RESEARCH

PAPER
SEAM 2 – Stability, Trim and Stress 1

SUBMITTED BY:
NAME VILLARE, ALJON V.

COURSE BS MARINE
TRANSPORTATION

SECTION 1B13

S/Y 2021-2022

SUBMITTED TO:
C/M. MARIANO MARCO

INSTRUCTOR

PRELIM Week 1-4

MIDTERM Week 5-8

SEMI-FINAL Week 9-12

FINAL Week 13-16

 PHILOSOPHY
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development for
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citizenship.
 VISION
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Premier institution
for professional
leaders in
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education and
training
 MISSION
Committed to
develop holistic,
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disciplined
maritime business
professionals
toward the
improvement of
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CORE VALUES
• Competence
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Responsibility
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SEAM 2 (Stability,Trim & Stress 1)
RESEARCH WORK WK 9-12

MIDN. ALJON V. VILLARE BSMT 1B13

 Week 13
Topic No. 11: Displacement of the Vessel
Overview (8 hrs.)
LO1.11: force and moment acting on a floating ship

DISPLACEMENT

The displacement or displacement tonnage of a ship is its weight. As the

term indicates, it is measured indirectly, using Archimedes' principle, by first
calculating the volume of water displaced by the ship, then converting that
value into weight

For a vessel to float freely in water, the weight of the vessel must be
equal to the weight of the volume of water it displaces. Displacement
is the volume of water the vessel displaces.
DRAUGHT

Draught is measured vertically from the underside of the keel to the waterline
and refers to the depth of water required for a vessel to float freely.

FREEBOARD

Distance from the waterline to the freeboard deck of a fully loaded ship; it is
measured amidships at the side of the hull.

The light ship weight is the actual weight of a vessel when complete and
ready for service but empty.
DEADWEIGHT

The actual amount of weight in tonnes that a vessel can carry when loaded
to the maximum allowed draught is known as deadweight (includes fuel,
fresh water, gear supplies, catch and crew).

DISPLACEMENT MASS

Displacement mass is the total weight of the vessel, i.e.:

Lightship weight + deadweight = displacement mass.

LIST

When a vessel is tilted by forces within the

vessel, such as weight movement, it is said to
be listed.

The vessel's stability is harmed by a list.

When raising the displacement mass to

correct a list, the additional weight should be
positioned as low as practicable in the vessel.
HEEL

When a vessel is angled by an external force, such as waves or the wind, it

is said to be heeled.

LOLL

The word "loll" refers to a vessel that is unsteady when standing upright and
floats at an inclination to one side or the other. If this state is changed by an
external force, such as a wave or wind, the vessel will float at the same angle
to the other side. Loll differs from list and heel in that it is caused by distinct
factors and requires different treatments. As a result, fishers must be able to
differentiate between these phrases.
GRAVITY

"Everything that goes up must come down."

Toss the ball into the air. In response to the earth's movement, it quickly
descends gravitational attraction

CENTER OF GRAVITY

The center of gravity (G) is the

point at which the entire system
is balanced.
A body's weight is said to act
vertically downwards.

The weight distribution within

determines the center of gravity.
The position of the center of
gravity (G) is measured vertically
from a reference point, usually
the keel of the vessel, to
determine the vessel and its
position (K). This distance is
referred to as KG.
BUOYANCY

If you push a ball underwater, it will bob up quickly. This is known as

buoyancy. A vessel's buoyancy is equal to its displacement mass when it
floats freely.

