The principles of naval architecture series  intact stability

Tai ngay!!! Ban co the xoa dong chu nay!!! The Principles of Naval Architecture Series Intact Stability Colin S Moore J Randolph Paulling, Editor Published by The Society of Naval Architects and Marine Engineers 601 Pavonia Avenue Jersey City, New Jersey 07306 Copyright O 2010 by The Society of Naval Architects and Marine Engineers The opinions or assertions of the authors herein are not to be construed as of cia1 or re ecting the views of SNAME or any government agency It is understood and agreed that nothing expressed herein is intended or shall be construed to give any person, rm, or corporation any right, remedy, or claim against SNAME or any of its of cers or member Library of Congress Cataloging-in-Publication Data Moore, Colin S Intact stability Colin S Moore 1st ed p cm (Principles of naval architecture) Includes bibliographical references and index ISBN 978-0-939773-74-9 I Stability of ships I Title VM159.M59 2010 623.8'171 dc22 2009043464 ISBN 978-0-939773-74-9 Printed in the United States of America First Printing, 2010 Nomenclature A I& AP B B BI BL BM - BML b C CL CB CG Gcp D D DWT E e F F FP FW G G, GM - GML - GZ 9 H h I IL IT i, i, K - KB KG KM KMI, k L L stands for area, generally area of waterplane after perpendicular maximum molded breadth center of buoyancy etc., changed positions of center of buoyancy molded baseline transverse metacentric radius, or height of M above B longitudinal metacentric radius, or height of ML above B width of a compartment or tank constant or coefficient centerline; a vertical plane through centerline block coefficient, VILBT center of gravity waterplane area coefficient,&/LB molded depth diameter, generally deadweight energy, generally base of Naperian logarithms, 2.7183 force, generally center of flotation (center of area of waterplane) forward perpendicular fresh water center of gravity of ship's mass etc., changed positions of the center of gravity transverse metacentric height, height of M above G longitudinal metacentric height, height of MI, above G righting arm; horizontal distance from G to Z acceleration due to gravity center of gravity of a component head depth of water or submergence moment of inertia, generally longitudinal moment of inertia of waterplane transverse moment of inertia of waterplane longitudinal moment of inertia of free surface in a compartment or tank transverse moment of inertia of free surface in a compartment or tank any point in a horizontal plane through the baseline height of B above the baseline height of G above the baseline height of M above the baseline height of ML above the baseline radius of gyration length, generally length of ship LBP LPP LOA LwL Lw LCB LCF LCG LWL I M M ML MT MTcm MTI m m length between perpendiculars length between perpendiculars length overall length on designed load waterline length of a wave, from crest to crest longitudinal position of center of buoyancy longitudinal position of center of flotation longitudinal position of center of gravity load, or design, waterline length of a compartment of tank moment, generally transverse metacenter longitudinal metacenter trimming moment moment to trim em moment to trim 1inch mass, generally (W/g or w/g) transverse metacenter of liquid in a tank or compartment longitudinal metacenter of liquid in a tank or rnL compartment origin of coordinates ox longitudinal axis of coordinates transverse axis of coordinates OY vertical axis of coordinates OZ P (upward) force of keel blocks pressure (force per unit area) in a fluid P probability, generally P fore and aft distance on a waterline Q radius, generally R wetted surface of hull S salt water SW T draft T period, generally period of a wave Tw transverse position of center of buoyancy TCB transverse position of center of gravity TCG TPcrn tons per em immersion tons per inch immersion TPI thickness, generally t time, generally t v linear velocity in general, speed of the ship speed of ship, knots Vk speed of a surface wave (celerity) vc vertical position of center of buoyancy VCB vertical position of center of gravity VCG vertical position of g vcg weight of ship equal to the displacement (pgV) W of a ship floating in equilibrium WL any waterline parallel to baseline etc., changed position of WL WL1 v volume of an individual item linear velocity v weight of an individual item W NOMENCLATURE xvi x Y x Z A,, A distance from origin along X-axis distance from origin along Y-axis distance from origin along Z-axis a point