GZ Curves

Let G move G1, Then it can be seen with a shift of CARGO, the Vessel will Capsize Earlier

GZ(m) Initial GZ

GZ Max GZ Max

Vessel with the shift of cargo

GM

Angle of vanishing stability < v/s

Heel Dec RANGE 57.3

Summary: 1.GM does not change 2. Deck age does not change 3.At 0 deg GZ does not change 4.Vsl as a list /GZ =0 5.GZ max is Reduced 6.Angle V/S Reduced 7.Range Reduced 8.Area under Curve Reduced Remarks: a) Shift of Bulk Cargo

m1 g g Cargo G

B 1) GM Reduced 2) Deck age Immersion not Changed 3) GZ at 0 deg is negative

G B

G1

G1 B B GZ=positive Reduced

GZ Negative (Reduced)

GZ=0

Let G move to G1 then it can be seen on the vessel that the shift of the Bulk cargo will Cap size earlier Below Graph illustrates that when the bulk cargo is shifted earlier the Vessel will capsize

GZ(m)

GZ(max)

Initial GZ

GM GM Deck age 57.5

Angle of vanishing stability

heel

RANGE Summary: 1) GM is reduced 2) Deck age remains the same 3) At 0 GZ is Negative 4) Vessel has a list GZ=0 5) GZ max reduced 6) Angle of vanishing stability reduced 7) Range Reduced 8) Area Remarks:

Non Symentrical Icing G1 ice

G W/L2 W/L1 B Summary: 1) GM reduced 2) Angle of deck age immersion Reduced 3) GZ is Negative

Lets move G to G1 then it can be seen that the Vessel with a Non symmetrical icing and heavy lift will capsize earlier

GZ(m) Angle of vanishing stability

Initial GZ GZ max GM

Deck age
Summary: 1) GM is reduced 2) Deck age is reduced 3) At 0 GZ is negative 4) Vessel has a list GZ=0

57.3

5) GZ max reduced 6) Angle of vanishing stability is reduced 7) Range Reduced 8) Area Reduced

Bilging of a side compartment M

W/L2 W/L1

Ship side Hole B Summary: 1) Assume GM is reduced 2) Deck age is reduced 3) GZ is negative

GZ(m)

Initial GZ GZ max <v/s GM GM List Range heel

Summary: 1) Assume GM is Reduced

2) Deck age immersion reduced 3) At 0 GZ is Negative 4) Vessel as a list GZ=0 Increasing Freeboard

B B

For up to Deck age of the vessel with the Low free board GZ= For Beyond Deck age immersion of the vessel with a low freeboard GZ is increased , for a vessel with a high Freeboard The Increase in the free board , vessel will capsize later Remarks

G W/L

B1 B

Dec: Denoted by Deck age Immersion

Angle of V/S GZ(m) GZ(m) Low Freeboard

GM RANGE Observations: 1. GM= 2. Dec Increased 3. At 0 GZ=0 4. Upto <dec of vsl with low Freeboard GZ= 5. Beyond Dec vsl with Low freeboard GM Increased 6. GZ max Increased 7. < v/s Increased 8. Range increased 9. Area Increased Remarks: 1.1: show the effect of reducing the Freeboard

Angle of V/S GZ(m) GZ(m) Low Freeboard

GM RANGE Observations: Observations: 1. GM= 2. Dec Decreased 3. At 0 GZ=0 4. Upto <dec of vsl with low Freeboard GZ unchanged 5. Beyond Dec vsl with Low freeboard GM Reduced 6. GZ max Decreased 7. < v/s Decreased 8. Range Decreased 9. Area Decreased 20/01/2012

Continuation of GZ curves Increase in the Beam

W/L

1) GM Increased 2) Deck Edge Immersion Decreased 3) GZ=0 Remarks:

W/L

For up to Deck edge of the Vessel with Increase beam GZ Increased

For Beyond the deck edge On the vessel with positive Beam GZ increased

Let G move to g1 then it can be seen that the vessel with the ive Beam will Capsize later

Summary: 1) GM increased 2) Deck edge Decreased 3) At 0 GZ=0 4) For all<GZ increased , other than 0 5) GZ maximum Increased 6) Angle of V/S Increased 7) Range Increased 8) Area Increased Correcting a Angle of Loll

