Ship Stability for Masters and Mates
By Bryan Barrass and Capt D R Derrett
4.5/5
()
About this ebook
The book explains how to perform KB, BM, and KM calculations and make graphics on metacentric diagrams. It considers large-angle stability, the effect of beam and freeboard on stability, and hydrostatic curves and values for vessels that are initially on even keel. The reader is also introduced to free-surface effects of slack tanks with divisional bulkheads, how side winds affect ship stability, and the correlation between freeboard and stability curves. Other chapters focus on timber ship freeboard marks, procedures and calculations for drydocking and stability, and ship squat in open water and in confined channels. The book also includes extracts from the 1998 Merchant Shipping (Load Line) Regulations Number MSN 1752(M).
This book is intended for students seeking to obtain Transport Certificates of Competency for Deck Officers and Engineering Officers and STCW equivalent International qualifications, as well as Chief Mates and Officers on Watch (Officers in Charge) on board merchant ships and other maritime personnel, port authorities, marine consultants, nautical study lecturers, and marine superintendents.
- Updated throughout to include new shipping industry developments and regulations, with 9 new chapters, the latest ship stability datasheets, and sample exam questions
- Provides a comprehensive introduction to all aspects of ship stability and ship strength, squat, interaction and trim, materials stresses and forces
- Concepts are supported with numerous worked examples, clear diagrams, graphs and equations to assist with understanding and application of this critical subject
Bryan Barrass
Dr Bryan Barrass worked as a Ship Draughtsman for 11 years at Swan Hunters Shipyard in Wallsend. In 1963, he then became a Lecturer in Naval Architecture in Sunderland. From 1967 to 1993, he worked at Liverpool John Moores University, lecturing to Maritime Degree students, Masters, Mates, and Marine Engineers. In 1993 he retired from full-time work. He became a visiting Lecturer and has written seven books involving Ship Stability, Ship Design & Ship Performance and Ship Squat & Interaction. His interest in Ship Squat began in April 1972, starting on research for his Ph.D. degree. He has worked with many national & international Port Authorities. They include the PLA, Milford Haven PA, Liverpool PA, Humberside PA, Tyne PA, Truro PA, Newhaven PA, Bordeaux PA, Klaipeda PA, Nantes PA and Hamburg PA. Dr Barrass has supplied Ship Squat and Interaction information to 22 countries worldwide. He has lectured at a great number of UK Universities and has advised many Ship-owners on the above listed Specialist topics.
Related to Ship Stability for Masters and Mates
Related ebooks
Wind Energy Handbook Rating: 5 out of 5 stars5/5In Situ Tests in Geotechnical Engineering Rating: 0 out of 5 stars0 ratingsShip Hydrostatics and Stability Rating: 4 out of 5 stars4/5Load and Global Response of Ships Rating: 0 out of 5 stars0 ratingsThe Complete On-Board Celestial Navigator, 2007-2011 Edition: Everything But the Sextant Rating: 0 out of 5 stars0 ratingsShip Construction Rating: 4 out of 5 stars4/5Marine Rudders, Hydrofoils and Control Surfaces: Principles, Data, Design and Applications Rating: 0 out of 5 stars0 ratingsIntroduction to Aircraft Structural Analysis Rating: 0 out of 5 stars0 ratingsIntroduction to Marine Engineering Rating: 4 out of 5 stars4/5Roll-to-Roll Manufacturing: Process Elements and Recent Advances Rating: 0 out of 5 stars0 ratingsBasin Analysis: Principles and Application to Petroleum Play Assessment Rating: 4 out of 5 stars4/5Naval Architecture for Marine Engineers Rating: 3 out of 5 stars3/5Celestial Navigation for the Complete Idiot: A Simple Explanation Rating: 5 out of 5 stars5/5Mechanics of Offshore Pipelines: Volume I: Buckling and Collapse Rating: 0 out of 5 stars0 ratingsThe Annapolis Book of Seamanship: Fourth Edition Rating: 4 out of 5 stars4/5Celestial Navigation: A Practical Guide to Knowing Where You Are Rating: 5 out of 5 stars5/5Commercial Ship Surveying: On/Off Hire Condition Surveys and Bunker Surveys Rating: 5 out of 5 stars5/5Introduction to Naval Architecture Rating: 4 out of 5 stars4/5Well Control for Completions and Interventions Rating: 4 out of 5 stars4/5Mooring System Engineering for Offshore Structures Rating: 5 out of 5 stars5/5Wind Effects on Structures: Modern Structural Design for Wind Rating: 0 out of 5 stars0 ratingsOral Preparation Watch Keeper Deck Mates: Question and Answer Guidelines Rating: 0 out of 5 stars0 ratingsMaritime Labour Convention Rating: 5 out of 5 stars5/5Hydraulic Fracturing in Unconventional Reservoirs: Theories, Operations, and Economic Analysis Rating: 0 out of 5 stars0 ratingsA Guide to Ship Repair Estimates in Man-hours Rating: 5 out of 5 stars5/5Flight Dynamics Principles: A Linear Systems Approach to Aircraft Stability and Control Rating: 0 out of 5 stars0 ratingsColregs Rating: 4 out of 5 stars4/5Bridge Resource Management for Small Ships (PB) Rating: 5 out of 5 stars5/5Wave Mechanics and Wave Loads on Marine Structures Rating: 0 out of 5 stars0 ratings
Mechanical Engineering For You
Mechanical Engineering Rating: 5 out of 5 stars5/5Basic Engineering Mechanics Explained, Volume 1: Principles and Static Forces Rating: 5 out of 5 stars5/5How to Repair Briggs and Stratton Engines, 4th Ed. Rating: 0 out of 5 stars0 ratingsMachinery's Handbook Pocket Companion: Quick Access to Basic Data & More from the 31st Edition Rating: 0 out of 5 stars0 ratingsMachining for Hobbyists: Getting Started Rating: 5 out of 5 stars5/5Mechanical Design Engineering Handbook Rating: 4 out of 5 stars4/5Mechanical Engineer's Handbook Rating: 4 out of 5 stars4/5Handbook of Mechanical and Materials Engineering Rating: 5 out of 5 stars5/52. Forsthoffer's Rotating Equipment Handbooks: Pumps Rating: 1 out of 5 stars1/5Basic Machines and How They Work Rating: 4 out of 5 stars4/5EPA 608 Study Guide: HVAC, #1 Rating: 4 out of 5 stars4/5Practical Hydraulic Systems: Operation and Troubleshooting for Engineers and Technicians Rating: 4 out of 5 stars4/5International Edition University Physics Rating: 4 out of 5 stars4/5Quantum Mechanics 1: Particles & Waves Rating: 4 out of 5 stars4/5Orbital Mechanics: For Engineering Students Rating: 5 out of 5 stars5/5The CIA Lockpicking Manual Rating: 5 out of 5 stars5/5Tides: The Science and Spirit of the Ocean Rating: 4 out of 5 stars4/5Audio Electronics Rating: 5 out of 5 stars5/5Plane Sense: A Beginner's Guide to Owning and Operating Private Aircraft FAA-H-8083-19A Rating: 0 out of 5 stars0 ratingsEssential Computational Fluid Dynamics Rating: 0 out of 5 stars0 ratingsAirplane Flying Handbook: FAA-H-8083-3C (2024) Rating: 0 out of 5 stars0 ratingsSmall Gas Engine Repair, Fourth Edition Rating: 0 out of 5 stars0 ratingsRobotics, Mechatronics, and Artificial Intelligence: Experimental Circuit Blocks for Designers Rating: 5 out of 5 stars5/5Principles of Engineering Mechanics Rating: 4 out of 5 stars4/5A Dynamical Theory of the Electromagnetic Field Rating: 0 out of 5 stars0 ratingsMaking Things Move DIY Mechanisms for Inventors, Hobbyists, and Artists Rating: 0 out of 5 stars0 ratingsThe Physics of Baseball: Third Edition, Revised, Updated, and Expanded Rating: 0 out of 5 stars0 ratings
Reviews for Ship Stability for Masters and Mates
15 ratings0 reviews
Book preview
Ship Stability for Masters and Mates - Bryan Barrass
Australia.
Preface
This book is written specifically to meet the needs of students studying for their Transport Certificates of Competency for Deck Officers and Engineering Officers and STCW equivalent International qualifications.
It is primarily for Chief Mates and Officers on Watch (Officers in Charge) on board merchant ships. The book will also prove to be extremely useful to other maritime personnel shown listed in the Introduction.