CENTER OF BUOYANCY

The center of buoyancy (B) is the point through which the force of buoyancy
is considered to act vertically upwards. It is located at the geometric center
of the underwater section of the vessel.
 When the shape of the hull of a vessel is known, the designer, often
a naval architect, can calculate the center of buoyancy (B) for the
various combinations of displacement, trim, and heel.
 Week 14
Topic No. 12: Force and Moment Acting on a
Floating Ship's Volume and Weight
of Displacement and Reserve Bouyancy
Overview (8 hrs.)
LO1.12: volume and weight of displacement and reserve buoyancy of a box
and ship shaped vessel

Weight and Buoyancy

Hydrostatic Forces

Two forces act on a ship floating at rest in calm water: weight and buoyancy.
The downward force on the ship is called weight. The entire weight force (W)
operates on the ship as though it were concentrated at the center of gravity
or balancing point (G). The upward force of all the hydrostatic pressures on
the hull is known as buoyancy. The horizontal components of water
pressures on unit areas of the ship's sides and bottom, as depth increases,
act in opposite directions and cancel each other out. The weight of the water
displaced by the underwater hull volume is equal to the vertical components
of the water pressures on unit areas, which combine to generate an upward
force (B).

Calculation of ship weight and buoyancy volume

The ship's weight is estimated at an early stage of the design as the sum of
the weights of the cargo, hull, fittings, equipment, propelling and auxiliary
machinery, piping systems, electrical and electronic gear, fuel, water,
consumable stores, passengers, and crew, plus a few percent for under-
estimated weights. The weights are then estimated more precisely or
obtained from actual weights of identical things at a later stage. In many
circumstances, weight estimations are regularly changed as the design
progresses to avoid an eventual overweight that would negatively impact the
ship's performance.

The undersea volume of the ship under design must be sufficient not only to
displace a weight of water sufficient to maintain the entire ship, but also to
be disposed in length, breadth, and height, as well as shaped in every
component, to meet all other operational and naval architectural
requirements. The ship must float level and upright at the intended waterline
when completed and fully loaded (typically indicated by a Plimsoll line).

The naval architect keeps track of the estimated weights and calculated
buoyancy volumes, as well as the products of these weights and volumes
times the horizontal fore-and-aft distances or "moment arms" of each from
the transverse vertical reference plane at mid-length, as the underwater and
above-water portions of the hull are fashioned. The longitudinal weight and
buoyancy moments are the names for these items.

To carry out these operations systematically, the underwater hull is divided

into segments by imaginary transverse planes called stations. There may be
10 such segments for a boat, 40 or more for a large ship. The volume of each
segment is computed together with the position of the centre of volume for
each. The forward and after moments of volume are then computed in the
same way as for the fore-and-aft moments of weight. A summation of the
individual segment volumes gives the total underwater hull volume. The fore-
and-aft positions of the centres of gravity of the individual weight groups are
then estimated.

Separate sums are kept of the moments of these groups forward of and
behind the mid-length. Dividing the total underwater hull volume by the
volume per unit weight of the fresh, brackish, or salt water in which the ship
is to run gives the weight of water displaced. This must equal the total weight
if the ship is to float at the designed waterline. The net weight moment,
forward of or abaft mid-length, is divided by the total weight to give the
distance at which the centre of gravity (G) lies forward of or abaft the mid-
length. The same operation for the volume moments gives the fore-and-aft
position of the centre of buoyancy (B).

For the ship to float at the level attitude or zero trim desired, G and B must
lie in the same vertical transverse plane. If their calculated positions are
different, and the size, proportions, and shape of the underwater hull are
satisfactory, it is customary to shift the weights within the hull until the desired
trim is attained.
In reality, a record of vertical moments above the keel (K) or the base plane
is kept alongside the record of estimated weights and fore-and-aft moments.
It is possible to calculate G's position above K using this information. At the
same time, a record of vertical moments of buoyancy is being kept. When
these are added together and divided by the volume, the position of B over
the keel is determined. Both the KG and KB distances are needed to
calculate metacentric stability.

If the actual weights and volumes, or their centers, do not match the
projected values when the ship is built (some equipment may have been
added during the construction phase), the ship floats at a different waterline
than the operator and designer intended. This difference is normally
insignificant for a surface ship. For a submarine, however, W and B must be
exactly equal. It's also crucial to make sure the G and B centers are in the
same transverse plane while submerged, so the craft floats level when
stopped underwater.

