S0300A6MAN010 CHAPTER 2 STABILITY

 Darcy Goodman
 3 months ago
 Views:
Transcription
1 CHAPTER 2 STABILITY 21 INTRODUCTION This chapter discusses the stability of intact ships and how basic stability calculations are made. Definitions of the state of equilibrium and the quality of stability as they apply to ships are given in the following paragraphs Equilibrium. A ship floating at rest, with or without list and trim, is in static equilibrium; that is, the forces of gravity and buoyancy are balanced. They are equal and acting in opposite directions and are in a vertical line with each other Stability. Stability is the measure of a ship s ability to return to its original position when it is disturbed by a force and the force is removed. A ship may have any one of three different kinds of stability, but only one at a time Positive Stability. If the ship tends to return to its original position after being disturbed by an external force, it is stable or has positive stability Negative Stability. If the ship tends to continue in the direction of the disturbing force after the force is removed, it is unstable or has negative stability Neutral Stability. A third state, neutral stability, exists when a ship settles in the orientation it is placed in by the disturbing force. Neutral stability seldom occurs to floating ships, but is of concern in raising sunken ships because a ship rising through the surface passes through a neutral condition. While the ship is neutrally stable, even a very small disturbing force may cause it to capsize. 22 TRANSVERSE STABILITY Transverse stability is the measure of a ship s ability to return to an upright position after being disturbed by a force that rotates it around a longitudinal axis. The following paragraphs define the elements of transverse stability and provide a method to calculate the transverse stability characteristics of a vessel Height of the Center of Gravity (KG). One of the primary concerns in transverse stability is the height of the center of gravity above the keel. This distance is measured in feet. In most ships, the center of gravity lies between a point sixtenths of the depth above the keel and the main deck. The position of the center of gravity depends upon the position of weights in the ship and changes whenever weight is added, removed or shifted. To calculate the height of the center of gravity, the following steps are necessary: 21
2 a. Classify all the weights in the ship. b. Determine the height of each weight above the keel. c. Multiply each weight by the height above the keel to determine the moment of the weight. d. Total the weights and the moments of weight. e. Divide the total of the moments of weight by the total weight to determine the height of the center of gravity. EXAMPLE 21 CALCULATION OF THE HEIGHT OF THE CENTER OF GRAVITY (KG) A ship has the following weights on board: Material Weight (w) Height above the keel (kg) Ship s structure 2, Machinery Stores Fuel Cargo What is the height of the center of gravity? A tabular format is convenient for this type of calculation. Weight Height above keel Moment of Weight w kg w x kg 2, , , , , ,200 Sums 3,950 55,
3 Height of the center of gravity: KG = KG = sum of the moments of weight total weight 55, , 950 KG = feet Height of the Center of Buoyancy (KB). The height of the center of buoyancy above the keel or baseline is another important distance in stability. This distance is measured in feet. Because the center of buoyancy is the geometric center of the underwater body of the ship, the height of the center of buoyancy depends upon the shape of the ship. In flatbottomed full ships, such as carriers and tankers, the center of buoyancy is lower than in finer lined ships, such as destroyers or frigates. Calculation of the location of the center of buoyancy for ship shapes is a lengthy and tedious process. The height of the center of buoyancy is contained in the curves of form. When curves of form are not available, estimates sufficient for salvage work may be made as follows. The height of the center of buoyancy is half the draft for a rectangular barge. In a ship s form, the center of buoyancy lies between 0.53 and 0.58 of the draft. A reasonable first approximation of the height of the center of buoyancy that is sufficiently accurate for salvage work is 0.55 times the mean draft Transverse Metacentric Radius (BM). The transverse metacentric radius is the distance between the center of buoyancy and the metacenter. Transverse metacentric radius is measured in feet. It is defined as the moment of inertia around the longitudinal axis of the waterplane at which the ship is floating divided by the displacement volume. BM = I V If the shape of the waterplane is known, the moment of inertia of the waterplane can be defined exactly. For salvage work, a reasonably accurate approximation may be made by: where: I = C IT x L x B 3 C IT = The transverse inertia coefficient and is equal to C WP 2 /11.7 L = Length between perpendiculars B = Beam 23
4 The transverse inertia coefficient may also be obtained from Figure 21 by entering along the horizontal scale with the waterplane coefficient, reading up to the curve, then across to the vertical scale. Figure 21. Transverse Inertia Coefficient. 24
