Lecture 03-Ship Initial Stability PDF

SHIP BUOYANCY AND STABILITY
Lecture 03 – Ship initial stability
06/11/2017 Maria Acanfora Ship Buoyancy and Stability 1

Literature
Buoyancy and Stability of a Ship,
J. Matusiak: Laivan kelluvuus ja vakavuus
Finnish text book
A Ship Stability book in English.

Biran A. B., Ship Hydrostatics and Stability, 2003
Shorten version of the Finnish

J. Matusiak: Short Introduction to Ship Theory (Part 1) textbook, in English
Check the library

Rawson, K. J J. Basic Ship Theory Volume 1. 2001
Available on KNOVEL as e-book

BEFORE THIS LECTURE
• Center of Buoyancy curve
• Center of Flotation
• Wedge method
• Small angle assumption
• Metacenter and metacentric radius
Now, you should be able to:

• Describe qualitatively how the center of buoyancy varies, according to
draft change or heeling angle
• Describe the ship inclination axes, defined by the center of flotation
• Use the wedge method results
• Describe the main outcomes of the small angle assumption
• Define the metacenter and its relation with the curve of the center of
buoyancy
Following lecturers
• Introduction
• Ship equilibrium and introduction to
hydrostatics
• Ship initial Stability
 Metacentric height GM
 Longitudinal metacentric height GML
• The stability curve (GZ curve)
• Preparation for the laboratory test
• Dynamic stability
• Second generation of intact stability criteria
• Ship Damage Stability
• Stability special topics

Stability of the equilibrium
Stability (in general): The property, quality, or characteristic of a
body, which cause it, when its equilibrium is disturbed, to develop
forces or moments acting to restore its original condition
HOW DO WE ASSESS THE STABILITY OF A SHIP?

Definitions of Ship Stability
Different approaches in investigating ship stability for different conditions
INITIAL STABILITY (small angles): It represents the mechanical stability of

the equilibrium to small perturbations. It is based on the Euler theorem
thesis and assessed by analyzing the metacentric high;

Definitions of Ship Stability
Different approaches in investigating ship stability for different conditions
STABILITY AT FINITE ANGLES : It represents the tendency of a ship to return to the initial
equilibrium condition after a significant perturbation, and not capsize. It is a way to
assess the stability of the ship subjected to external actions. The small angles
assumptions are not valid anymore. It is asses by analyzing the GZ curves (righting arm).
FINITE/LARGE ANGLES
Static stability taking into account constant external moments.
Dynamic stability (defined by the area under GZ curve) taking into account
dynamic moments
Ship stability
Mulk + Mst = 0
Mst =   GZ =   h
=   B0 N sin 
Mst

Ship stability-in general
• Ship is stable, to small or large external actions, if the moment
arising Mst is of restoring type.
• Restoring means the moment works to bring the ship in the
initial condition, against the external moment.
• The lever of this moment is the distance between the weight
line and the buoyancy line.
• It varies according to the angle of inclination , i.e. at each
equilibrium floating position related to the heel angle .
Z

G 16°
20°
4°
B20
B16
B0 B4
K
CENTER of BUOYANCY curve

GZ curve

SHIP INITIAL STABILITY:
 SMALL PERTURBATION
 SMALL ANGLES

Initial Stability of a 6DoF Body
• DEFINITION: A generic body with 6 degree of freedom is stable
in any direction if those conditions are satisfied:
Fx Fy Fz M x M y M z
 0,  0,  0,  0,  0, 0
x x0 y y0
z z0  0
 0
  0
• Example with curvilinear abscissa
The system is stable

Fs
0
s s0
s0 s0
In the stability calculation the external actions causing the

perturbations do not figure.
VERTICAL STABILITY OF A SHIP
Fx Fy Fz M x M y M z

 0,  0,  0,  0,  0,
x x0 y y0
z z0  0
 0
 

Ship stability in the vertical direction
z z, z' z, z'
W
W + W W
G T T
G y' G y'
B y
T B' B'
K T y T y
K K

a) b)    c)     W
• a: ship in equilibrium under weight and buoyancy force

• b: ship perturbed with a weight increment W that leads to a draft
increment, in order to generate an increment of buoyancy equal to the
weight increment: T = W W    =  g A T F =  W z
 g AW
Cylindrical
zones assumption!
Increasing the draft, means z =  T
When the perturbation W is removed, the restoring force Fz=  , acting in the
opposite direction of the perturbation, will bring the ship in the initial position
Fz
=   g AW < 0
Stable system z
Ship stability in the vertical direction
z z, z' z, z'
W
W + W W
G T T
G y' G y'
B y
T B' B'
K T y T y
K K

