Beruflich Dokumente
Kultur Dokumente
+
for a loaded weight.
Where GG1 = the vertical shift of G in metres
d = distance weight is located from the KG of the vessel in
metres
w = the weight in tonnes
W the displacement of the vessel in tonnes
A weight of 10 tonnes is loaded on the
centre line. It is loaded at a KG of 8.5 m.
The KG of the vessel prior to loading was
6.0m.The vessel has a displacement of
1,000 tonnes. Find the vertical shift of G
GG1=
+
GG1=
(..)
,+
GG1 = .
Vertically upwards towards the
loaded weight
Calculation Vertical Shift of G
13
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
Calculation Vertical Shift of G
A weight of 10 tonnes is discharged
from the centre line. It is discharged
from a KG of 7.5m The KG of the vessel
prior to loading was 6.0m.The vessel
has a displacement of 1,000 tonnes.
Find the vertical shift of G
GG1=
GG1=
.
GG1= .
Vertically downwards away from the
discharged weight
G moves away from the discharged weight
When a weight is discharged note the change in sign to (-)
GG1 =
Where GG1 = the vertical shift of G in metres
d = distance weight is located from the KG of the vessel
in metres
w = the weight in tonnes
W the displacement of the vessel in tonnes
14
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
G moves parallel to the shifted weight
In order to calculate the shift of G from its original position
to its new position the following formula is used:
GG1 =
GG1=
,
GG1 = .
Horizontally to starboard parallel to
the shifted weight
Calculation Horizontal Shift of G
15
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
It is important for the mariner to know
how G moves on board the vessel during
the process of loading or discharging a
weight .
In this case we will discharge one lift of
product from the vessel via grab using a
shipboard crane to the wharf and follow
the movement of G during this operation.
Step 1 The crane takes a grab of cargo and
lifts it clear of the cargo within the hold.
G of the cargo moves immediately to
the top of the crane block. KG of the
vessel moves vertically upwards G to G
Step 2 the crane swings to starboard and
G of the vessel moves parallel to the
movement of the grab from port to
starboard. G to G
Wharf
Wharf
G
G
G
G
G
Step 1
Step 2
16
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
Wharf
Wharf
G
G
G
G
G
Step 3 The crane jib is lowered, lowering
the KG of the vessel, the grab moves
outboard to plumb the wharf and the KG
of the vessel moves from G to G
Step 4 The grab is lowered to the wharf
and opened, discharging the cargo onto
the wharf. The parcel of cargo is no longer
on board the vessel and the effect is to
move the vessels KG from G to G
Step 3
Step 4
17
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
Waterline at the
Summer Draft
Amidships - halfway
between FP and AP
Forward Perpendicular FP
Some Longitudinal Stability Terms ...
Check the Glossary for more detail
After Perpendicular AP
Stern
Bow
18
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
Longitudinal centre of buoyancy (LCB) ... the longitudinal centre of the underwater volume, the point through
which buoyancy acts, vertically upwards.
LCB
19
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
Longitudinal centre of gravity (LCG) ... the longitudinal centre gravity. The point through which the weight of the
vessel acts, vertically downwards
LCG
20
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
When there is a difference in the location of LCG and LCB, the vessel will want to trim in
the direction of the location of LCG.
LCB
LCG
Vessel will trim by the stern
21
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
Due to the difference in waterplane area forward and aft, the Longitudinal Centre of Flotation (the centre of the
waterplane area) will vary depending upon the draft of the vessel. The vessel will trim about the LCF
LCF
Often the LCF is shown as a triangle to denote the fulcrum, point around which the vessel trims
LCF
Vessel seen From above
22
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
Free Surface Effect
Free Surface Effect is the effect that liquid (or a
product that behaves like a liquid eg. grain), free
to move from side to side in a tank, will have on
the transverse stability of the vessel.
Free Surface Effect will reduce the transverse
stability of the vessel by effectively reducing the
size of the GZ (righting lever).
This will cause a virtual reduction in GM and in
extreme cases, the vessel may capsize.
This effect can be reduced by :
(i) Filling the tank completely so water cannot
move freely across the surface of the tank.