vertically over B, opposite G displacement mass = pV displacement force (buoyancy) = pgV specific volume, or indicating a small change P P 4) $ V cc) angle of pitch or of trim (about OY-axis) permeability density; mass per unit volume angle of heel or roll (about OX-axis) angle of yaw (about OZ-axis) displacement volume circular frequency, 2r/T, radians Preface Intact Stability During the twenty years that have elapsed since publication of the previous edition of this book, there have been remarkable advances in the art, science and practice of the design and construction of ships and other floating structures In that edition, the increasing use of high speed computers was recognized and computational methods were incorporated or acknowledged in the individual chapters rather than being presented in a separate chapter Today, the electronic computer is one of the most important tools in any engineering environment and the laptop computer has taken the place of the ubiquitous slide rule of an earlier generation of engineers Advanced concepts and methods that were only being developed or introduced then are a part of common engineering practice today These include finite element analysis, computational fluid dynamics, random process methods, numerical modeling of the hull form and components, with some or all of these merged into integrated design and manufacturing systems Collectively, these give the naval architect unprecedented power and flexibility to explore innovation in concept and design of marine systems In order to fully utilize these tools, the modern naval architect must possess a sound knowledge of mathematics and the other fundamental sciences that form a basic part of a modern engineering education In 1997, planning for the new edition of Principles of Naval Architecture was initiated by the SNAME publications manager who convened a meeting of a number of interested individuals including the editors of PNA and the new edition of Ship Design and Construction on which work had already begun At this meeting it was agreed that PNA would present the basis for the modern practice of naval architecture and the focus would be principles in preference to applications The book should contain appropriate reference material but it was not a handbook with extensive numerical tables and graphs Neither was it to be an elementary or advanced textbook although it was expected to be used as regular reading material in advanced undergraduate and elementary graduate courses It would contain the background and principles necessary to understand and to use intelligentlythe modern analytical, numerical, experimental and computational tools available to the naval architect and also the fundamentals needed for the development of new tools In essence, it would contain the material necessary to develop the understanding, insight, intuition, experience and judgment needed for the successful practice of the profession Following this initial meeting, a PNA Control Committee, consisting of individuals having the expertise deemed necessary to oversee and guide the writing of the new edition of PNA, was appointed This committee, after participating in the selection of authors for the various chapters, has continued to contribute by critically reviewing the various component parts as they are written In an effort of this magnitude, involving contributions from numerous widely separated authors, progress has not been uniform and it became obvious before the halfway mark that some chapters would be completed before others In order to make the material available to the profession in a timely manner it was decided to publish each major subdivision as a separate volume in the "Principles of Naval Architecture Series" rather than treating each as a separate chapter of a single book Although the United States committed in 1975 to adopt SI units as the primary system of measurement the transition is not yet complete In shipbuilding as well as other fields, we still find usage of three systems of units: English or foot-pound-seconds, SI or meter-newton-seconds, and the meter-kilogram(force)-secondsystem common in engineering work on the European continent and most of the non-English speaking world prior to the adoption of the SI system In the present work, we have tried to adhere to SI units as the primary system but other units may be found particularly in illustrations taken from other, older publications The symbols and notation follow, in general, the standards developed by the International Towing Tank