The weights and weight moments of a submarine are estimated and

calculated in the same way that they are for a surface ship, but there are two
separate volumes to calculate: one for the surface condition, with the main-
ballast tanks empty, and one for the submerged condition, involving primarily
the volume of the pressure proof hull. The water-excluding volumes of all
external pieces must be added to the volume of the latter. The outer hull
structure, shafting, propellers, rudders, and diving planes, anchors and
chains, masts and periscopes, and the vast array of external objects are only
a few examples. One ton of buoyant force is gained for every seven tons of
solid steel in this category.
 Week 15
Topic No. 13: Ships' Center of Gravity
Overview (8 hrs.)
.
LO1.13: movement of Center of gravity when adding, removing, shifting or
suspending weight

Ship Stability – Movement of the Centre of Gravity

Centre of gravity

The centre of gravity of a body is the point at which the entire weight of the
body may be considered as concentrated such that, if supported at that point,
the body would remain in equilibrium. A simple example of the centre of
gravity is the middle of a seesaw. Knowing where the centre of gravity (G) of
a ship is located is very important because of its effect on the ship's stability.

The centre of gravity is measured from the keel of the ship. You will often be
required to find the new position of 'G' when cargo is moved. The distance
from the centre of gravity (G) to the keel (K) is denoted by KG. If
G1 represents the new centre of gravity then GG1 denotes the shift in position
of the centre of gravity and KG1 represents the distance between the new
centre of gravity and the keel. Also if 'g' represents the centre of gravity of
cargo loaded, discharged or shifted, then 'Kg' represents the distance from
the cargo to the keel.
Consider a rectangular plank as shown. The effects of adding or removing
weights would be as shown:

Now cut the length of plank of mass ‘w’ kg whose CG is ‘d’ mtrs away from
CG of the plank.
Note that a resultant moment of ‘w x d’ kg m has been created in an anti-
clockwise direction about ‘G’.

The CG of the new plank shifts from ‘G’ to ‘G1’.

The new mass (W-w) kg now creates a tilting moment of (W-w) x GG1
about G.

Since both are referring to the same moment,

(W-w) x GG1 = w x d

GG1 = (w x d)/(W-w)

CONCLUSION: When a weight is removed from a body, the CG shifts

directly away from the CG of the mass removed, and the distance it moves
is given by:

GG1 = (w x d)/Final mass metres

Where, GG1 is the shift of CG

w is the mass removed

d is the distance between the CG of the mass removed and the CG

of the body.

Effect of adding or loading mass

Equating the tilting moments created due to the added weight, which must
again be equal:

(W + w) x GG1 = w x d
 GG1 = (w x d)/(W + w)

GG1 = (w x d)/ (Final mass) metres

Application to ships

DISCHARGING WEIGHTS:

GG1 = (w x d) / (Final displacement) metres

LOADING WEIGHTS

GG1 = (w x d) / (Final displacement) metres

Shifting Weights

GG2 = (w x d) / (Displacement) metres

Vertical Weight Shifts

No matter where onboard, shifting weight vertically causes the ship's center
of gravity to move in the same direction as the weight change.
To calculate the height of the ship’s center of gravity after a vertical weight
shift, the following equation is used:

KG1 = ((W0 x KG0) +/- (w x kg)) / ΔF

KGO = The original height of the ship’s center of gravity (M)

Δo = The ship’s displacement prior to shifting weight (MT)

w = The amount of weight shifted (MT)

kg = The vertical distance the weight was shifted (M)

ΔF = The ship’s displacement after shifting the weight (MT)

(+) When the weight is shifted up use (+)

(-) When the weight is shifted down use (-)

Example Problem:

10 MT of cargo is shifted up 3 M. ΔO is 3500 MT and KGo is 6 M. What is

the new height of the ship’s center of gravity (KG1)?

