIVE SHIPS STABILITY CURVE
lst
Mst
h
57,3
Q
METACENTER HEIGHT
L1 L C1 W1 C
DYNAMIC STABILITY
DYNAMIC MOMENT
SHIPS STABILITY
STATIC MOMENT CURVE
M
static
dyn
Q dyn max Q
S=Mdyn
Mdyn
Q
DYNAMIC STABILITY
The dynamic stability is the area under the curve in metre-radians Multiplated by the ship,s displacement in tonnes. It is areas under the GZ Curve which are required for checking stability criteria which depending Upon the ship,s data may be expressed in metre-degrees or metre-radians. The area unde GZ curve also the potential energy available to return the Ship to the upringht. Principle of conservation of energy, the potential energy in converted into Rotation energy as the ship moves towards the upright.
Mst
Mst
Mdin
Md
max
STABILITY
ELEMENTS
Learning Objectives
Comprehend the concepts of hydrostatics, buoyancy, and Archimedes' principle Comprehend static equilibrium of a floating vessel and the relationship of the centers of gravity and buoyancy to righting arms and stability Comprehend and identify positive, negative and neutral conditions of stability Comprehend the effects of movements of the centers of gravity and buoyancy on vessel stability Know how ship's stability curves are derived and comprehend their use in determining stability condition
Definitions
Draft Freeboard Depth of hull Reserve buoyancy List / Trim
SHIPS HULL
MARKINGS
At XVIII hundred one Englishman called PLIMSOL in Great Britan Parlament filds for marcks on the hull to for Safe shipping. Now thats marks called PLIMSOL MARKS.
PLIMSOL DISC
PLIMSOL DISC DIVAIDING SHIPS BODY IN TWO PARTS: 1. RESERVE BUOYANCY 2. DISPLACEMENT
FREE BOARD
SHIPS MAIN FREE BOARD MEENS SHIPS RESERVE BUOYANCY
DRAFT
RESERVE BUOYANCY
MAINTAIN FREEBOARD RASERVE BUOYANCY PRIOR TO PREVENT LIMITING DRAFTS ARE ASSIGNED TO EXCESIVE HULL STRESS AS A RESULT OF OVERLOADING
FREE BOARD
FREE BOARD MEENS RESERVE BUOYANCY
FREE BOARD WL
TF
F S W WNA
DRAFT
MAIN DRAFT MEENS SHIPS DISPLACEMENT
L
DRAFT
Buoyancy
Archimedes' principle Calculations of displacement (W) The effect of salt water and fresh water on displacement (relate to draft) [1/35 vs 1/36]
Archimedes principle
BOYAD
A body immersed (or floating) in water will buoyed ARCHIMEDES FORCE By a force equal to the weight of the water displaced.
C
Vg
SHIPS BUOYANCY
D=V*g
G L D V*g
ARCHIMEDES FORCE
PLIMSOL
Markings of minimum allowable freeboard for registred cargoCarryng ships.Located amidships on both the port and starboard sides the ship. Since the required minimum freeboard varies with water density and severity of weather, different markings are used for:
TF - TF Tropical Fresh Water F - F - Fresh Water - T - Tropical Water (sea water) T - S - Standard Summer - W - Winter - WNA-Winter North Atlantic
S W
WNA
Used for determining displacement and other properties of the ship for stability and damage control. Those draft marks indicate the depth of the keel (baseline) below the waterline.
XVII XVI XV
XIV
XIII
DRAFT IN METRES
1 ft = 0.3048 m
44
42
40
38 36
SHIPS HULL MARKINGS Navigational Draft Marks Ships operational drafts. These draft marks include the depth of any projections below the keel of the ship. Limiting Draft Marks Limiting drafts are assigned to maintain reserve buoyancy (freeboard) prior to damage, and to prevent excessive hull stresses as a result of overloading.
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 ships
GRAVITY
The force of gravity acts vertically downward through the ships center Of gravity. The magnitude of the force depends on the ships total weight.
MOMENT
The endency of a force to produce a rotation about a pivot point. This works like a torque wrench acting on a bolt.
DISPLACEMENT
D=DLS + DS + DC D Displacement DLS Weight light ship DS - Weight supply DC - Weight cargo
GRAVITY
THE FORCE OF GRAVITY ACTS VERTICALY DOWNWARD THROUGHT THE SHIPS CENTER OF
GRAVITY
D= DL+DC+DS
SHIPS STABILITY
M = D h sin O
RIGHTING MOMENT
THE TENDENY OF A FORCE TO PRODUCE A ROTATION ABOUT A PIVOT POINT h
m
M=Dh
D Vg
sinQ
C1 C0
GRAVITY
The force of gravity acts vertically downward throught the ships center of gravity.