1) GM Negative decreased 2) Angle of deck edge Immersion Decreased 3) GZ is still negative a) GZ is Negative and increased b) GZ is Negative and Decreased

a) GZ Positive Decreased b) GZ Positive Increased

Remarks:

Summary

a) 1. GM Negative decreased 2. Deck Edge Immersion Decreased 3. GZ Negative 4. For < loll GZ negative increased 5. At =loll GZ negative 6. GZ maximum Decreased 7. Range Decreased 8. < V/S Decreased 9. Area Decreased 10.Vessel has combined List /Loll
b) 1. GM positive

2. Deck Edge Immersion Decreased Further Decreased 3. GZ Negative Increased 4. For < loll GZ negative decreased 5. At =loll GZ positive 6. GZ maximum Increased 7. Range Increased 8. < V/S Increased 9. Area Increased 10.Vessel has combined List Only

MG G

W/L

1) GM Negative 2) Deck Edge Equals= 3) GZ=0 1) GM Negative 2) Deck Edge Equals= 3) GZ=0

Remarks:

G G

G B

G B

G B

< Loll a)GZ Negative b)GZ positive Inc

=Loll a)GZ =

>Loll a)GZ= +ive Decreased

b) GZ positive Inc c) GZ positive Inc

GZ GZ GZ

GM

GM

Summary: 1) GM Negative

2) Deck edge = 3) At GZ=0 4) Vessel has <(loll) (GZ=0) 5) GZ maximum Decreased 6) < V/S Decreased 7) Range Decreased 8) Area Decreased 1) GM Positive 2) Deck edge = 3) At GZ=0 4) GZ maximum Increased 6) < V/S Increased 7) Range Increased 8) Area Increased

Question: 1.What is the effect of waves on a vessel GZ curve?

Figure 1 shows a vessel with a wave of approximate length of the ship When WL1 the wave has a crest at the mid ship and WL2 has the waves troughs at the mid ship Figure 2 : shows Cross section through the vessel at a,b and c Figure 3 : Shows a plan view of the vessel with the waterlines 1 and 2 From which it can be seen there is a change in the water plane area as the wave mass moves along the vessel An increase in the water plane area would give a increase to the BM If we assume that the overall Central of Buoyancy KB remains constant Then KM and Hence GM will increase

Grain Regulations

Orals Question (Highly) 1: With the Aid of a suitable diagram describe how compliance with the Current Grain Regulations is determined? Determine from the 1st principals? Solution: Compliance from the 1st principals is as Follows 1:Complete a Draft survey = displacement =KM/KN (from the Hydrostatic tables) 2.Complete a ullage Survey = the Volume of Grain = mass (volume/SF(storage factor) 3.Calculate the mass =Kg =Volumetric Heeling moment 4. Calculate Kg of the Vessel therefore we can find GM>/ 0.3m 5.Calculate the Total Volumetric Heeling moment 6.Calculate the Grain heeling lever at 0 Lambda =The Total Volumetric Heeling Moment (VHM) Storage factor (SF) X Displacement

7.Calculate the Grain heeling lever arm at 40

8.To calculate the Vessel GZ value where GZ=KN-KG sin Plot the vessel GZ curve and the vessels grain Heeling (arm or lever)curve on the same axis as shown following GZ(m)

Grain Heeling arm For Compliance: 1: GM > 0.30m 2. > 12 3. The area bounded by the GZ Curve , the grain heeling arm curve and the lesser of 1.A vertical Line Through (AVLT) 40 2.AVLT the angle of down flooding 3.AVLT the max difference in ordinates , this area should not be less than 0.075mRad

4.Vessel must be Upright prior to departure Note : The Master must be able to prove Compliance from the 1st principals November 2005 SQA Examination/ Question 2: A vessel is to load a cargo of grain (stowage factor 1.57 m3/t) Initial Displacement 6400t.initial KG 6.48m All Five Holds are to be loaded full of grain The T-ween decks are to be loaded as follows: No1 TD Full No2 TD Part full-Ullage 1.25m No3 TD Part Full-Ullage 3.00m No4 TD Full The stability Data Booklet provides the necessary Cargo compartments data for the vessel a) With the aid of the maximum permissible Grain heeling Moment table included in the stability data booklet ,determine if the vessel complies with the minimum criteria specified in the International grain code(IMO) b) Calculate the Ships approximate angle of list in the event of grain shifting as assumed by the international Grain code (IMO)