a) b)    c)     W
Fz • Regarding the vertical stability, only the floating body are
=   g AW < 0
z affected by this phenomenon, that makes them vertically
stable.
• The submerged body (like submarine of airship) will not
experience the same phenomenon; their are characterized
by neutral vertical stability.
Cylindrical zones assumption :T << T.
If T is small enought it possible to consider the hull portion in T cylindrical, that
means the waterplan area is constant in T and so with z.
z
T + T T = 1
T   g AW
dz
T
z
d  
TRANSVERSAL STABILITY OF A SHIP
Fx Fy Fz M x M y M z
 0,  0,  0,  0,  0, 0
x x0 y y0
z z0  0
 0
 
0

Euler Theorem
The intersection of two very close floating planes is also very close to their
centers. That means that the axis of inclination is baricentral for both the
waterplanes.
• F is the geometrical center

of the initial waterplane
• F belongs to the axis of
inclination x: this axis is a
central axis of inertia or
baricetral.
• After a small inclination, the center the new waterplane is very
close to F
• They are considered to be the same
• The x axis is baricentral also for the new waterplane
Euler Theorem applied to ship
• A ship that inclines of small angles, rotates around a constant

central axis and the immersed volume remains constant!!!
K Y

Introduction to ship initial transversal stability
• In figure (a) the ship is in

equilibrium.
• Let’s incline the ship of an
angle , perturbating the
equilibrium position (figure b);
• Let’s assume a small heeling
angle and the ”IsoHull”
K K ipothesys
- For the Isohull assumption, the buoyancy remains the same of the initial
floating position;
- For the small angle assumptions, the center of buoyancy of the perturbated
positions belongs to the YZ plane
- for small heeling angles, the respective centers of buoyancy belong to a circular
arc with center in M≡M0≡M and BM=B0M0=B M radius.
- We define Metacenter M the intersection point between the perturbated
buoyancy line with the Z axis;
- The ship will react to the perturbation, with a moment around the X axis, Mx
dφ
• Mx will be equal to the product of the
displacement and the distance between
the weight and the buoyancy line;
• According to the figure, the moment

dMx is opposite to dφ
dM x  GMsin
𝒅𝑴𝒙 Where: sinφ≅dφ
𝑑𝑀𝑥
= −Δ𝐺𝑀 < 0
𝑑ϕ
dφ
dφ
If the Metacenter is above the center of gravity: GM>0
the moment Mx arising is of stability for the system, as
it tends to keep the ship into the initial equilibrium
position; (upper and left figure)
If the Metacenter is under the center of gravity: GM<0

the system is unstable, as the moment Mx will incline
𝒅𝑴𝒙 𝒅𝑴𝒙 further the ship; (right figure)
Mx is called restoring moment because after a perturbation it tends to
restore the ship in her initial position
M x  GMsin  (r  a )sin
Small angle assumption

sinφ≅dφ
GM is called ”Metacentric height”
GM  KM  KG KM  BM  KB GM  BM  BG
BM is called ”Metacentric radius”. In nomenclature it can be also found as: r
is the heigth of the center of gravity above the initial center of buoyancy;
BG
in nomenclature it can be also found as: a
Ship initial stability
h = KM sin   KG sin  =
B0M sin   B0G sin  = GM sin 
•The first term is called shape lever

• The second one, dependent upon the vertical position of the centre of
gravity (VCG or KG), is called weight lever.
•Higher shape lever, meaning higher position of metacenter, increases
stability of the ship.
•Higher position of VCG has a detrimental effect on stability.
•If VCG is raised above the metacenter M, ship gets unstable.
Rocking chair representation
Let’s compare the curve of the center of
buoyancy to the legs of a rocking chair.
let’s think to roll on it
Broader leg
Narrow leg
•D is the maximum angle for the stability i.e. the angle at which G and B have the same
height; heeling angle over this value lead to instability. The narrow ship reach this
condition before the broader ship
•The narrow ship has a Metacenter lower that the broader ship.
•At the same angle of inclination, the broader ship will have higher restoring moment
Metacentric radius
M x  GMsin
GM  BM  BG
I xx
r  BM 

The x axis is a symmetry axis for the waterplane; it is a central (or baricentral) axis of inertia
L
2
I xx  2  y dA   y 3 ( x)dx
2
Aw
30
The ”Metacentric radius” depends on the shape of ship. In particular it
depends on the immersed volume and on the distribution of the half-
bread y along the ship length.