5 EXAMPLE 22 CALCULATION OF THE TRANSVERSE METACENTRIC RADIUS An FFG7 Class ship is 408 feet long with a beam of 44 feet and draws 14.5 feet. Her block coefficient is and her waterplane coefficient is What is her transverse metacentric radius (BM)? a. Determine the transverse inertia coefficient. C IT = C WP C IT = C IT = b. Calculate the moment of inertia of the waterplane. l = C IT x L x B 3 l = x 408 x (44) 3 l = 1,689,096 feet 4 c. Calculate the displacement volume. V = C B x L x B x T V = x 408 x 44 x 14.5 V = 126,768 feet 3 d. Divide the moment of inertia by displacement volume to determine the transverse metacentric radius. BM = BM = l  V 1, 689, , 768 BM = feet The value of the metacentric radius derived from the curves of form is 13.4 feet. The calculated value is sufficiently accurate for salvage work. 25
6 NOTE The expression for transverse inertia coefficient is derived from the analysis of numerous ships and is a reasonable approximation for use in salvage. For a vessel or a barge with a rectangular waterplane (C WP = 1.0), an exact calculation is: I = ( L x B 3 ) Height of the Metacenter (KM). The height of the metacenter is the distance between the keel and the metacenter. The height of the metacenter is measured in feet. It is the sum of the height of the center of buoyancy and the metacentric radius, that is: KM = KB + BM For an upright ship, the metacenter lies on the same vertical line as the center of buoyancy and the center of gravity. If the curves of form are available, KM can be determined directly from them Metacentric Height (GM). The metacentric height, measured in feet, is the distance between the center of gravity and the metacenter and is the principal indicator of initial stability. A ship whose metacenter lies above the center of gravity has a positive metacentric height and is stable; conversely, a ship with the metacenter below the center of gravity has negative metacentric height and is unstable. With the distances KB, BM and KG known, GM can be calculated: and GM = KB + BM  KG GM = KM  KG Righting Arm (GZ). In an upright ship in equilibrium, the forces of gravity and buoyancy act equally in opposite directions along the vertical centerline. As the center of buoyancy shifts when the ship heels, these two opposing forces act along parallel lines. The forces and the distance between them establish the couple which tends to return a stable ship to the upright position. The righting arm is the distance between the lines of action of the weight acting through the center of gravity and the force of buoyancy acting through the center of buoyancy at any angle of inclination. Righting arms are measured in feet. Figure 22 shows the righting arm for an inclined stable ship. 26
7 Figure 22. Righting Arm. The length of the righting arm varies with the angle of inclination. The ratio of the righting arm to the metacentric height, GZ/GM, is equal to the sine of the angle for any small angle. If the sine of the angle is represented by Sin θ, the equation can be written as: or Sin θ = GZ GM GZ = GM x Sin θ NOTE The sine is one of three natural functions of angles that are used in basic naval architectural and salvage calculations. The others are the tangent and the cosine. A table of these natural functions is given in Appendix D. 27
8 This equation provides a convenient means of calculating righting arm for small angles of inclination. At angles of heel greater than about ten to fifteen degrees, the metacenter moves away from the centerline and the relationship between the metacentric height and righting arm is no longer exact. The righting arm at large angles of heel can be determined from the statical stability curve described in Paragraph Righting Moment (RM). The righting moment is the couple of the weight and buoyancy of an inclined ship. This moment acts to return the ship to an upright position. Righting moment is measured in foottons. Because forces creating the couple (the weight and buoyancy of the ship) are equal, opposite and equal to the displacement, the righting moment is the product of the displacement of the ship and the righting arm or: RM = W x GZ The size of the righting moment at any displacement and angle of inclination is a measure of the ship s ability to return to an upright position. As the righting moment at any displacement is directly proportional to the righting arm, the righting arm may be used as an indicator of stability Cross Curves of Stability. The cross curves of stability are a set of curves, each for a different angle of inclination, that show righting arm changes with displacement. A set of cross curves of stability for the FFG7 Class ship are shown in Figure 23. Note that a particular height of the center of gravity has been assumed in computing the curves. The importance of this assumption is explained in Paragraph To use the cross curves, enter on the horizontal scale with the displacement of the ship, read up to the curve representing the angle of interest and read across to the vertical scale to determine the value of the righting arm. For example, to obtain the righting arm at 3,200 tons displacement at an angle of 30 degrees, enter the curves of Figure 23 along the horizontal scale with 3,200 tons, then: a. Read up to the intersection with the 30degree curve. b. Read across to the vertical scale where it can be seen that the righting arm (GZ) is 1.67 feet. The principal use of the cross curves of stability is in constructing the curve of statical stability The Curve of Statical Stability. The curve of statical stability (or simply the stability curve) shows righting arm changes as the ship inclines at a particular displacement. Righting arm, in feet, is plotted on the vertical scale while the angle of inclination, in degrees, is plotted on the horizontal scale. The curve of statical stability, when plotted and corrected as described below, will provide the following information: 28
