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LESSON TOPIC: 4.1 TITLE: PRINCIPLES OF STABILITY
Contact periods allotted this LESSON TOPIC:
Classroom: 2.5 Test: 0.0
Trainer: 0.5 Total: 3.0
MEDIA: Classroom lecture with visual media,
FFG-7 Stability Trainer
TERMINAL OBJECTIVES:
6.0 EVALUATE shipboard stability by analyzing
weight and moment considerations. (JTI 3.2.1, 6.0,
6.1, 6.2)
ENABLING OBJECTIVES:
6.1 DESCRIBE the reference points, forces, and
linear measurements used in stability
calculations.
6.2 DESCRIBE the movement of stability reference
points as a function of changes in displacement
and inclination.
6.3 DIFFERENTIATE between indicators of initial
stability and measures of overall stability as a
function of ships displacement.
6.4 IDENTIFY and DESCRIBE the uses of various
types of external hull markings.
6.5 Given a draft diagram/functions of form and a
set of draft readings, CALCULATE displacement
(WF), tons per inch immersion (TPI), and moment to
trim one inch (MT1").
6.6 Given cross curves of stability and the ship's
displacement, CONSTRUCT an uncorrected, statical
stability curve.

FUNDAMENTALS OF STABILITY
Stability is the tendency of a vessel to rotate one way or
the other when forcibly inclined. Stability can be broken
down into several categories, each of which are
alternatively emphasized in designing and operating Navy and
Coast Guard ships.

STABILITY

INITIAL STABILITY - The stability of a ship in the


range from 0 to 7/10 of inclination.

OVERALL STABILITY - A general measure of a ship's


ability to resist capsizing in a given condition
of loading.

DYNAMIC STABILITY - The work done in heeling a


ship to a given angle of heel.

THE LAWS OF BUOYANCY


1. Floating objects possess the property
of buoyancy.
2. A floating body displaces a volume of
water equal in weight to the weight of
the body.

3. A body immersed (or floating) in


water will be buoyed up by a force equal
to the weight of the water displaced.

EXAMPLE OF GRAVITY -VS- BUOYANCY

1 ton of steel 1 ton of steel


If the cube of steel is placed in water it sinks. There is
not enough displaced volume for the forces of buoyancy to
act upon. If the ships hull is placed in the water it will
float. The larger volume of the ship's hull allows the
forces of buoyancy to support the hull's weight.
The ship's hull will sink to a draft where the forces of
buoyancy and the forces of gravity are equal.

DISPLACEMENT
The weight of the volume of water that is displaced by the
underwater portion of the hull is equal to the weight of the
ship. This is known as a ship's displacement. The unit of
measurement for displacement is the Long Ton (1 LT = 2240
LBS).

GRAVITY
The force of gravity acts vertically downward through the
ship's center of gravity. The magnitude of the force depends
on the ship's total weight.

UNITS OF MEASURE

Force: A push or pull that tends to


produce motion or a change in motion.
Units: tons, pounds, Newtons, etc.
Parallel forces may be mathematically
summed to produce one "Net Force"
considered to act through one point.
Weight: The force of gravity acting on a
body. This force acts towards the center
of the earth. Units: tons, pounds,
kilograms, etc.
Moment: The tendency of a force to
produce a rotation about a pivot point.
This works like a torque wrench acting
on a bolt. Units: foot tons, Newton
meters, etc.

Volume: The number of cubic units in an


object. Units: Cubic feet (FT3), cubic
inches, etc. The volume of any
compartment onboard a ship can be found
using the equation:

Specific The specific volume of a fluid is its volume per


unit

Volume: weight. Units: cubic feet per


ton (FT3/LT). The specific volume of
liquids (NSTM 096 Table 096-1) used most
frequently in this unit are:
Salt Water = 35 FT3/LT
Fresh Water = 36 FT3/LT
Diesel Fuel = 43 FT3/LT

CALCULATING THE WEIGHT OF FLOODING WATER


A compartment has the following dimensions:
Length = 20 FT Flooded with salt
Breadth = 20 FT water to a depth
Height = 8 FT of 6 FT
1. First, calculate the volume of water that has been
added to the compartment.
Volume = Length x Breadth x Depth of Flooding Water
= 20 FT x 20 FT x 6 FT
= 2400 FT3
2. Second, divide the volume of water by its specific
volume.

STABILITY REFERENCE POINTS

M - Metacenter

G - Center of Gravity

B - Center of Buoyancy

K - Keel
K - Keel: The base line reference point from which
all other reference point measurements are
compared.