Note
Throughout this book, when dealing with transverse stability, BM, GM, and KM will be mentioned and used in calculations. When dealing with trim, i.e. longitudinal stability, then BML, GML, and KML will be used to denote the longitudinal considerations.
Therefore, there will be no suffix ‘T’ for transverse stability calculations but there will be a suffix ‘L’ for the longitudinal stability text and diagrams.
C.B. Barrass
Introduction
In 2006, I updated the 1999 edition of Ship Stability for Masters and Mates. At the request of the publishers, I have now refreshed, updated, and hopefully improved on this 2006 edition.
I have introduced further topics in keeping with certain developments within the Maritime Shipping Industry during 2006–2012. At the same time, I have attempted to improve the standard of content and presentation as and when required.
Changes to the previous edition include the following:
• Nine chapters of the 2006 book being deleted and replaced with nine new chapters in this book
• Details of FLNG ‘Facility’ design of 2011
• Website information for maritime establishments in the UK
• Turning circle diameters in shallow waters
• Triple ‘E’ container ships of 2011
• Qflex and Qmax LNG vessels of 2007–2012
• Ship squat improvements in research over the period 2006–2012
• Latest examination papers for Chief Mate and Officer On Watch (Officer In Charge) courses
• Thirty possible reasons why the Herald of Free Enterprise capsized at Zeebrugge
• Equations and graphs for position of LCB about amidships
• Recent worldwide ship groundings over the period 2006–2012
• General particulars of vessels delivered to shipowners 2006–2012
• Statical stability curves in waves having peaks at amidships or at end drafts
• Hydrostatic information for static vessels having trim instead of being on even keel
• Dividing the trim chapter in the 2006 book into three chapters, to improve presentation
• Separating cross curves and hydrostatic curves data into two chapters
• Combining two chapters on stability relationship with large suspended weights
• Ship stability data sheets as per MCG/SQA organizations
• Revamped pages on nomenclature of ship terms.
My main aims and objectives for this seventh edition of the book are:
1. To help Masters, Mates, and Engineering Officers prepare for their MCA/SQA written and oral examinations.
2. To provide knowledge at a basic level for those whose responsibilities include the day-to-day safe operation of ships.
3. To give Maritime students and Marine Officers an awareness of ship stability problems and to suggest solutions to these problems that are easily understandable.
4. To act as a good quick reference source for those officers who obtained their Certificates of Competency a few months/years prior to joining their ship, port, or dry dock.
5. To assist students of Naval Architecture/Ship Technology in studies on ONC, HNC, and HND and their initial years on undergraduate degree courses.
6. To advise drydock personnel, Ship Designers, DfT Ship Surveyors, Port Authorities, Marine Consultants, Nautical Study Lecturers, Marine Superintendents, etc. in their deliberations regarding ship stability.
Maritime Courts are continually dealing with cases involving ships that have gone aground, collided, or capsized. If this book helps to prevent further incidents of this sort, then the efforts of the late Captain D.R. Derrett and myself will have been worthwhile.
Finally, it only remains for me to wish each student every success in the exams and to wish those working within the Shipping Industry continued success in your chosen career. I hope you find this book to be a useful addition to your bookshelf.
