What is Longitudinal Centre of Floatation(COF)?

When the ship floats at a particular draft, any trimming moment acting on the ship would act
about a particular point on the water plane. This point is the centroid of the area of the water
plane, and is called the center of the floatation. The distance of the center of floatation is read
with respect to either of the perpendiculars or the mid-ship, and is abbreviated as LCF.

This is at the geometric centre of the ship’s water plane area and is the point about which
the ship will trim.

Consider the ship where a weight is shifted longitudinally.

It can be seen that the LCF is in the same position in the ship’s length as the point where
the initial and final waterlines intersect.

It may be helpful to think of the ship as a child’s see-saw that has its pivot point
situated at the LCF.

Because the water plane area changes shape and size with draught the position of the LCF
will also change with draught.
The position of the LCF is normally quoted in hydrostatic data as being so many
metres forward of the after perpendicular.

The position of the LCF is important because if a ship experiences a change of trim, some
of that change of trim must be applied to the aft draught and the remainder applied to
the forward draught as can be seen.

In this case: Aft draught increases; Forward draught decreases.

Centre of gravity and centre of buoyancy

The weight of a vessel is distributed along its length, acting downwards over the entire
structure.

However, we consider all the weight to be acting vertically downwards through one
point which we call the centre of gravity (G). Consider a plank of wood, placed on a
fulcrum, a seesaw if you like. Moving the plank back and forth you will find the point
where the plank is balanced; this point is the centre of gravity. If the plank is perfectly
even through its length, the centre of gravity will be exactly in the middle, If it is not
even, G will be in such a position that the weight on one side will balance the other.
Note: the triangle in the diagram above represents the fulcrum or pivot point.

A ship is the same: all the weight is assumed to act downwards through the centre of
gravity, G.

Having considered the weight of a vessel, we now look at the buoyancy opposing that
weight. The hull of the ship is supported by water along its entire length.

Just as the weight of the vessel was assumed to act downward through the centre of
gravity, the buoyancy force is assumed to act vertically upwards through a single point
as well. This point is known as the centre of buoyancy (B). This centre of buoyancy is
the centre of the underwater part of the vessel’s hull.
The two forces, weight and buoyancy, are equal and opposite. For a vessel floating at
an even keel or upright, G and B are in the same vertical (centre) line. This will be true
if we consider the vessel lengthways (longitudinally) or across the vessel (transversely)

The relative positions of the centre of gravity and the centre of buoyancy will
determine the stability of the vessel.

Longitudinal metacenter.
What is difference between Stiff ship and Tender
ship?
STIFF SHIP:

A stiff ship is one with a very large GM caused by KG being too small. This occurs if too
much weight is placed low down within the ship. The ship will be excessively stable, righting
moments will be so large as to cause the ship to return to the upright very quickly when heeled.
Roll period will be short.

A very large GM should be avoided for the following reasons:

 The ship will return to the upright very quickly whereby the motion will be jerky causing
excessive strain on cargo lashings and possible cargo shift.
 Loose gear will be thrown about.
 It is uncomfortable for crew and injury may result from the ship’s quick motion.
 Structural damage to the ship may occur due to racking.

TENDER SHIP:

A tender ship is one with a very small GM caused by KG being too large. This occurs if too
much weight is placed high up within the ship. The ship will have insufficient stability, righting
moments will be very small when heeled causing the ship to be sluggish and slow to return to
the upright. Roll period will be long. (A tender ship is still a stable ship i.e. M is above G.)
A very small GM should be avoided for the following reasons:

 Because of the small righting moments the ship will only offer limited resistance to
being rolled, causing the ship to be rolled to larger angles of heel. This will increase the
risk of water being shipped on deck.
 The ship will be slow to return to the upright and will tend to remain at the extent of the
roll for a comparatively long time. This will create greater and more prolonged strain
on cargo lashings and increase the risk of cargo shift.
 Rolling to excessive angles of heel is also uncomfortable for the crew and injury may
result.

As a guide, a GM of between 4-8% of the ships breadth is desirable. Container ships that have
containers stowed on deck may probably be more suited to a GM value on the tender side of
these limits to minimize the stresses on deck container lashings.

Typical curves of statical stability for both a stiff and tender ship are shown.