(ii) Empty the tank so there is no water within the
tank.
(iii) Have a continious longitudinal watertight
bulkhead(s) separating the tank into two or more
compartments
Partially filled tank
Vessel heels
and liquid
moves ... see
next page for
details
23
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
G
G
B
B
GZ
Z
GZ
Virtual Rise in G
Z
M
As the vessel heels to starboard, the centre
of gravity of the vessel moves towards the
movement of liquid piling up on the
starboard side of the vessel. G moves to G.
The consequence of this movement of G is
a reduction of righting lever (GZ) shown as
GZ
This has the same effect as though G had
moved up to G . This efect is termed a
virtual rise in G
The danger in this situation is the possibility
of the GZ becoming too small to be able to
return the vessel to the upright.
Had G remained on the centre line,
assuming a full tank or if the tank was
empty, the vessel would have had a much
larger righting lever with increased stability.
24
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
Loll
Loll usually occurs due to a combination of events
that allows the centre of gravity of the vessel to rise
to a point where G is located above M.
This can be due to loss of bottom weight caused by
fuel and water consumption, combined with a
virtual rise in G due to free surface effect.
If operating in high latitudes, ice accretion on the
superstructure will add weight high up on the
vessel. If working on a timber carrier, water
absorption into the timber deck cargo will add
weight high up on the vessel. In both cases this will
cause cause G to rise.
If G rises above M, the situation is known as an
unstable condition and the GZ in this case is acting
as Capsizing lever rather than a Righting lever and
will cause the vessel to heel further
G
B
B
Capsizing
lever
Z
M
Unstable Vessel
.
.
.
.
.
25
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
The vessel will continue to roll in this unstable condition
until B moves vertically under G. At this point there will
be no capsizing or righting lever, the vessel will now
rest at an Angle of Loll.
If the vessel is inclined further by the effects of wind or
waves, the vessel will roll around its angle of loll as a
righting lever will be generated once B moves outboard
of G.
There is a danger due to external forces.
Assume the vessel is lying at an angle of loll to
starboard. Wind or waves would cause the vessel to
move back to the upright. At this point the capsizing
lever generated would cause the vessel to flop to port.
When the vessel rolls to port, the momentum built up
by the roll may cause the vessel to capsize.
G
B
B
B and G in same
vertical line
Vessel at angle of loll
.
.
W
U
(upthrust)
(displacement)
Loll
Angle of loll
26
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
It is important to know the difference between List and
Loll. Why?
Assume a vessel is listed to starboard due to G moving
off the centre line (unequal use of tanks, cargo shifting
etc.) then G would be corrected by adding or moving
weight to the high side. (port side)
If the angle of heel is due to loll and a weight is shifted
or added to the high side of the vessel, the vessel would
initially move towards the upright then as the vessel
became upright, the vessel would flop over to port due
to its capsizing lever but at a much faster rate as now
there would be extra weight on the port side.
In this case the vessel would develop additional
momentum and may capsize.
Steps to recover from Loll
To remedy loll G must be lowered.
Considering the adverse effect wind or
waves could have on the vessel, it is
recommended that the weather is placed
sufficiently on the high side to prevent the
vessel rolling to the opposite side.
Fill up any slack tanks on the LOW side.
Fill one tank at a time.
Use tanks with a small free surface effect.
When an empty tank is filled, be aware of
the free surface effect and a consequent
reduction in righting lever.
Once you have calculated that G is below
M, take steps to bring the vessel from a
state of list to the upright.
If tanks alone cannot reduce G you may be
forced to jettison cargo (from the high side)
27
Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
At Master 4 level, longitudinal stability
calculations are based upon simplified
stability data provided for vessels.
The next Guide in the series will provide full
working for problems associated with
determining the draft, trim and stability for
any stage of loading or discharge.
The Booklet used at examination is
"Simplified Stability Information for MV
Twosuch" and excerpts from this will be used
to provide several loading scenarios for
students to gain experience in the
determination of draft, trim and transverse
stability.
From calculations undertaken, students will
determine if the vessel meets limiting
requirements for KG and Trim.
Conclusion Guide 2
28