Conference Several changes from previous editions of PNA may be attributed directly to the widespread use of electronic computation for most of the standard and nonstandard naval architectural computations Utilizing this capability, many computations previously accomplished by approximate mathematical, graphical or mechanical methods are now carried out faster and more accurately by digital computer Many of these computations are carried out within more comprehensive software systems that gather input from a common database and supply results, often in real time, to the end user or to other elements of the system Thus the hydrostatic and stability computations may be contained in a hull form design and development program system, intact stability is often contained in a cargo loading analysis system, damaged stability and other flooding effects are among the capabilities of salvage and damage control systems x PREFACE In this new edition of PNA, the principles of intact stability in calm water are developed starting from initial stability at small angles of heel then proceeding to large angles Various effects on the stability are discussed such as changes in hull geometry, changes in weight distribution, suspended weights, partial support due to grounding or drydocking, and free liquid surfaces in tanks or other internal spaces The concept of dynamic stability is introduced starting from the ship's response to an impulsive heeling moment The effects of waves on resistance to capsize are discussed noting that, in some cases, the wave effect may result in diminished stability and dangerous dynamic effects Stability rules and criteria such as those of the International Maritime Organization,the US Coast Guard, and other regulatory bodies as well as the US Navy are presented with discussion of their physical bases and underlying assumptions The section includes a brief discussion of evolving dynamic and probabilistic stability criteria Especial attention is given to the background and bases of the rules in order that the naval architect may more clearly understand their scope, limitations and reliability in insuring vessel safety There are sections on the special stability problems of craft that differ in geometry or function from traditional seagoing ships including multihulls, submarines and oil drilling and production platforms The final section treats the stability of high performance craft such as SWATH, planing boats, hydrofoils and others where dynamic as well as static effects associated with the vessel's speed and manner of operation must be considered in order to insure adequate stability J RANDOLPH PAULLING Editor Table of Contents An Introduction to the Series v Foreword vii Preface ix Acknowledgments xi AuthorlsBiography xiii Nomenclature xv ElementaryPrinciples Determining Vessel Weights and Center of Gravity MetacentricHeight 11 CurvesofStability 17 EffectofFreeLiquids 30 Effect of Changes in Weight on Stability 38 Evaluation of Stability 41 Draft, Trim Heel and Displacement 53 The Inclining Experiment 59 SubmergedEquilibrium 66 TheTrimDive 72 Methods of Improving Stability Drafts and List 73 StabilityWhenGrounded 74 AdvancedMarineVehicles 76 References 79 Index 83 Elementary Principles 1.1 Gravitational Stability A vessel must provide adequate buoyancy to support itself and its contents or working loads It is equally important that the buoyancy be provided in a way that will allow the vessel to float in the proper attitude, or trim, and remain upright This involves the problems of gravitational stability and trim These issues will be discussed in detail in this chapter, primarily with reference to static conditions in calm water Consideration will also be given to criteria for judging the adequacy of a ship's stability subject to both internal loading and external hazards It is important to recognize, however, that a ship or offshore structure in its natural sea environment is subject to dynamic forces caused primarily by waves, wind, and, to a lesser extent, the vessel's own propulsion system and control surfaces The specific response of the vessel to waves is typically treated separately as a ship motions analysis Nevertheless, it is possible and advisable to consider some dynamic effects while dealing with stability in idealized calm water, static conditions This enables the designer to evaluate the survivability of the vessel at sea without performing direct motions analyses and facilitates the development of stability criteria Evaluation of stability in this