KG1 = ((Δo x KGo) +/- (w x kg)) / ΔF

KG1 = ((3500 x 6) + (10 x 3)) / 3500

KG1 = 6.009 M

Vertical Weight Additions/Removals

The vertical shift in the center of gravity is calculated using the same
equation when weight is added or removed from a ship.
KGO = The original height of the ship’s center of gravity (M)

ΔO = Ship’s displacement prior to adding/removing weight (MT)

w = The amount of weight added or removed (MT)

kg = The height of the center of gravity of the added/removed weight above

the keel (M)

ΔF = The ship’s displacement after adding/removing the weight

(+) When the weight is added use (+)

(-) When the weight is removed use (-)

Example Problem:

A 30 MT crate is added 10 M above the keel. Δo is 3500 MT and KG0 is 6

M. What is the new height of the ship’s center of gravity (KG1)?
KG1 = ((Δo x KGo) +/- (w x kg)) / ΔF

KG1 = ((3500 x 6) + (30 x 10)) / 3530

KG1 = 6.034 M

Horizontal Weight Shifts

Shifting weight horizontally, no matter where onboard it is, will always cause
the ship’s center of gravity to move in the same direction as the weight shift.

NOTE: A weight shift causing the ship’s center of gravity to move off
centerline will always reduce the stability of the ship.

To calculate the horizontal movement of the ship’s center of gravity, the

following equation is used:

GG2 = (w x d) / ΔF

w = The amount of weight shifted (MT)

d = The horizontal distance the weight is shifted (M)
ΔF = The ship’s displacement after the weight is shifted (MT)

Example Problem

A 50 MT weight is shifted 10 M to starboard. ΔO is 32000 MT.

What is the change in the center of gravity (GG2)?

GG2 = (w x d) / ΔF

GG2 = (50 x 10) / 32000

GG2 = 0.01562 M

Horizontal Weight Additions/Removals

When an off-center weight is added or removed to/from a ship, the ship’s

center of gravity will move off centerline, the ship will develop a list.

To calculate the horizontal movement of the ship’s center of gravity after

adding/removing an off-center weight, the same equation is used:

GG2 = (w x d) / ΔF

w = The amount of weight added/removed (MT)

d = The distance from the center of gravity of the weight to the ship’s centerline
(M)

ΔF = the ship’s displacement after the weight is shifted (MT)

Example Problem:

50 MT of cargo is loaded onto the Tween deck, 10 M from centerline. ΔO is

48000 MT. What is the change in the center of gravity (GG2)?

GG2 = (w x d) / ΔF

GG2 = (50 x 10) / 48000

GG2 = 0.0104 M

Effect of suspended weights

The CG of a body is the point through which the force of gravity may be
considered to act vertically downwards.

For a suspended weight, whether the vessel is upright or inclined, the point
through which the force a gravity may be considered to act vertically
downwards is g1, the POINT OF SUSPENSION.
Conclusions

The CG of a body will move directly TOWARDS the CG of any weight

ADDED.

The CG of a body will move directly AWAY from the CG of any weight
DISCHARGED.

The CG of a body will move PARALLEL to the shift of the CG of any weight
MOVED within the body.

The shift of the CG of the body in each case is given by the following formula:

GG1 = w x d / W metres

where w = weight added, removed or shifted.

W = final mass of the body

d = distance between the CG if weight added or removed, or the

distance by which the weight is shifted. When a weight is SUSPENDED, its
CG is considered to be at the POINT OF SUSPENSION.
 Week 16
Topic No. 14: Trim Correction
(8 hrs.)
.
LO1.13: Draughts of the ship using trim correction tables when adding,
removing, shifting, or suspending weight.

How to use a ship’s hydrostatics to calculate its draft and trim

Introduction

The hydrostatics, or hydrostats, of a ship is an often used term in maritime

jargon that refers to the properties of the ship when it is afloat. What are
these characteristics? What factors go into determining these, and how can
we read and comprehend them? Understanding hydrostatics is beneficial in
a variety of ways.