Metacentric radius
L
I xx
 zd  vcb( x) A( x)dx r  BM 
VCB  KB  
 0 
 
Ixx

Metacentric radius: summary
 Initial stability: we are studying the stability of the equilibrium
condition for the ship for small angles;
 Small angle assumptions leads to the following consideration:
• The ship heels around the X axis that remains the same;
• The curve of the center of buoyancy for small heeling angles
belong to the YZ plane.
• The curve of the center of buoyancy for small heeling
angles belong to a circular arc with center in the metacenter
M, and radius r=BM=Ixx/∆.
• The moment arising from the perturbated system is
Mx= -∆ GMsin
• The system is stable if GM>0, that means the Metacenter
above the center of Gravity.
Submarine transversal stability
alusta kallistava ulkoinen momentti
a) vakaa b) epävakaa
 
G
B B
G
z' B z' G
zG zB
W
W
voimapari tasapainottaa alusta voimapari kallistaa alusta lisää
• Full submerged body does not modify the immersed volume; the center of buoyancy is the
center of volume of the whole body.
• Heeling the body the center of buoyancy remains constantly in its initial position
• Metacenter and center of buoyancy for a full immersed body are the same point. In order to
assess the static stability, the metacenter has to be over the center of gravity, i.e. zG < zB

LONGITUDINAL STABILITY OF A SHIP
Fy Fz M x M y M z
 0,  0,  0,  0, 0
y y0
z z0  0
 0
  0

Variation of the center of buoyancy with the trim
Let’s assume fixed volume and fixed heel: z
∇=∇0
φ=0 The curve of the center of buoyancy
Let’s incline the ship ML
is a curve that belongs only to the
B=B(∇, φ, θ)=B(∇0, 0, θ) θ ϵ [0°, θ*] vertical plane XZ, and can be well
approximated with a circumference:
Ship usually does not experience
great trim angles
WL
v2 F
WL0 B0 v1
B 
K x
*
Where is the inclination axis?
Initial Longitudinal Stability
 The same concept seen for the transversal initial stability can
be extended to the longitudinal problem.
 Small angle assumptions is made on the trim angle :
• The ship heels around the transversal axis that remains the same;
• The center of buoyancy curve for small heeling angles belong to
the XZ plane.
• The center of buoyancy curve for small heeling angles belong to
a circular arc with center in the longitudinal metacenter ML, and
radius R=BML=Iy’/∆ (please note y´ i.e the central axis!!!)
• The moment arising from the perturbated system is
My= -∆GMLsin 
• The system is stable if GML>0, that means the Longitudinal
Metacenter above the center of Gravity.
Longitudinal Stability
• Trim angles of ship are usually so small that the initial
stability approach is sufficient.
• For example, if the trim angles for a 100 m long ship is 1deg
forward and aft drafts difference, i.e. trim in length or trim, is
ΔT = 1.75 m.
• For trim angles 5° trim should be ΔT = 8.75 m
• This amount of trim is far from normal conditions
• As for the initial transverse stability, the initial longitudinal
stability assumes the center of buoyancy moving
longitudinally on a circular arc.
• That means that in longitudinal inclination, the effective
metacenter remains very close to the initial one.
𝐵𝜃 𝑀𝜃 ≅ 𝐵0 𝑀𝐿
Longitudinal metacentric height GML
• Longitudinal metacentric radius
IL
BML =

• Longitudinal stability moment that

is opposite to the external moment
MstL =   BN  BG sin  -≈   B0 ML  B0 G sin 

=   GML sin  .

Metacentric radius approximate definition: box like shape
I 𝐵3 𝐿 1 1 B2
X
B0 M 0  T 𝐵0 𝑀0 = =
y(x’) y(x”)  12 𝐿𝐵𝑇 12 𝑇
IL 𝐿3 𝐵 1 1 L2
Y
B0 M L  𝐵0 𝑀𝐿 = =
 12 𝐿𝐵𝑇 12 𝑇
For a conventional ship ∇=CBLBT and IL and IT depends on y(x)
Where CB is the block coefficient
B2
B0M0 = f CB,y(x)
T
The function f(CB,y(x)) for a barge i.e. a hull of box like shape assumes the
value of: f(1,B/2) = 1/12.
Metacenter comparison
2
B0ML L
=
B 0ML = f' CB,y(x) L
T
2
z B0M0 B
ML
ML
The longitudinal initial
2
B 0M0 = f CB,y(x) B metacenter radius is definitely
T greater than the transversal one.
Longitudinal stability is greater
than the transversal stability for
a conventional ship.
WL
F
v2
WL0 B0 v1
B 
K x

GML
• Generally in intact case, the longitudinal metacentric
height is always positive, and thus the ship is
longitudinally stable.
• BML is generally very high: (L/B)2 times bigger than BM
• Only for the very high-speed boats and semi-

submersibles, longitudinal stability may represent a
problem.
• Therefore, for conventional displacement vessels the
longitudinal stability analysis is limited to the ship trim,
regarding the shift of a mass in x-direction.