way will be addressed in Section Another external hazard affecting a ship's stability is that of damage to the hull by collision, grounding, or other accident that results in flooding of the hull The stability and trim of the damaged ship will be considered in Subdivision and Damage Stability (Tagg, 2010) Finally, it is important to note that a floating structure may be inclined in any direction Any inclination may be considered as made up of an inclination in the athwartship plane and an inclination in the longitudinal plane In ship calculations, the athwartship inclination, called heel or list, and the longitudinal inclination, called trim, are usually dealt with separately For floating platforms and other structures that have length to beam ratios of nearly 1.0, an off axis inclination is also often critical, since the vessel is not clearly dominated by either a heel or trim direction This volume deals primarily with athwartship or transverse stability and longitudinal stability of conventional ship-like bodies having length dimensions considerably greater than their width and depth dimensions The stability problems of bodies of unusual proportions, including off-axis stability, are covered in Sections and 1.2 Concepts of Equilibrium In general, a rigid body is considered to be in a state of static equilibrium when the resultants of all forces and moments acting on the body are zero In dealing with static floating body stability, we are interested in that state of equilibrium associated with the floating body upright and at rest in a still liquid In this ease, the resultant of all gravity forces (weights) acting downward and the resultant of the buoyancy forces acting upward on the body are of equal magnitude and are applied in the same vertical line 1.2.1 Stable Equilibrium If a floating body, initially at equilibrium, is disturbed by an external moment, there will be a change in its angular attitude If upon removal of the external moment, the body tends to return to its original position, it is said to have been in stable equilibrium and to have positive stability 1.2.2 Neutral Equilibrium If, on the other hand, a floating body that assumes a displaced inclination because of an external moment remains in that displaced position when the external moment is removed, the body is said to have been in neutral equilibrium and has neutral stability A floating cylindrical homogeneous log would be in neutral equilibrium in heel 1.2.3 Unstable Equilibrium If, for a floating body displaced from its original angular attitude, the displacement continues to increase in the same direction after the moment is removed, it is said to have been in unstable equilibrium and was initially unstable Note that there may be a situation in which the body is stable with respect to "small" displacements and unstable with respect to larger displacements from the equilibrium position This is a very common situation for a ship, and we will consider cases of stability at small angles of heel (initial stability) and at large angles separately 1.3 Weight and Center of Gravity This chapter deals with the forces and moments acting on a ship afloat in calm water The forces consist primarily of gravity forces (weights) and buoyancy forces Therefore, equations are usually developed using displacement, A, weight, W, and component weights, w In the "English" system, displacement, weights, and buoyant forces are thus expressed in the familiar units of long tons (or lb.) When using the International System of Units (SI), the displacement or buoyancy force is still expressed as A=pgV, but this is units of newtons which, for most ships, will be an inconveniently large number In order to deal with numbers of more reasonable size, we may express displacement in kilonewtons or meganewtons A non-SI force unit, the "metric ton force," or "tonnef," is defined as the force exerted by gravity on a mass of 1000 KG If the weight or displacement is expressed in tonnef, its numerical value is approximately the same as the value in long tons, the unit traditionally used for expressing weights and displacement in ship work Since the shipping and shipbuilding industries have a long history of using long tons and are familiar with the numerical values of weights and forces in these units, the tonnef (often written as just tonne) has been and is still commonly used for expressing weight and buoyancy INTACT STAB1llTY With this convention, righting and heeling moments are then expressed in units of metric ton-meters, t-m The total