 Knowing hydrostatics allows us to determine a ship's floating draft,

trim, and many other hydrostatic factors without having to physically
measure them.

 The hydrostatics can be used to make a preliminary assessment of the

ship's stability.

With the weight and placement of the loads, the draft and trim of a vessel
changes as it is loaded. Cargo, passengers, fuel, ballast, and other loads
vary throughout the route of the vessel.

How can I know what draft and trim the vessel is at if I fill the tanks with a
certain percent age filled, add cargo to the holds, and ballast the vessel to
a specific arrangement? Of course, physically measuring the sketches
every time is not feasible. The simplest method is to use the hydrostatics
table. We'll go over what hydrostatics are and how to use them to calculate
a vessel's draft and trim in this article.
Hydrostatic Properties – Draft

What are some of the most important hydrostatic qualities to consider?

The 'draft' of a ship refers to the water level at which it is afloat. Also, if we
load the vessel so that the weight of the front section is greater than the
weight of the aft part (e.g., loading the forward holds more), the forward part
of the vessel will sink more than the aft, resulting in a higher water level
(draft) in the forward. The difference in drafts in the forward and aft ends of
the vessel is used to calculate the 'trim' of the vessel.

Let’s start with a simple exercise of finding out the draft and trim.

Step 1 – Finding out the Weight and Center of Gravity (CoG) – We begin
with the weights on the ship, and the center of gravity of the weights.
Following are the weights we need to account for:

Self-weight of the ship excluding all fillings in tanks – this is called the
lightweight of the ship. This is obtained from the inclining experiment of the
ship which is a one-time exercise to yield the weight and center of gravity of
the self-weight of the ship

Weights in tanks – fuel, cargo, bilge, ballast, crew and provisions etc. These
are together termed as ‘deadweight’

Once we know the lightweight of the ship (from inclining experiment) together
with the deadweight items, we can tabulate all the weight items and their
individual CoG’s and then calculate the total weight and CoG of the entire
vessel in the above ‘loading condition’

Step 2 – Once we have the weight and CoG of the vessel in the given loading
condition, the next step is to open the table of hydrostatics of the vessel and
read the draft from there.
We can see that the first column is the draft spaced at equal intervals (in this
case the interval is 0.15 m).

The second column is displacement. Once we have calculated the weight of

the vessel in Step 1, that weight becomes the displacement. Thus,

* The hydrostatics table is for a given trim. Generally, the hydrostatics

available are for the zero-trim condition, and the same are used to
demonstrate the calculation in this article.

*Displacement = weight of the vessel in the floating condition (including

deadweight)

To read the draft, we must first locate the draft that corresponds to the
displacement value determined in Step 1.

For example, if the displacement calculated was 1994 MT, then the draft is
1.25 m, and if the displacement was 2249 MT, then the draft will be 1.4 m.
However, what if the displacement calculated falls in-between two values
listed in the hydrostatic table, say, 2220 MT?

In that case, we can find the draft by linear interpolation. For the above case,
the displacement of 2220 MT falls between the displacement values 1994
MT and 2249 MT in the table. These displacements and their corresponding
drafts are specified below:

Hydrostatic Properties – Trim

The angle by which a ship tilts in a loading condition relative to its baseline
is known as trim. The vessel trims if the waterline is not parallel to the
vessel's baseline. Trim has a different value depending on how the vessel is
loaded. The draft at aft will be larger if the vessel's aft is heavier, and the
vessel will 'trim by aft.' Similarly, if the forward's weight is higher, it'trims by
forward.'

What causes the trim? If we look at the picture below, it shows the two
fundamental forces acting on the ship: 1) The ship’s own weight acting
downwards 2) The buoyancy of the submerged part of the ship. The vessel
will not experience any trim if the two forces are acting along the same
vertical at the same location along the vessel’s length. What happens if they
are not acting at the same location but separated apart?