B - Center of Buoyancy:
The geometric center of
the ship's underwater
hull body. It is the
point at which all the
forces of buoyancy may be
considered to act in a
vertically upward
direction.
The Center of Buoyancy will move as the shape of the
underwater portion of the hull body changes. When the ship
rolls to starboard, "B" moves to starboard, and when the
ship rolls to port, "B" moves to port.

When the ship's hull is made heavier, the drafts increase as


the ship sits deeper in the water. "B" will move up.

When the ship's hull is lightened, the drafts decrease as


the ship sits shallower in the water. "B" will move down.

** The Center of Buoyancy moves


in the same direction as the
ships waterline. **

G - Center of Gravity: The


point at which all forces of
gravity acting on the ship
can be considered to act. "G"
is the center of mass of the
vessel. The position of "G"
is dependent upon the
distribution of weights
within the ship. As the
distribution of weights is
altered, the position of "G"
will react as follows:

1. "G" moves towards a weight addition


2. "G" moves away from a weight removal
3. "G" moves in the same direction as a weight shift

M - Metacenter: As the ship


is inclined through small
angles of heel, the lines of
buoyant force intersect at a
point called the metacenter.
As the ship is inclined, the
center of buoyancy moves in

an arc as it continues to
seek the geometric center of
the underwater hull body.
This arc describes the
metacentric radius.

As the ship continues to heel


in excess of 7-10 degrees,
the metacenter will move as
shown.

The position of the metacenter is a function of the position


of the center of buoyancy, thus a function of the
displacement of the ship. The position of "M" moves as
follows:

As the Center of Buoyancy moves up, the


Metacenter moves down.
As the Center of Buoyancy moves down, the
Metacenter moves up.

LINEAR MEASUREMENTS IN STABILITY

KG

- Height of the ships Center of Gravity the


above Keel: This measurement is found in section
II(a) of the DC Book for several conditions of
loading. To find "KG" for loading conditions other
than those in the DC Book, calculations must be
performed.

KM

- Height of Metacenter above the Keel: This


measurement is found by using the Draft Diagram
and Functions of Form Curves located in section
II(a) of the DC Book.

GM

- Metacentric Height: This measurement is


calculated by subtracting KG from KM (GM = KM KG). GM is a measure of the ship's initial
stability.

BM

- Metacentric Radius: The distance between the


Center of Buoyancy and the Metacenter. It is

actually the radius of the circle for the


movements of "B" at small angles of heel.

THE STABILITY TRIANGLE


When a ship is inclined, the center of buoyancy shifts off
centerline while the center of gravity remains in the same
location. Since the forces of buoyancy and gravity are equal
and act along parallel lines, but in opposite directions, a
rotation is developed. This is called a couple, two moments
acting simultaneously to produce rotation. This rotation
returns the ship to where the forces of buoyancy and gravity
balance out.

The distance between the forces of buoyancy and gravity is


known as the ships righting arm. As shown above, the
righting arm is a perpendicular line drawn from the center
of gravity to the point of intersection on the force of
buoyancy line.
For small angles of heel (0o through 7o to 10o, metacenter
doesnt move), the value for the ships righting arm (GZ)
may be found by using trigonometry:

Using the Sine function to solve for the righting arm:

With initial stability (0o to 7o-10o) the metacenter does not


move, and the Sine function is almost linear (a straight
line.) Therefore, the size of the ships Righting Arm, GZ,
is directly proportional to the size of the ships
Metacentric Height, GM. Thus, GM is a good measure of the
ships initial stability.

RIGHTING MOMENT (RM)

The Righting Moment is the best measure of a ship's overall


stability. It describes the ship's true tendency to resist
inclination and return to equilibrium. The Righting Moment
is equal to the ships Righting Arm multiplied by the ships
displacement.

Example:
A destroyer displaces 6000 LT and has a righting arm of 2.4
FT when inclined to 40 degrees. What is the ships Righting
Moment?

RM = 2.4 FT x 6000 LT
RM = 14,400 FT-Tons (pronounced "foot tons")

STABILITY CONDITIONS
The positions of Gravity and the Metacenter will indicate
the initial stability of a ship. Following damage, the ship
will assume one of the following three stability conditions:

POSITIVE STABILITY
The metacenter is located above
the ships center of gravity. As
the ship is inclined, Righting
Arms are created which tend to
return the ship to its original,
vertical position.

NEUTRAL STABILITY
The metacenter and the ships
center of gravity are in the same
location. As the ship is inclined,
no Righting Arms are created.
(until the metacenter starts to
move after the ship is inclined
past 7o-10o)

NEGATIVE STABILITY
The ships center of gravity is
located above the metacenter. As
the ship is inclined, negative
Righting Arms (called upsetting
arms) are created which tend to
capsize the ship.