weight, or displacement, of a ship can be determined from the draft marks and curves of form, as discussed in Geometry of Ships (Letcher, 2009) The position of the center of gravity (CG) may be either calculated or determined experimentally Both methods are used when dealing with ships The weight and CG of a ship that has not yet been launched can be established only by a weight estimate, which is a summation of the estimated weights and moments of all the various items that make up the ship In principle, all of the component parts that make up the ship could be weighed and recorded during the construction process to arrive at a finished weight and CG, but this is seldom done except for a few special craft in which the weight and CG are extremely critical Weight estimating is discussed in Section After the ship is afloat, the weight and CG can be accurately established by an inclining experiment, as described in detail in Section To calculate the position of the CG of any object, it is assumed to be divided into a number of individual components or particles, the weight and CG of each being known The moment of each particle is calculated by multiplying its weight by its distance from a reference plane, the weights and moments of all the particles added, and the total moment divided by the total weight of all particles, W The result is the distance of the CG from the reference plane The location of the CG is completely determined when its distance from each of three planes has been established In ship calculations, the three reference planes generally used are a horizontal plane through the baseline for the vertical location of the center of gravity (VCG), a vertical transverse plane either through amidships or through the forward perpendicular for the longitudinal location (LCG), and a vertical plane through the centerline for the transverse position (TCG) (The TCG is usually very nearly in the centerline plane and is often assumed to be in that plane.) 1.4 Displacement and Center of Buoyancy In Section 1, it has been shown that the force of buoyancy is equal to the weight of the displaced liquid and that the resultant of this force acts vertically upward through a point called the center of buoyancy, which is the CG of the displaced liquid (centroid of the immersed volume) Application of these principles to a ship, submarine, or other floating structure makes it possible to evaluate the effect of the hydrostatic pressure acting on the hull and appendages by determining the volume of the ship below the waterline and the centroid of this volume The submerged volume, when multiplied by the specific weight of the water in which the ship floats is the weight of displaced liquid and is called the displacement, denoted by the Greek symbol A 1.5 Interaction of Weight and Buoyancy The attitude of a floating object is determined by the interaction of the forces of weight and buoyancy If no other forces are acting, it will settle to such a waterline that the force of buoyancy equals the weight, and it will rotate until two conditions are satisfied: 1.The centers of buoyancy B and gravity G are in the same vertical line, as in Fig l(a), and Any slight clockwise rotation from this position, as from WL to WILl in Fig l(b), will cause the center of buoyancy to move to the right, and the equal forces of weight and buoyancy to generate a couple tending to move the object back to float on WL (this is the condition of stable equilibrium) For every object, with one exception as noted later, at least one position must exist for which these conditions are satisfied, since otherwise the object would continue to rotate indefinitely There may be several such positions of equilibrium The CG may be either above or below the center of buoyancy, but for stable equilibrium, the shift of the center of buoyancy that results from a small rotation must be such that a positive couple (in a direction opposing the rotation) results An exception to the second condition exists when the object is a body of revolution with its CG exactly on the Fig Stable equilibrium of floating body 80 INTACT STAB1llTY Belenky, V L., & Sevastianov, N B (2007) Stability and safety of ships, risk of capsizing (2nd Ed.) 