Looking at the figure below, the upward buoyancy force and the downwards
weight force will lead to a turning moment on the ship. This ‘trimming’
moment will tend to tilt the ship till the weight and buoyancy forces align.
We can see that in the final condition the draft at fwd is more than the draft
at the aft.

The trim is given by the difference in the drafts fwd and aft. In the above
case, it will be ‘trim by fwd’.

In degrees, the trim is given by

Trim (degrees) = tan-1[(draft fwd – draft aft)/Length of ship]

Calculating Trim

We can see that we need the forward and aft drafts to calculate the trim.
However, the draft available for us from the hydrostatic table is the draft at
LCF (around midship). How do we calculate the trim then?

Any trim is caused by a trimming moment. As highlighted earlier, this

trimming moment equals the Displacement of the vessel multiplied by the
longitudinal distance between the Center of Gravity and Center of Buoyancy.

Trimming moment = Displacement x (LCG – LCB)

When the LCG is forward of the LCB, then the vessel trims by fwd, and when
the LCG is aft of the LCB, then the vessel trims by aft.

Once we have the trimming moment, the next step is to look at the
hydrostatic parameter called Moment to Change Trim by 1 cm (MCTcm).

If we look at hydrostats again, we can see that there is a parameter called

the Moment to Change Trim by 1 cm, called MCTcm. It is measured in the
units of MT-m. Basically, to trim the vessel by 1 cm (where 1 cm is the
difference in the drafts aft and fwd) we need to apply an overturning moment
on the vessel. This moment depends on the waterplane of the draft at which
the vessel is floating (the detailed calculation of MCTcm is out of the purview
of this article).

The trim can be calculated by dividing the trimming moment by the MCTcm.
This will give the total trim in cm.

Let’s look at an example. If the vessel is floating at, say, 1.1 m draft, then the
following are the hydrostats:
Displacement = 1741 MT

LCB – the longitudinal center of buoyancy = 37.86 m. In this table, LCB is

measured from the aft of the vessel, positive forward. The LCB measurement
can be from other locations like midship or fwd end too.

MCTcm = 81.2 MT-m

Now, we take two scenarios, depending on the location of the LCG:

Case 1 – when LCG is fwd of LCB, say at 40 m from the aft of the vessel. In
this case, the trimming moment is

Trimming moment = 1741 x (40 -37.86) = 3725.74 MT-m by FWD

Thus, the trim is

Trim = 3725.74/MCTcm = 3725.4/81.2 cm = 45.88 cm by FWD

Thus, the vessel is trimming by forward by 45.88 cm. This means that the
difference between the drafts fwd and aft is 45.88 cm.

Case 2 – when LCG is aft of LCB, say at 35 m from the aft of the vessel. In
this case, the trimming moment is

Trimming moment = 1741 (Displacement) x (37.86 – 35) = 4979.26 MT-m by

AFT

Thus, the trim is

Trim = 4979.26/MCTcm = 3725.4/81.2 cm = 61.32 cm by AFT

Thus, the vessel is trimming by aft by 61.32 cm. This means that the
difference between the drafts aft and fwd is 61.32 cm.
Calculating the drafts aft and fwd from trim

Now we have the total trim, i.e., the difference between the drafts at aft and
fwd. We also have the mean draft of the vessel which we obtained from the
hydrostatics table. How do we get the drafts at the aft and fwd of the vessel?

As specified earlier, the draft measured is at the location of the LCF of the
vessel. The following picture depicts the mean draft and the total trim of the
vessel. We can see that the total trim is t = tf – ta which is measured over
the length between perpendiculars (LBP) of the vessel.

Calculating backward, we can get the following relations:

ta = tm – LCF/LBP x t

tf = tm + (LBP – LCF)/LBP x t

That was about calculating the draft and trim of a vessel from its hydrostats.
This can be helpful for quick evaluations of the floating position of the vessel
when it is loaded.