Solution: =Storage factor: (S.F=1.57)

=VHM: Volumentric heeling Moment Volume 1. 2215 2. 4672 3. 1742 4. 3474 5. 2605 1. 1695 2. 1560 3. 858 4. 1674 TOTAL Mass (V/SF) 6400 1410.82 2975.79 1109.55 2212.73 1659.23 1079.62 993.63 482.80 1066.24 19390.44 Kg 6.48 5.089 4.947 4.940 4.950 8.764 11.256 10.653 10.323 10.567 Moments
(Mass x Kg)

VHM 409.5 1284.9 475.4 910.4 454.9 352.4 1642 3339 604.4 9472.9

4147.2 7179.66 14721.23 5481.17 10953.01 14541.49 12152.20 10585.14 4983.94 11266.95 133336.79

There fore Kg= Moments =133336.70 = 6.88m Mass 19390.44 There Fore Kg=6.8m Vessel Actual Heeling Moments = Total VHM/SF =9472.9/1.57 = 6033.7 tns /m -For a displacement of 19000 and 19500 and for a KG of 6.8 and 6.9 ,the maximum permissible heeling moments is not less than 7157 tns/mts The vessels actual heeling moments 6033.7 tns/mtrs, There fore is meets the requirements as per Table But the Vessel exceeds the Summer load line Displacement of 19006 Tns

From the Hydrostatic table: From the displacement of 19329 tns and 19573 , the KM varies from 8.50 to 8.40 ,meets the vessels KG of 6.87m There fore the Vessel GM is Greater than the required 0.03GM Angle of Lists = Actual Heeling moments Maximum permissible heeling Moments 12

Gathering Inputs from the hydrostatic table and By interpolating the same 19390.45 -19000 = 390.45 19500.00 -19000 500 = 0.78

There fore Kg for 6.8 and 6.9 m 6.8 {(7770-7577) x 0.78}+7577=7727.54 6.9 {(7339-7157) x 0.79}+7157=7298.96
Obtained from initial Kg from the Table

There fore Kg = 6.87 -6.80 6.90-6.80

= 0.7

There Fore Heeling moments

hm={(7298.96-7727.54)x0.7}+7727.54 =7427.52 tns/m Angle of Lists = Actual Heeling moments Maximum permissible heeling Moments 6033.7 x 12 =9.74 7427.52 List=0944

12

November 2008 Question 2 SQA

2. A vessel is to load a cargo of grain (stowage factor 1.65m3/t) Initial Displacement 6200t , initial KG 8.50m All five holds are to be loaded full of grain The Tween decks are to loaded as follows No1 TD ---Full No2 TD ----Empty No3 TD ----Part Full Ullage 1.50m No4 TD ----Full The stability Data Booklet provides the necessary Cargo Compartments data for the vessel Using the KN tables to construct a GZ curve ,determine whether the vessel complies with the minimum Criteria Specified in the international Grain Code (IMO)

Guidance to surveyors for wind age for containers

1.Describe How compliance with the guidelines is determined including how the effect of gusting winds is considered ?

QuickTime and a decompressor are needed to see this picture.

Figure 1. show,s a container vessel ,where C is the Centroid of the wind age area and B is the Center of Buoyancy ,the wind heeling Moment (WHM),applied to the Vessel is given by the

Wind age Area x 48.5 Kg/m2 x c b 1000 Gusts are Taken into account by Multiplying WHM x 1.5 For Compliance to the Guidelines a) Plot the vessels Righting moments () as shown in Figure 2 b) On the Same Axis the wind Heeling moments and Gusted wind heeling moments are shown c) These lines are parallel to the X axis

Figure :2 From Figure 2 is the angle of statical stability and must not be greater than > 0.65 the deck edge Immersion 1 is 15 less 1=-15 For Compliance Area (a) must be less than or equal to the area B<b