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Where are we going? Proceedings of the 6th International Ship Stability Workshop Webb Institute, Glenn Cove, New York Yamagata, M (1959) Standards of stability adopted in Japan Transactions of Institution of Naval Architects, 101, 417-443 INDEX Index Terms Links A Adequate stability, U.S Navy criteria 47 Advanced marine vehicles 76 ACVs 78 catamarans 77 hydrofoil craft 77 planning hull 77 SES 79 small waterplane area hull 77 stability criteria, hazards 76 trimarans, pentamarans 77 WIG crafts 79 47 79 78 Air cushion vehicle (ACV) 78 79 Antiroll tanks, free-surface effect, free liquids 37 37 Beam effect 20 20 Beam winds 6 Bilge fining 21 21 Bulk carriers carrying grain 50 Bulk dry cargo, free-surface effect, free liquids 37 B 46 C Cargo effect on stability, changes in weight 40 Catamarans 77 Center of buoyancy Center of floatation 13 Center of gravity (CG) changes in weight effect 38 height, stability weight and see also Displacement, CG location determinations This page has been reformatted by Knovel to provide easier navigation Index Terms Links Changes in weight cargo effect on stability 40 CG impact 38 displacement impact 38 initial heel compensation 39 large trim changes 39 liquid and stores consumption 40 stability impact 38 submarines 39 Critical roll axis 27 Cross curves of stability, statical stability curves 19 19 Crowding of personnel, U.S Navy stability criteria 48 48 D Dangerous phenomena combinations 45 Depth effect, statical stability curves 20 20 floating body equilibrium longitudinal equilibrium 5 overturning moments righting moments stable equilibrium, floating body submerged floating body watertight rectangular body Displacement, buoyancy interaction see also Draft, trim, heel, and displacement calculations Displacement, CG location CG margins 10 changes in weight effect 38 classification systems detailed estimates sample loading computer display sample summaries 10 11 variation with ship loading 10 11 weight margins 10 10 see also Draft, trim, heel, and displacement calculations Diving ballast 67 Diving trim 68 Double hulls, free-surface effect, free liquids 35 36 This page has been reformatted by Knovel to provide easier navigation Index Terms Links Draft readings, inclining experiment 61 Draft, trim, heel, and displacement calculations center of flotation 53 displacement and CG from drafts 55 draft after change in loading 56 drag 58 heel computation 59 hog and sag 58 moment to trim cm 54 navigational drafts 57 reference planes 59 tons per centimeter immersion 54 trim 53 weight, CG and 54 Drafts, trim, inclining experiment 60 Drag 58 Dynamic stability assessments 53 Dynamic stability, rolling effect 24 55 57 25 E Equilibrium concepts Equilibrium polygon, submerged equilibrium 69 70 71 F Fishing vessels, stability criteria 49 Fluid shift for wall-sided tank, free-surface effect, free liquids 30 30 Form changes, statical stability curves 21 21 Free surface in tanks, inclining experiment 60 Free-surface effect, free liquids antiroll tanks 37 37 approximate vs exact calculations 34 34 bulk dry cargo 37 double hulls 35 36 fluid shift for wall-sided tank 30 30 large angles 31 32 longitudinal subdivision 35 35 metacentric height 30 moment of inertia 33 35 33 This page has been reformatted by Knovel to provide easier navigation Index Terms Links Free-surface effect, free liquids (Cont.) moment of transference 31 32 numerical example 34 34 relative filling level 31 32 relative free-surface effect 31 32 righting arm effect 31 32 tank fill 36 36 top and bottom effects 32 32 trim 34 two liquids 36 wing ballast tank 33 33 Fuel ballast tanks, submerged equilibrium 66 Full load departure condition, metacentric height 15 16 41 43 G GM, GZ curves, stability criteria Gravitational stability 44 Grounded ships dry dock stability 74 stranded stability 75 Grounding effect 74 H Heel computation 59 forces, inclining experiment 61 heeling moment, statical stability curves 25 initial heel compensation, changes in weight effect 39 26 see also Draft, trim, heel, and displacement calculations; Upsetting forces, heeling moments High-speed turning, U.S Navy stability criteria 48 Hog and sag 58 Hydrofoil craft 77 78 I IMO Resolution A.167 43 IMO Resolution A.749 43 This page has been reformatted by Knovel to provide easier navigation Index Terms Links Impulsive moment response 25 25 Inclining experiment accuracy 64 basic principles 59 draft readings 61 drafts, trim 60 forces affecting heel 61 free surface in tanks 60 inclination measurement 61 62 inclining in air 63 65 inclining weights selection 61 induced rolling, sallying 65 inventory 62 list 60 metacentric height 60 personnel aboard 61 personnel movement 62 plot of tangents 62 preparation for inclining 60 report 62 schedule 60 swinging weights 61 transfer of liquids 61 water density 61 weight