9 Range of inclination through which the ship is stable (Range of Stability) Righting arm at any inclination Righting moment at any inclination Angle at which maximum righting arm and maximum righting moment occur Metacentric height. Figure 23. Cross Curves of Stability Plotting the Curve of Statical Stability. Figure 24 is the curve of statical stability taken from the cross curves shown in Figure 23 for a displacement of 3,200 tons. The curve was constructed by: a. Entering the cross curves along the 3,200ton displacement line. b. Reading up to the angle of inclination and across to determine the righting arm for that angle of inclination and displacement. c. Repeating the last step for each angle plotted in the cross curves. d. Plotting the values obtained and drawing the curve. 29
10 Figure 24. Statical Stability Curve Height of Center of Gravity Correction. The cross curves of stability are calculated for a particular height of the center of gravity. When the center of gravity has a different height, the metacentric height and the stability curve change. If the actual center of gravity lies above the assumed center of gravity, the metacentric height is decreased and the ship is less stable; conversely, if the actual center of gravity is below the assumed center of gravity, the metacentric height is increased and the ship is more stable. The correction at any angle of inclination is the product of the difference between the actual and assumed heights of the center of gravity and the sine of the angle of inclination or: correction = GG 1 x sin θ where: GG 1 is the difference between the actual and assumed heights of the center of gravity. Thus, if the center of gravity is two feet above the assumed center of gravity, the correction can be calculated as: 210
11 Angle θ Sine of the angle sin θ Height difference GG 1 Correction GG 1 sin θ The corrections are plotted to the same scale as the curve of statical stability as shown in Figure 25. The corrected curve of statical stability is drawn by plotting the difference between the two curves as shown in Figure 26. If the actual height of the center of gravity is less than the assumed height, the calculation is done in the same manner, however, the correction curve is plotted below the horizontal axis as shown in Figure 27. The new statical stability curve is again the difference between the two curves as shown in Figure OffCenter Weight Correction. When there is offcenter weight and the center of gravity is no longer on the centerline, a list results and there is deterioration in the stability characteristics, including a reduction in righting arm toward the side to which the ship is listing. The reduction in righting arm is equal to the product of the distance between the new center of gravity and the centerline times the cosine of the angle of inclination or: where: correction = GG 1 x cos θ GG 1 is the distance between the centerline and the new position of the center of gravity. Thus, if the center of gravity is 0.5 feet from the centerline, the correction can be calculated as: Angle θ Cosine of the angle cos θ Horizontal distance GG 1 Correction GG 1 x cos θ
12 Figure 25. Correction to Statical Stability Curve, CG is 2 Feet Above Assumed Point. Figure 26. Corrected Statical Stability Curve. 212
13 Figure 27. Correction to Statical Stability Curve, CG is 2 Feet Below Assumed Point. Figure 28. Corrected Statical Stability Curve. 213
14 As is done with the height corrections, the offcenter weight corrections are plotted to the same scale as the curve of statical stability. The corrected curve of statical stability is drawn by plotting the difference between the two curves as shown in Figures 29 and The angle at which the corrected curve of statical stability crosses the horizontal axis is the angle of list caused by the offcenter weight Range of Stability. The range of stability is the number of degrees through which the ship is stable or the number of degrees through which the ship can heel without capsizing. The range of stability may be measured directly from the statical stability curve and its limit is the intersection of the curve and the horizontal axis. For instance: In Figure 24, the uncorrected stability curve, the range of stability is from 0 degrees to more than 90 degrees. In Figure 26, the stability curve corrected for height of the center of gravity, the range of stability is from 0 degrees to 77 degrees. In Figure 210, the stability curve corrected for offcenter weight, the range of stability is 20 degrees to 75 degrees. Figure 29. Correction to Statical Stability Curve for Transverse Shift of G. 214
15 Figure Corrected Statical Stability Curve for Transverse Shift in G Righting Arm and Righting Moment. The righting arm at any inclination may be read directly from the curve. Because each stability curve applies only to a specific displacement, the righting moment can be obtained directly for any angle by multiplying the righting arm by the displacement. In Figure 26, the maximum righting arm is 1.1 feet, the maximum righting moment is 3,520 foottons and the angle where the maximums occur is 51 degrees. Similarly, in Figure 210 the maximum righting arm is 0.83 feet, the maximum righting moment is 2,656 foottons and the angle where the maximums occur is 49 degrees Metacentric Height. The metacentric height may be obtained directly from the curve of statical stability by: a. Erecting a perpendicular to the horizontal axis at 57.3 degrees (one radian) b. Drawing the tangent to the statical stability curve at the origin. The intersection of the two lines indicates the metacentric height. In Figure 211, the metacentric height of the ship with stability curve 1 is 3.47 feet and that of the ship with stability curve 2 is 1.47 feet. 23 LONGITUDINAL STABILITY Longitudinal stability is the measure of a ship s ability to return to its original position after being disturbed by a force that rotates it around a transverse axis. Longitudinal stability is important to refloating operations because changes in the longitudinal stability of a stranded or sunken ship will not be apparent since the ship does not respond in the same manner as a ship afloat. The changes must be calculated to ensure salvors have an accurate assessment of the actual longitudinal stability situation. 215