STATICAL STABILITY CURVE (RIGHTING ARM


CURVE)
When a ship is inclined through all angles of heel, and the
righting arm for each angle is measured, the statical
stability curve is produced. This curve is a "snapshot" of
the ship's stability at that particular loading condition.

Much information can be obtained from this curve, including:

Range of Stability: This ship will generate Righting Arms


when inclined from 0o to approximately 74o. (This curve
usually assumes that the entire superstructure is
watertight.)
Maximum Righting Arm: The largest separation between the
forces of buoyancy and gravity. This is where the ship
exerts the most energy to right itself.
Angle of Maximum Righting Arm: The angle of inclination
where the maximum Righting Arm occurs.
Danger Angle: One half the angle of the maximum Righting
Arm.

SHIP'S HULL MARKINGS


Calculative Draft Marks
Used for determining displacement and other properties of
the ship for stability and damage control. These draft marks
indicate the depth of the keel (baseline) below the
waterline.
Two possible marking systems:
a. Roman numerals 3" in height (prior to 1972)
b. Arabic numerals 6" in height

Navigational Draft Marks


Ships operating drafts. These draft marks include the depth
of any projections below the keel of the ship.
a. Arabic numerals 6" in height

Limiting Draft Marks


"...installed on those ships whose limiting displacements
are known. As limiting displacements are determined, such
markings will be installed. If such drafts are exceeded, it
means jeopardizing the ship's ability to survive damage or
heavy weather." (NSTM 079 - 14.26)
Limiting drafts are assigned to maintain reserve buoyancy
(freeboard) prior to damage, and to prevent excessive hull
stresses as a result of overloading.

Plimsoll Marks (Load lines)


Markings of minimum allowable freeboard for registered
cargo-carrying ships. Located amidships on both the port and
starboard sides the ship.
Since the required minimum freeboard varies with water
density and severity of weather, different markings are used
for:
- TF - Tropical Fresh Water
- F - Fresh Water
- T - Tropical Water (sea water)
- S - Standard Summer
- W - Winter
- WNA - Winter North Atlantic

DRAFT DIAGRAM AND FUNCTIONS OF FORM


The Draft Diagram is a nomogram located in section II(a) of
the Damage Control Book. Each ship platform will have its
own Draft Diagram and it may vary between individual ships.
It is used for determining the ships displacement, as well
as other properties of the ship, including:
- Moment to Trim One Inch (MT1")
- Tons per Inch Immersion (TPI)
- Height of Metacenter (KM)
- Longitudinal Center of Flotation (LCF)
- Longitudinal Center of Buoyancy (LCB)

Instructions for use:


1. Draw a straight line (LINE #1)
between the ship's forward and aft draft
readings (use calculative drafts)
2. Where LINE #1 intersects the
Displacement Curve is the ship's
displacement at those given drafts.
3. Draw a horizontal line (LINE #2)
through the ship's displacement. (Hint:
When the forward and aft drafts are
equal, the line is horizontal)
4. MT1", TPI, KM, and LCB are determined using LINE #2.
5. Draw a vertical line (LINE #3)
through the ship's displacement (There
is no way to ensure this line is
vertical - just eyeball it.)
6. Where LINE #3 intersects the LCF
Curve is the ship's LCF for the given
drafts.

Example:
FFG-21 has the following drafts: Forward: 14'0" Aft: 15'6"

Find: 1. Ship's Displacement: 3600 LT


2. KM: 22.37 FT
3. MT1": 758 FT-Ton per Inch
4. TPI: 32.2 LT per Inch
5. LCB: 2.1 FT Aft of Midships
6. LCF: 24 FT Aft of Midships

CROSS CURVES OF STABILITY


The Cross Curves Of Stability are used to determine the
length of the righting arm at any angle of inclination for a
given displacement. Using the ship's displacement (from the
Draft Diagram and Functions of Form) a statical stability
curve for the ship can be constructed.

Instructions for use:


1. Enter the ships displacement along the
horizontal axis.
2. Draw a vertical line at the ship's
displacement. (Hint: "tick marks" are
located along the top of the curve to
assist in drawing this vertical line)
3. The displacement line will cross each
"angle of inclination" curve at various
points.
4. The righting arm for each angle of
inclination is read along the vertical
axis (left side).
5. Each righting arm is plotted at the
corresponding angle of inclination on
the "Statical Stability Curve Plotting
Sheet" or on regular graph paper.

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