D=Vg
W
D
G C
Vg
DEFINITIONS
Couple. Since the forces of buoyancy and gravity are equal and act along parallel lines, but in opposite directions, a rotation is developed
Righting arm. The distance between the forces of buoyancy and gravity is know as the ships righting arm. Righting moment. The righting moment is equal to the ships Righting arm multiplied by the ships displacement.
Metacentric height. The distance between center of gravity G and Metacener M .
The development of the static stability curve from the cross curves of stability Foctors involed:
- G does not change position as heeling angle changes - C is always at the geometric center of the volume of the underwater hull - the shape of the underwater hull changes as heeling angle changes
(a) Maximum rigting arm (GZ) GZ=h (b) Angle of heel where maximum GZ arm ocurs l static maximum (c) Range of critical stability Q critical
SHIPS STABILITY
STABILITY CURVES ELEMENTS
lst
l static max
h
57.3
critical
DRAFT NOMOGRAM
8.2 7.8 7.2 6.8 6.4 6.0 5.6 5.2 4.8 18000 17000 16000 15000 14000 13000 12000 11000 10000 17900 16860 15845 14840 13840 12820 11820 10820 9820 19900 18800 17600 16600 15500 15000 14600 14400 14200 26.5 26 25.5 25 24.5 24 23.5 23 22.5
Tm
4.4
9000
8820
14000
22
Dt
Vm3
M t/cm
P t/cm
HYDROSTATIC CURVES
SHIPS FLOATING BODY FUNCTIONS CAN CALCULATING BY HYDROSTATIC CURVES. THIS CURVES IS FUNCTIONS FLOATING SHIPS BODY STABILITY AND UNDERSEA SHIPS BODY CAPITICY. ARGUMENT FOR CALCULATING IS SHIPS DRAFT FUNCTIONS FOR CALCULATING: a) DISPLACEMENT D b) VOLUME V c) FLOATING CENTER Xf d) BOYAD CENTER XC Zc e METACENTER RADIUS r f) SQUERE OF WATERLINE S
HYDROSTATIC CURVES
SHIPS FLOATING BODY FUNCTION CURVES
DRAFT
Zc Xf
FUNCTIONS
COUPLE
M=D h sin Q
h
G D m Q
st
Vg C1
PLIMSOL DISC
TF F
T
S W
WNA
LIST
Q WO
L1
Q Lo
W1
ROLLING PERIOD
SHIPS STABILITY AND ROLLING PERIOD
T=
CB h
ROLLING PERIOD
The rolling period of the ships dependenced from ships stability. The formula Between ship,s stability and rolling :
T = c*B/sqr GM In this formula: T rollinperiod in sec. c - constanta B the ships beam to outside of hull.
Note: the constanta c dependenced from ships displacements. There are the followings meanings: c=0.88 when ship is empty or ballast; c=0.78 - when the ship has on board amout 20 % c=0.75 when liquids on board 10% c=0.73 when all liquids on board amout 5% HOWEVER, for all lagers ships Lloyds Register of shipping and the 1991 HMSO Code of Practice for Ro-Ro ships use c= 0.7
h0
G0
C0
h1
G0
G1 C1 C0 p
h0
m0
m1
P2
G1
G0 C0
h0
C1
h0
G0
C0
m0
P2
h0
G0
C0
h0
G0 G1
P1 C0 P2
h1
h0
G0
C0 P1 P2
MOVING CARGO
P1
P2
m0
G1
G0 C0
h0
h1
h1 G1 L0
C0
W0
G0 C0 P0
L0
M Moment liquid
G0
L1 L0
Q
W0
W1 C0
C1
P1
P1
M1
P1
M2
Y2 P2
M2>M1
Q2>Q1
Mcargo
W0
L1
L0
W1
TRIM
Trim means different between draft fore TF and draft aft TAF
W1
W L
TAF
TF
L1
m 9 8 7 6
TAf
5 4
3
2
1
Tf
9 m
3600
3200
2800
2400
1600
1200
-5 -4 -3 -2 -1 0 0 1 2
3
Xc m
TRIM
Trim means different between draft fore TF and draft aft TAF
W1
W
lx TAF P
TF
L1
DH
TRIM
Trim means different between draft fore TF and draft aft TAF d= P lx L
W1
W
DH
TAF1
TAF0
lx
P TF0
L1
TF1
LIST
Q WO
L1
Q Lo
W1
LIST
P
WO
Lo
LIST
P ly
L1
WO
W1
Lo
tg Q =
P ly Dh