Note: Area A Represents the energy Applied to the Vessel, through a combination of gusts and Rolling Area B represents the vessel Ability to absorb energy upto the angle of down flooding 1.What is Syncronised Rolling? Syncronised rolling occurs when the natural roll period of the vessel is the same as the Encounter Frequency of the Wave System 2.What are the dangers Associated with it? The Dangers Associated with the syncronised rolling are as follows 1. Capsize 2. Structural damage 3. Loss of deck cargo 4. Shift of cargo 5. Injury to Personnel 6. Crew discomfort leading to Fatigue 3.Explain how a vessel natural roll period can be Altered so that the vessel can continue on its previous course? The Following measure can be taken so that the vessel can continue on its previous course a) Alter speed , if the waves are from the Beam b) Alter the Vessel natural Roll period c) T =2 K

This is the formula for the vessel Natural roll Period , where K is the Radius of the Gyration and is dependent on he position of the mass relative to the center line ,so that if the mass are moved outboard from the center line Changes in the GM also effect the Roll period GM is dependent on the position of mass relative to the keel So that the morning mass down will increase GM, but Decrease the Roll period

Syncronised Pitching
1.What is Syncronised Pitching When the natural Pitching period is the same as the ncounter Frequency of the wave system 2.What are the damages associated with it? 1) Structural damage 2) Loss of Deck Crago 3) Shift of Cargo 4) Crew Discomfort 5) Other issues include the damages to the plateing from the stern 6) Damage due to caviatation 7) Damage to the main Machinery due to Cyclic loading 8) Damage to the Rudder Plate 3.With the Aid of Suitable Diagrams Explain the Corrections to be applied when converting from tabular free board to assign Freeboard As per load lines? The tabular freeboard is found from the tables of the load line

Rules The 1st correction is to be applied is the Block Co efficient correction (cb) Is the abbreviation If the Vessel (cb) is >0.68 then the Freeboard is increased This is because a high Co-efficient vessel as less reserved Buoyancy as a precaution to its underwater volume Once this correction aa been applied the vessel achives a basic Freeboard The next correction is the Correction for the bow height If required , the freeboard is increased until the minimum Bow height is achived 4.Why is the Maximum Draft forward? To maintain the Minimum bow height as required by the load lines

Sheer Corrections:

The vessel Sheer is compared with that of a standard template as

shown in figure 1,if there is an excess sheer :then the freeboard may be reduced ,this is because the excess sheer provides additional buoyancy and protection to the deck and vice versa Super structure Trunking A correction for superstructure Trunking may be done if the superstructure trunking meets the requirements of the loadline regulations for the reduction in freeboard then the freeboard may be reduced This is because the superstructure Trunking provides additional buoyancy and the protection to the deck This is called the deckline Correction

Figure 1

A correction for the deck age is applied such that the freeboard is reduced to taking into account The difference between the deck age and the actual heights of the deck Deck corrections If C/D <18 The freeboard is increased <this is because the vessel with a great depth will have a reserve buoyancy and there fore sink deeper in the event of Bilging At this point the vessel is given is called assigned Freeboard Ro Ro Ferries 5. Discuss the stability problems associated wit the Design and operations of a convectional Ro Ro vehicle ferry? # Design Considerations: 1. Need for the bow doors compromises water tight integrity of the ship .inner and outer doors fitted 2. Wide open Car deck may result in sever loss of Gm in the event of water on the Deck ,Use of rectrables transverse Bulkheads ,sponsors ,large scuppers to drain the water into heavily Compartmental Bilges 3. Need to operate in shallow waters Requires small draft so limiting KB and reducing stability ,increasing beam increases BM hence increases stability 4. Need for vessel to remain upright during loading requires an

automatic Transverse Ballast system 5. Use of active stabilizers to reduce roll angle and increases roll period Operational Considerations 1.Need to weigh all heavy goods and estimate weights of the passengers vehicles to produce a loading program and estimate the vessels final GM, vehicles Carrying Harzardous Goods are separated from the remainder for the vehicles 2. During the loading Transverse ballast system is used to keep the vessel Upright,this may be automatic or manual 3. Once Vehicles are loaded .HGV are lashed 4. Drafts Marks are read and the ships Displacement found from the Hydrostatic Table ,if there is a substancial difference in the displacement of the Hydrostatic tables and that calculated from the loading plan ,then the additional mass is considered Located on the highest Deck for purpose of calculating the modified GM 5.There must be a system of reporting to ensure that the bow doors are closed prior to sailing 6. The master must be aware of possible Interaction Effects with the other vessels on leaving and entering the harbour 7. The master must be made aware of the possible heel due to the turning at high speed with the possible shift of vehicles