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Stability Theory

The document discusses the concepts of stable, unstable, and neutral equilibrium in vessels, defined by their metacentric height (GM). It explains the righting lever (GZ) and righting moment (RM) that influence a vessel's stability, as well as the angle of loll and corrective actions to prevent capsizing. Additionally, it contrasts stiff and tender ships, the free surface effect, and the importance of transverse and longitudinal metacentric heights for maintaining stability.

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21 views7 pages

Stability Theory

The document discusses the concepts of stable, unstable, and neutral equilibrium in vessels, defined by their metacentric height (GM). It explains the righting lever (GZ) and righting moment (RM) that influence a vessel's stability, as well as the angle of loll and corrective actions to prevent capsizing. Additionally, it contrasts stiff and tender ships, the free surface effect, and the importance of transverse and longitudinal metacentric heights for maintaining stability.

Uploaded by

abhikp2597
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© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
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STABLE EQUILIBRUM : When a vessel is heeled, she tends to return to

her Original condition. The vessel has a positive GM.

UNSTABLE EQUILIBRUM : When a vessel is heeled, she tends to


continue heeling further. The vessel had initially a negative GM.

NEUTRAL EQUILIBRUM : When a vessel is heeled, she has no tendency


to return to her Original position or continue heeling further. The vessel
had initially zero GM.
RIGHTING LEVER : GZ
When a vessel is heeled, the force of buoyancy acting upwards through
the new COB1 gets separated from the COG acting downwards by a
horizontal distance called the Righting lever indicated by GZ.
GZ can be calculated as follows:

GZ = GM SineѲ [upto 15°]


OR
GZ = SineѲ [GM + ½BM Tan2Ѳ] [ for large angles : wall sided formula ]
This can be used only until the deck immerses.

Using hydrostatic particulars and KN values for various angles of heel


GZ = KN – Corr. KG Sine Ѳ
Where KN is for the displacement for various angles of heel
Corrected KG = KG + FSC
FSC= FSM / W
BM = KM – KB for the displacement

RIGHTING MOMENT : RM
When a vessel is heeled, the horizontal distance between the COG and
COB called the righting lever form a couple which tends to return the
vessel to the upright condition. The righting moment is a product of the
righting lever and the displacement also known as the Moment of Statical
stability.
RM = W.GZ = tm
ANGLE OF LOLL
Angle of loll is when an unstable upright ship [-ve GM] takes on an angle
of heel to either port or starboard.
The unstable vessel heels over progressively increasing angle of heel, at a
certain angle of heel, where the center of Buoyancy may fall vertically
below the center of Gravity.
Note that Angle of List should not be confused with angle of loll. Angle of
List is caused by unequal loading on either side of center line of vessel.
Although a vessel at angle of loll does display features of stable
equilibrium, this is an extremely dangerous situation, and rapid remedial
action is required to prevent the vessel from capsizing.

CORRECTIVE ACTION:
To correct such a condition it is necessary to bring down the COG which
can be lowered by reducing the free surface effect in the various tanks,
lowering down weights by ballasting or where practicable to jettison
cargo.

Ballast should be taken in the centreline tanks of smallest moment of


inertia inorder to reduce free surface effect.

Ballast to be filled in the tank having the smallest moment of inertia


commencing from the low side and then the high side of the same tank
number.

If you ballast the high side first, there is a tendency that since the lower
side already has excessive weight, adding weight on the high side may
cause to flop over the vessel to the higher side and in this process due to
the momentum created it may flip over and capsize.

Jettison cargo if possible should be done from the higher side first inorder
to lower the COG.

Once the cargo is discharged from the higher side then going across to
the lower side.

The main criteria is to lower the cog, get a positive GM and so create a
righting lever.
STIFF SHIP TENDER SHIP
1. High positive GM Low positive GM
2. Righting lever GZ=GMxSinθ is large Righting lever GZ=GMxSin
θissmall
3. Righting Moment RM=WxGZ is large Righting Moment
RM=WxGZ is small
and vessel will return fast to its and vessel will return
slowly to its
initial position if heeled initial position if heeled
4. Time period of roll will be low Time period of roll will be high
5. Rolling will be violent and less Rolling will be gentle and
more comfortable to crew on board comfortable to crew on
board
6. Due to violent rolling cargo lashings Due to gentle roll less
likelihood of
can break causing shift of cargo shifting of cargo
7. There are severe stress on the Less stresses on the ship’s
hull
ship’s hull during rolling
8. Less likely that the vessel will More likely that the vessel
will
become unstable during the voyage become unstable during
the voyage
Due to consumption & FSC
9. Bulk cargoes less likely to shift due Bulk cargoes more likely to shift
due
to roll angle small to roll angle large
10. Eg. Iron Ore Eg. Grain
FREE SURFACE EFFECT
When a vessel rolls at sea, liquid in a slack tank (partly full) would move to
the lower side. The COG of this slack tank will also move with the liquid to
it’s new COG which would be higher than the initial COG. There is a rise
of COG due to the movement of liquid in the slack tank. This virtual
(imaginary) loss of GM and is called Free Surface Effect.
Free surface correction caused due to this movement of liquid can be
calculated which is applied to the GM solid.
The Free surface correction depends on the moment of inertia in the slack
tanks, density of liquid in the tank and the total displacement of the ship.
The free surface effect causes a rise of COG due to the slack tanks
FSC = FSM = i x di
W W

Transverse metacentre – GMT


The initial transverse metacentre is the point of intersection of the lines of
buoyancy force when the ship is initially upright and then subsequently
heeled upto small angles.
The vertical distance between the ship’s centre of gravity[G] and initial
transverse metacentre[M] is termed as the Transverse Metacentric height.
The GMT is important for determining the initial stability of the ship.
When M is above G the ship is said to be in stable condition and have a
positive GM.
In normal loaded condition the initial metacentric height GM for cargo
ships should not be less than 0.15m.
Longitudinal metacentre – GML
The point of intersection of the lines of buoyancy force when the ship is
initially upright and then pitches over a range of small angles. The BM L
depends on the waterplane area and the underwater volume.
A couple is created due to the force of gravity and buoyancy which will
trim the vessel and bring the buoyancy below the gravity, The point where
the new buoyancy B1 meets the Original through B is termed as M L.
GML can be calculated by calculating the new KB 1 by moments and
BML = MI about new COF
U/water volume

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