C.B. Barrass
17 July 2012
PART I
Linking Ship Stability and Ship Motions
Chapter 1. Group Weights, Water Draft, Air Draft, and Density
Chapter 2. Transverse Statical Stability
Chapter 3. Effect of Decreasing Free Surface on Stability
Chapter 4. TPC and Displacement Curves
Chapter 5. Form Coefficients
Chapter 6. Discussion on LCB Position Relative to Amidships
Chapter 7. Quadrature – Simpson’s Rules for Areas and Centroids
Chapter 8. Quadrature – Simpson’s Rules for Moments of Inertia
Chapter 9. Quadrature – Simpson’s Rules for Centers of Pressure on Transverse Bulkheads
Chapter 10. KB, BM, and KM Calculations and Graphics on Metacentric Diagrams
Chapter 11. Final KG Plus 20 Reasons for Rise in KG
Chapter 12. Angle of List Considerations – Text, Calculations, and Graphics
Chapter 13. Angle of Heel – Effects of Suspended Weights
Chapter 14. Angle of List Due to Bilging of Side Compartments
Chapter 15. Heel Due to Turning
Chapter 16. Angle of Loll
Chapter 17. Moments of Statical Stability
Chapter 18. Aspects of Trim – The Main Factors Involved
Chapter 19. Trim Calculations – Changing Conditions of Loading
Chapter 20. Trim Calculations – Satisfying Prescribed Requirements for End Drafts
Chapter 21. Large-Angle Stability Considerations – GZ and KN Cross Curves of Stability
Chapter 22. Effects of Beam and Freeboard on Stability
Chapter 23. Dynamical Stability Relating to Statical Stability Curves
Chapter 24. Changes in Statical Stability Relating to Wave Profiles – Loss of Quasi-Static Stability
Chapter 25. Hydrostatic Curves and Values for Vessels Initially on Even Keel
Chapter 26. Hydrostatic Curves and Values for Vessels Initially Having Trim by the Bow or by the Stern
Chapter 27. Increase in Draft Due to List
Chapter 28. Combined List and Trim
Chapter 29. Calculating Free-Surface Effects of Slack Tanks with Divisional Bulkheads
Chapter 30. Bilging Effects of Stability – Permeability Effects
Chapter 31. Effects of Side Winds on Ship Stability
Chapter 32. Icing Allowances Plus Effects on Trim and Stability
Chapter 33. The Sectional Area Curve
Chapter 34. FL and PL Curves Plus Type A and Type B Vessels
Chapter 35. Load Lines and Freeboard Marks
Chapter 36. Timber Ship Freeboard Marks
Chapter 37. IMO Grain Rules for Safe Carriage of Grain in Bulk
Chapter 38. True Mean Draft
Chapter 39. Inclining Experiment (Stability Test) Plus Fluctuations in a Ship’s Lightweight
Chapter 40. The Calibration Book Plus Soundings and Ullages
Chapter 41. Drydocking and Stability – Procedures and Calculations
Chapter 42. Ship Squat in Open Water and in Confined Channels
Chapter 43. Turning Circle Diameter (TCD) Values for Vessels in Shallow Waters
Chapter 44. Interaction Effects, Including Two Case Studies
Chapter 45. Rolling, Pitching, and Heaving Motions
Chapter 46. Synchronous Rolling and Parametric Rolling of Ships
Chapter 47. Effects of Change of Density on a Ship’s Draft and Trim
Chapter 48. The Deadweight Scale
Chapter 49. The Trim and Stability Book
Chapter 50. Simplified Stability Information
Chapter 51. The Stability Pro-Forma
Chapter 52. Looking Forward into the Next Decade
Chapter 1
Group Weights, Water Draft, Air Draft, and Density
Group Weights in a Ship
The first estimate that the Naval Architect makes for a new ship is to estimate the lightweight.
Lightweight: This is the weight of the ship itself when completely empty, with boilers topped up to working level. It is made up of steel weight, wood and outfit weight, and the machinery weight. This lightweight is evaluated by conducting an inclining experiment normally just prior to delivery of the new vessel. Over the years, this value will change.
Deadweight: This is the weight that a ship carries. It can be made up of oil fuel, fresh water, stores, lubricating oil, water ballast, crew and effects, cargo, and passengers. This deadweight will vary, depending on how much the ship is loaded between light ballast and fully loaded departure conditions.
Displacement: This is the weight of the volume of water that the ship displaces:
Hence
Water draft: This is the vertical distance from the waterline down to the keel. If it is to the top of the keel, then it is draft molded. If it is to the bottom of the keel, then it is draft extreme. Draft molded is used mainly by naval architects. Draft extreme is used mainly by masters, mates, port authorities, and dry-dock personnel.
Air draft: This is the quoted vertical distance from the waterline to the highest point on the ship when at zero forward speed. It indicates the ability of a ship to pass under a bridge spanning a waterway that forms part of the intended route.
Figures in May 2011 stipulate that, for the Panama Canal, this air draft is to be no greater than 57.91 m. For the St Lawrence Seaway the maximum air draft is to be 35.5 m. For the Suez Canal, the maximum air draft is to be 68 m.
In order to go beneath bridges over rivers, some vessels have telescopic masts. Others have hinged masts to lessen the chances of contact with the bridge under which they are sailing.