Trim definition
ML z
x2 Mulk x1
eL
m 2 W 1 m
mg mgcos  G
TA WL0
T' ATrim F B B0

TF 
K T' F x WL
LA  LF

L
Ship trim can be defined by means of:

• Trim lenght: (difference of the aft and forward draft) t = T' A  T' F = TF + TA
• Trim angle: (the tangent of the angle between the trim lenght and
m g eship T T m g eL T T
tan  = the L
= F = tanA == t
lenght. = F = A = t
LF LA L LF LA L
 B0 ML  B0 G  B0 ML  B0 G

Shift of a mass in longitudinal direction
ML z
x2 Mulk x1
eL
m 2 W 1 m
mg mgcos  G
TA WL0
T' ATrim F B B0

TF 
K T' F x WL
LA  LF

L
m g eL cos  =  GML sin  T' F = TF  TF, T' A = TA + TA t = T' A  T' F = TF + TA
• Note that when ship immerses is plus (+) TA/F while is negative when
emerges (–) TA/F.
• The tangent of the trim angle is given by the following formula:
m g eL TF TA
tan  = = = = t
LF LA L
 B0 ML  B0 G
Moment to trim one meter
• The moment required to trim the ship by 1 meter is called i.e. moment to trim one
meter).
• The trim angle ', due to MTM will depend on the length of the ship L, recalling the
tangent formula tan ' = 1 [m]/L[m].
• The unitary moment is given by:  B0 ML  B0 G  GML
MTM = m g eL 1 m = =
L L
• Being B0ML very huge compared to GB0, then is possible to approximate the
longitudinal metacentric height with the metacentric radius: GML ≈- BML
BML = IL/ MTM   g IL Nmm

L
• The moment to trim one meter depends only on ship shape and dimensions;
anyway this moment varies with the ship draft.
• Using this moment it is possible to evaluate with approximate formula, the draft
variation due to weight shifting longitudinally
∆𝐺𝑀 𝐿 = 𝑀𝑇𝑀 𝐿

Trim caused by loading and
un-loading a ship
. T' = T F + T  TF
F
T'A = TA + T + TA
• When loading and un-loading

a ship we are interested in
the distance xm from the
center of floatation xF in
order to evaluate the arm for
the longitudinal inclining
moment:
• Mulk = -eL m g cos 
where
• eL = xm - xF
xF in this case represent the

“indifferent or neutral point”,
meaning that if we load a
weigth in xF the ship won’t
change her trim.
Exercise
• T=5.91m Initial draft, even-keel
• Awl=4400 m2 waterplane area
• g=1.025 tons/m3 sea water
• Q=1000 tons added weight
• LA=83.761 m (center of floatation longitudinal
coordinate from AP)
• LG=87.426 m (center of gravity longitudinal

coordinate from AP)
• LB=87.426 m (center of buoyancy longitudinal

coordinate from AP)
• ZG=10.000 m (center of gravity vertical coordinate

from BL)
• ZB=3.352 m (center of buoyancy vertical coordinate

DRAFT VARIATION? T=…. from BL)
WEIGHT LONGITUDINAL COORDINATE, TO REMAIN EVEN-KEEL? LQ=…..

Introduction to stability at large angles
Transversal stability

Ship stability at large (or finite) angles Mulk
• It is usually that a ship experiences

heeling angles over than 100. Mf
• In that case the initial stability WL0 W M0

Nf
approach does not work properly,
as the centers of buoyancy do not f
belong to a circular arc anymore. G h Z
• Ship under wind and wave external WLf
loads will have high heeling angle B0
Bf
, for which the initial stability
approach is no more valid. K
D
The centers of buoyancy move on a curve that is not circular and do not belong
to the YZ plan. The shape of this curve depends on the hull shape.
From the equilibrium of the momentum of the forces W- , let’s evaluate the
righting moment arising at high or finite angle.
Mulk + Mst = 0
Transverse stability at large heel angles
Mst =   GZ =   h =   GN sin 
=   B0 N sin   B0G sin  .
• Prometacenter or
false metacenter
lim N  M 0
 0
• The B-curve is not any more a circular arc.