movements 62 Inclining in air 63 Inclining weights selection 61 Induced rolling, sallying 65 Initial heel compensation, changes in weight effect 39 International Convention for the Safety of Life at Sea (SOLAS) 15 International Convention on Load Lines (ICLL) 15 63 65 International Marine Organization (IMO) MSC Circular 1228 44 Resolution A.167 43 Resolution A.749 43 stability criteria 42 51 This page has been reformatted by Knovel to provide easier navigation Index Terms Links J Jack-up platform, statical stability curves 28 28 29 L Lead, solid ballast, submerged equilibrium 66 Lead, variable tankage adjustment, submerged equilibrium 70 Lifting weights effect, U.S Navy stability criteria 47 Lightship, submerged equilibrium 66 Liquid and stores consumption, changes in weight effect 40 List, inclining experiment 60 Load to submerge 66 Loading conditions, metacentric height 15 16 5 12 13 Longitudinal stability, upsetting forces, heeling moments 8 Longitudinal subdivision, free-surface effect, free liquids 35 35 Longitudinal equilibrium Longitudinal metacentric height 71 M Main ballast tanks, submerged equilibrium 66 Maximum righting moment, statical stability curves 22 Merchant ship stability criteria 42 23 Metacentric height (GM) applications 14 arrival conditions 15 center of floatation 13 free-surface effect, free liquids 30 full load departure condition 15 inclining experiment 60 loading computer software 17 loading conditions 15 16 longitudinal metacenter 12 13 metacenter, submerged submarines 14 minimum operating conditions 15 moment to heel degree 14 moment to trim degree 14 Navy ships 16 partial load departure conditions 15 16 This page has been reformatted by Knovel to provide easier navigation Index Terms Links Metacentric height (GM) (Cont.) passenger ships 16 period of roll 14 Ship Status for Proposed Weight Changes 17 stability curves 16 statical stability curves 16 submerged submarines 14 suitable conditions 16 transverse metacenter 11 trim effects 14 17 11 12 27 28 Midcolumn draft, statical stability curves 27 Minimum operating conditions, metacentric height 15 Mobile offshore drilling units (MODUs) 50 Moment diagram, submerged equilibrium 65 Moment of inertia, free-surface effect, free liquids 33 33 Moment of transference, free-surface effect, free liquids 31 32 Moment to heel degree, transverse metacentric height 14 Moment to trim degree 1cm, longitudinal metacentric height 14 MSC Guidance to Masters, Circular 1228 44 N Neutral equilibrium Normal fuel-oil tanks, submerged equilibrium 66 O Offshore structures, non-ship-shape vessels statical stability curves 27 27 Offside weight, upsetting forces, heeling moments 6 Overturning moments, weight and buoyancy interaction 28 P Parametric rolling motion 45 Passenger ships, metacentric height 16 Period of roll, metacentric height 14 Personnel aboard, inclining experiment 61 Planning hull 77 Pontoon-based offshore structure, statical stability curves 27 62 27 This page has been reformatted by Knovel to provide easier navigation 29 Index Terms Links Potential energy surface, jack-up platform, statical stability curves 28 Preparation for inclining, inclining experiment 29 60 R Reference planes, draft, trim, heel, and displacement calculations 59 Relative filling level, free-surface effect, free liquids 31 32 Relative free-surface effect, free-surface effect, free liquids 31 32 Reserve buoyancy, submerged equilibrium 67 Residual water, submerged equilibrium 67 Righting arm (GZ), statical stability curves 17 Righting arm curve computation, statical stability curves 18 Righting arm effect, free-surface effect, free liquids 31 32 26 26 weight and buoyancy interaction Roll axis, critical, statical stability curves 27 Rolling effect, dynamic stability, statical stability curves 24 18 Righting moments statical stability curves 25 S Sallying, see Induced rolling, sallying Ship main body appendages, buoyancy contribution 19 Ship Status for Proposed Weight Changes 17 17 Slope of GZ curve at origin, statical stability curves 22 22 23 Small waterplane area hull 77 43 44 Stability criteria bulk carriers carrying grain 50 dangerous phenomena combinations 45 dynamic stability assessments 53 fishing vessels 49 GM, GZ curves 41 hazards 76 IMO 42 merchant ships 42 MODUs 50 parametric rolling motion 45 surf-riding, broaching-to 45 51 This page has been reformatted by Knovel to provide easier navigation Index Terms Links Stability criteria (Cont.) synchronous rolling motion 45 topside icing 48 towboats 50 wave crest at midship 45 Stability