Occasionally, the master or mate needs to calculate the maximum cargo to discharge or the minimum ballast to load to safely pass under a bridge. This will involve moment of weight estimates relating to the final end drafts.
What must be remembered is that the vessel is at a forward speed. Therefore, allowances have to be made for the squat components of mean bodily sinkage and trim ratio forward and aft (see Chapter 43).
Effect of Change of Density when the Displacement is Constant
When a ship moves from water of one density to water of another density, without there being a change in mass, the draft will change. This will happen because the ship must displace the same mass of water in each case. Since the density of the water has changed, the volume of water displaced must also change. This can be seen from the formula:
If the density of the water increases, then the volume of water displaced must decrease to keep the mass of water displaced constant, and vice versa.
The Effect on Box-Shaped Vessels
or
Example 1
A box-shaped vessel floats at a mean draft of 2.1 meters, in dock water of density 1020 kg per cubic meter. Find the mean draft for the same mass displacement in salt water of density 1025 kg per cubic meter.
Ans. New draft = 2.09 m.
Example 2
A box-shaped vessel floats upright on an even keel as shown in fresh water of density 1000 kg per cubic meter, and the center of buoyancy is 0.50 m above the keel. Find the height of the center of buoyancy above the keel when the vessel is floating in salt water of density 1025 kg per cubic meter.
Note. The center of buoyancy is the geometric center of the underwater volume and for a box-shaped vessel must be at half draft, i.e. KB = ½ draft.
In Fresh Water
Figure 1.1
In Salt Water
Ans. New KB = 0.488 m, say 0.49 m.
The Effect on Ship-Shaped Vessels
It has already been shown that when the density of the water in which a vessel floats is changed the draft will change, but the mass of water in kg or tonnes displaced will be unchanged, i.e.
or
With ship shapes this formula should not be simplified further as it was in the case of a box shape because the underwater volume is not rectangular. To find the change in draft of a ship shape due to change of density a quantity known as the ‘Fresh Water Allowance’ must be known.
The Fresh Water Allowance is the number of millimeters by which the mean draft changes when a ship passes from salt water to fresh water, or vice versa, whilst floating at the loaded draft. It is found by the formula:
The proof of this formula is as follows:
Consider the ship shown in Figure 1.2 to be floating at the load Summer draft in salt water at the waterline, WL. Let V be the volume of salt water displaced at this draft.
Figure 1.2
Now let W1L1 be the waterline for the ship when displacing the same mass of fresh water. Also, let ‘v’ be the extra volume of water displaced in fresh water.
The total volume of fresh water displaced is then V + v.
Now let w be the mass of salt water in volume v, in tonnes, and let W be the mass of salt water in volume V, in tonnes:
or
where
Figure 1.3 shows a ship’s load line marks. The center of the disk is at a distance below the deck line equal to the ship’s statutory freeboard. Then 540 mm forward of the disk is a vertical line 25 mm thick, with horizontal lines measuring 230 × 25 mm on each side of it. The upper edge of the one marked ‘S’ is in line with the horizontal line through the disk and indicates the draft to which the ship may be loaded when floating in salt water in a Summer Zone. Above this line and pointing aft is another line marked ‘F’, the upper edge of which indicates the draft to which the ship may be loaded when floating in fresh water in a Summer Zone. If loaded to this draft in fresh water the ship will automatically rise to ‘S’ when she passes into salt water. The perpendicular distance in millimeters between the upper edges of these two lines is therefore the ship’s Fresh Water Allowance.
Figure 1.3
When the ship is loading in dock water that is of a density between these two limits, ‘S’ may be submerged such a distance that she will automatically rise to ‘S’ when the open sea and salt water is reached. The distance by which ‘S’ can be submerged, called the Dock Water Allowance, is found in practice by simple proportion as follows:
Then
or
Example 3
A ship is loading in dock water of density 1010 kg per cubic meter. FWA = 150 mm. Find the change in draft on entering salt water.
Figure 1.4
Ans. Draft will decrease by 90 mm, i.e. 9 cm.
Example 4
A ship is loading in a Summer Zone in dock water of density 1005 kg per cubic meter. FWA = 62.5 mm, TPC = 15 tonnes. The lower edge of the Summer load line is in the waterline to port and is 5 cm above the waterline to starboard. Find how much more cargo may be loaded if the ship is to be at the correct load draft in salt water.