• Neither metacenter remains at the same position.
• For a normal ship forms (vertical sides), large inclination is followed by a
shift of metacenter ship’s plane off the symmetry plane and upwards.
• Only ships with circular sides will continue to have the B-curve as a precise
circular arc

Metacenter evolute I
B0M0 = T
• We defined the metacentric radius B0M0 for the 
initial equilibrium condition with no trim and no
heel as the radius of the circumference, with M'
center in M0, on which laid the center of M 
buoyancy for small heeling angle.
M0 g2
• For finite heeling angles, the center of buoyancy
usually do not belong to the YZ plan and do not F 
WL0
laid on the circumference of the metacentric
method.
• Is possible to evaluate for each heeled condition WL g1
the relative metacenter (on the actual buoyancy B'
line, not the z axix) and metacentric radius. B0 B
WL'
• Let’s define metacentric evolute the locus of the
metacenters at different heeling angles.
• Evolute in geometry is defined as the locus of
the centers of curvature of another curve. 
For the metacenter evolute properties, the tangent to this curve in a generic point
M is the buoyancy direction. On this direction the quantity BM define the current
center of buoyancy B.
The intersection of the buoyancy direction with the vertical axis, for large angles
identifies the false prometacenter N 
Only for small angle prometacenter N  and metacenter M coincides with the initial
metacenter M0
46
SUMMARY
• Ship initial stability
• Small angle assumptions
• Metacentric height
• Transversal stability VS Longitudinal stability
Now, you should be able to:

• Define the concept of ship stability and how to use it
• Define the metecentric height and why the metacenter has to be above
the center of gravity
• Describe the metacenter evolute
• Motivate why generally transversal stability is more important than the
longitudinal one.
• Calculate how the trim changes by moving/loading weights longitudinally

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SHIP BUOYANCY AND STABILITY

Lecture 03 – Ship initial stability

06/11/2017 Maria Acanfora Ship Buoyancy and Stability 1

A Ship Stability book in English.

Shorten version of the Finnish

Check the library

06/11/2017 Maria Acanfora Ship Buoyancy and Stability 2

Now, you should be able to:

• Second generation of intact stability criteria

• Ship Damage Stability

• Stability special topics

HOW DO WE ASSESS THE STABILITY OF A SHIP?

INITIAL STABILITY (small angles): It represents the mechanical stability of

06/11/2017 Maria Acanfora Ship Buoyancy and Stability 6

06/11/2017 Maria Acanfora Ship Buoyancy and Stability 8

06/11/2017 Maria Acanfora Ship Buoyancy and Stability 10

06/11/2017 Maria Acanfora Ship Buoyancy and Stability 11

06/11/2017 Maria Acanfora Ship Buoyancy and Stability 12

• Example with curvilinear abscissa

The system is stable

In the stability calculation the external actions causing the

Fx Fy Fz M x M y M z

06/11/2017 Maria Acanfora Ship Buoyancy and Stability 14

• a: ship in equilibrium under weight and buoyancy force

06/11/2017 Maria Acanfora Ship Buoyancy and Stability 17

• F is the geometrical center

• A ship that inclines of small angles, rotates around a constant

06/11/2017 Maria Acanfora Ship Buoyancy and Stability 19

• In figure (a) the ship is in

• According to the figure, the moment

If the Metacenter is under the center of gravity: GM<0

Small angle assumption

GM is called ”Metacentric height”

•The first term is called shape lever

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• Longitudinal stability moment that

MstL =   BN  BG sin  -≈   B0 ML  B0 G sin 

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• BML is generally very high: (L/B)2 times bigger than BM

• Only for the very high-speed boats and semi-

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Ship trim can be defined by means of:

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BML = IL/ MTM   g IL Nmm

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• When loading and un-loading

xF in this case represent the

• LG=87.426 m (center of gravity longitudinal

• LB=87.426 m (center of buoyancy longitudinal

• ZG=10.000 m (center of gravity vertical coordinate

• ZB=3.352 m (center of buoyancy vertical coordinate

WEIGHT LONGITUDINAL COORDINATE, TO REMAIN EVEN-KEEL? LQ=…..

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• It is usually that a ship experiences

• In that case the initial stability WL0 W M0

• The B-curve is not any more a circular arc.

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Now, you should be able to:

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