criteria, U.S Navy adequate stability 47 beam winds, rolling 46 crowding of personnel 48 general 45 heeling arms 47 high-speed turning 48 lifting weights effect 47 wind heeling moment 46 wind pressure vs height 47 wind velocities 46 Stability evaluation standards 41 Stability in depth, submerged equilibrium 71 47 48 46 46 Stability, drafts, and list improvement changes in form 73 load adjustment 73 loading instructions 73 permanent ballast 73 weight removal 73 Stable equilibrium floating body submerged floating body beam effect 20 20 bilge fining effect 21 21 cross curves of stability 19 19 depth effect 20 20 dynamic stability, rolling effect 24 25 form changes 21 21 heeling moment 25 26 impulsive moment response 25 25 jack-up platform 28 28 maximum righting moment 22 23 Statical stability curves 29 This page has been reformatted by Knovel to provide easier navigation Index Terms Links Statical stability curves (Cont.) metacentric height 16 midcolumn draft 27 27 28 offshore structures, non-ship-shape vessels 27 27 28 29 pontoon-based offshore structure 27 27 potential energy surface, jack-up platform 28 29 righting arm curve 17 18 righting arm curve computation 18 righting moment 26 roll access, critical 27 rolling effect, dynamic stability 24 ship main body appendages, buoyancy contribution 19 significance 22 22 23 24 slope of curve at origin 22 22 23 static stability curves 18 18 transverse righting arms 17 17 tumble-home flare effect 21 21 typical stability curves, different ships 24 waves effect 21 22 work and energy determination 24 25 26 25 18 Submarines changes in weight effect 39 stability criteria 50 submerged, metacentric height 14 Submerged equilibrium 51 definition 66 diving ballast 67 diving trim 68 equilibrium conditions 69 equilibrium polygon 69 fuel ballast tanks 66 lead, solid ballast 66 lead, variable tankage adjustment 70 lightship 66 load to submerge 66 main ballast tanks 66 maximum condition, surfaced 67 moment diagram 65 70 71 71 This page has been reformatted by Knovel to provide easier navigation Index Terms Links Submerged equilibrium (Cont.) normal condition, surfaced 67 normal fuel-oil tanks 66 reserve buoyancy 67 residual water 67 stability in depth 71 submerged displacement 66 variable ballast 67 variable load 67 water seal, fuel ballast tanks 67 weight items 66 66 67 weight items relationship 66 67 67 Submerged floating body, weight and buoyancy interaction Surf-riding, broaching-to 45 Surface effect ships (SES) 79 Suspended cargo or weight, effect on stability 38 Swinging weights, inclining experiment 61 Synchronous rolling motion 45 T Tank fill level, free-surface effect, free liquids 36 36 Top and bottom effects, free-surface effect, free liquids 32 32 Topside icing, stability criteria 48 Towboats, stability criteria 50 Transfer of liquids, inclining experiment 61 Transverse metacenter, metacentric height 11 11 12 Transverse righting arms, statical stability curves 17 17 18 8 Transverse stability, upsetting forces, heeling moments Trim changes in weight effect 39 free-surface effect, free liquids 34 metacentric height 14 see also Draft, trim, heel, and displacement calculations Trim dive 67 basic principles 72 calculations, report 72 conducting 72 Trimarans, pentamarans 77 This page has been reformatted by Knovel to provide easier navigation Index Terms Links Tumble-home and flare effects, statical stability curves Turn effect, upsetting forces, heeling moments Two liquids, free-surface effect, free liquids 21 21 7 36 U Unstable equilibrium Upsetting forces, heeling moments beam wind 6 grounding effect 7 longitudinal stability 8 offside weight 6 transverse stability 8 turn effect 7 weight lifting over the side 6 V Variable ballast, submerged equilibrium 67 Variable load, submerged equilibrium 67 W Water density, inclining experiment 61 Water seal, fuel ballast tanks, submerged equilibrium 67 Watertight rectangular body, stability Waves effect, statical stability curves 21 Waves effects, dynamic 45 Weight estimate 22 Weight items, submerged equilibrium Weight lifting over the side, upsetting forces, heeling moments 66 67 6 Weight movements, inclining experiment 62 Wind heeling moment, U.S Navy stability criteria 46 Wind pressure vs height, U.S Navy stability criteria 47 Wind velocities, U.S Navy stability criteria 46 46 Wing ballast tank, free-surface effect, free liquids 33 33 Wing-in-ground (WIG) crafts 79 Work and energy determination, statical stability curves 24 67 46 25 This page has been reformatted by Knovel to provide easier navigation