Figure 1.5
Note. This ship is obviously listed to port and if brought upright the lower edge of the ‘S’ load line on each side would be 25 mm above the waterline. Also, it is the upper edge of the line that indicates the ‘S’ load draft and, since the line is 25 mm thick, the ship’s draft must be increased by 50 mm to bring her to the ‘S’ load line in dock water. In addition ‘S’ may be submerged by x mm.
and
Ans. Cargo to load = 150 tonnes.
Effect of Density on Displacement when the Draft is Constant
Should the density of the water in which a ship floats be changed without the ship altering her draft, then the mass of water displaced must have changed. The change in the mass of water displaced may have been brought about by bunkers and stores being loaded or consumed during a sea passage, or by cargo being loaded or discharged. In all cases:
or
or
Example 1
A ship displaces 7000 tonnes whilst floating in fresh water. Find the displacement of the ship when floating at the same draft in water of density 1015 kg per cubic meter, i.e. 1.015 t/m³.
Ans. New displacement = 7105 tonnes.
Example 2
A ship of 6400 tonnes displacement is floating in salt water. The ship has to proceed to a berth where the density of the water is 1008 kg per cubic meter. Find how much cargo must be discharged if she is to remain at the salt water draft.
or
Ans. Cargo to discharge = 6400 − 6294 = 106 tonnes.
Example 3
A ship 120 m × 17 m × 10 m has a block coefficient 0.800 and is floating at the load Summer draft of 7.2 meters in fresh water. Find how much more cargo can be loaded to remain at the same draft in salt water.
Ans. Cargo to load = 12,044 − 11,750 = 294 tonnes.
Note. This problem should not be attempted as one involving TPC and FWA.
Exercise 1
Density and Draft
1. A ship displaces 7500 cubic meters of water of density 1000 kg per cubic meter. Find the displacement in tonnes when the ship is floating at the same draft in water of density 1015 kg per cubic meter.
2. When floating in fresh water at a draft of 6.5 m a ship displaces 4288 tonnes. Find the displacement when the ship is floating at the same draft in water of density 1015 kg per cubic meter.
3. A box-shaped vessel 24 m × 6 m × 3 m displaces 150 tonnes of water. Find the draft when the vessel is floating in salt water.
4. A box-shaped vessel draws 7.5 m in dock water of density 1006 kg per cubic meter. Find the draft in salt water of density 1025 kg per cubic meter.
5. The KB of a rectangular block that is floating in fresh water is 50 cm. Find the KB in salt water.
6. A ship is lying at the mouth of a river in water of density 1024 kg per cubic meter and the displacement is 12,000 tonnes. The ship is to proceed up river and to berth in dock water of density 1008 kg per cubic meter with the same draft as at present. Find how much cargo must be discharged.
7. A ship arrives at the mouth of a river in water of density 1016 kg per cubic meter with a freeboard of ‘S’ m. She then discharges 150 tonnes of cargo, and proceeds up river to a second port, consuming 14 tonnes of bunkers. When she arrives at the second port the freeboard is again ‘S’ m, the density of the water being 1004 kg per cubic meter. Find the ship’s displacement on arrival at the second port.
8. A ship loads in fresh water to her salt water marks and proceeds along a river to a second port consuming 20 tonnes of bunkers. At the second port, where the density is 1016 kg per cubic meter, after 120 tonnes of cargo have been loaded, the ship is again at the load salt water marks. Find the ship’s load displacement in salt water.
The TPC and FWA, etc.
9. A ship’s draft is 6.40 meters forward and 6.60 meters aft. FWA = 180 mm. Density of the dock water is 1010 kg per cubic meter. If the load mean draft in salt water is 6.7 meters, find the final drafts F and A in dock water if this ship is to be loaded down to her marks and trimmed 0.15 meters by the stern (center of flotation is amidships).
10. A ship floating in dock water of density 1005 kg per cubic meter has the lower edge of her Summer load line in the waterline to starboard and 50 mm above the waterline to port. FWA = 175 mm and TPC = 12 tonnes. Find the amount of cargo that can yet be loaded in order to bring the ship to the load draft in salt