16 Figure Metacentric Height from Statical Stability Curves Longitudinal Position of Center of Gravity (LCG). The longitudinal position of the center of gravity is as important to longitudinal stability as the height of the center of gravity is to transverse stability. Its position is determined solely by the distribution of weight along the length of the ship. The longitudinal position of the center of gravity is measured in feet from the midships section or the forward perpendicular. It is determined in a manner similar to determining the height of the center of gravity above the keel in that the sum of the moments of the weights about either the forward perpendicular or the midships section is divided by the total weight to obtain the desired position. The following steps are necessary: a. Classify all the weights in the ship. b. Determine the longitudinal distance of each weight from the reference. c. Multiply each weight by the longitudinal distance from the reference to determine the moment of the weight. d. Total the weights and the moments of weight. e. Divide the total of the moments of weight by the total weight to determine how far the longitudinal position of the center of gravity lies from the reference. 216
17 EXAMPLE 23 CALCULATION OF THE LONGITUDINAL CENTER OF GRAVITY A ship has the following weights on board: Material Weight (w) Distance from the FP (Icg) (Long Tons) (Feet) Ship s structure 2, Machinery Stores Fuel Cargo What is the longitudinal position of the center of gravity? A tabular format is convenient for this type of calculation. Weight (w) Distance from FP (Icg) Moment of Weight (w x Icg) (Long Tons) (Feet) (Foot Tons) 2, , , , , ,000 Sums 3, ,400 Distance of LCG from FP = sum of the moments of weight total weight LCG = 856, , 950 LCG = feet (or 217 feet) abaft the FP Longitudinal Position of the Center of Buoyancy (LCB). The longitudinal position of the center of buoyancy is measured in feet from either the forward perpendicular or the midships section. For a ship in equilibrium, the longitudinal position of the center of buoyancy is in the same vertical line as the longitudinal position of the center of gravity. At any given time, there is only one point that is the center of buoyancy; the height and longitudinal position are two coordinates of that single point. Determination of the longitudinal position of the center of buoyancy is lengthy and tedious, requiring calculation of the underwater volume of the ship and its distribution. The longitudinal position of the center of buoyancy may be obtained from the curves of 217
18 form. In salvage, the longitudinal position of the center of buoyancy is important primarily in making strength calculations when buoyancy must be distributed to place the longitudinal positions of the centers of gravity and buoyancy in the same vertical line Longitudinal Center of Flotation (LCF). The longitudinal center of flotation is the point about which the ship trims. It is the geometric center of the waterline plane. The longitudinal position of the center of flotation is measured in feet from either the midships section or the forward perpendicular. In ships of normal form, it may lie either forward or aft of the midships section. In finelined ships, the longitudinal center of flotation is usually slightly abaft the midships section. The longitudinal position of the center of flotation is required to calculate final drafts when trim changes. It can be calculated if the exact shape of the waterplane is known or it may be obtained from the curves of form. If the position cannot be obtained, it can be assumed to be amidships Longitudinal Metacenter (M L ). The longitudinal metacenter is an imaginary point of importance in longitudinal stability. Like the transverse metacenter, it is located where the force of buoyancy s lines of action running through the longitudinal center of buoyancy intersect the vertical line through the center of buoyancy of the untrimmed ship. While the center of gravity and the center of buoyancy are points whose heights above the keel and longitudinal position are two coordinates of the same point, the transverse metacenter and the longitudinal metacenter are separate points, each with its own set of coordinates Longitudinal Metacentric Radius (BM L ). The longitudinal metacentric radius is the distance between the center of buoyancy and the longitudinal metacenter. The longitudinal metacentric radius is measured in feet. It is defined as the moment of inertia of the waterline waterplane about a transverse axis divided by the volume of displacement. BM L = I L V  If the shape of the waterplane is known, the moment of inertia of the waterplane can be defined exactly. For salvage work, a reasonably accurate approximation may be made by: where: I L = C IL x B x L 3 C IL = The longitudinal inertia coefficient and is equal to (0.143 x C WP ) B = Beam L = Length between perpendiculars 218
19 NOTE The longitudinal inertia coefficient may be obtained directly from Figure 212 by entering along the horizontal scale with the waterplane coefficient, reading up to the curve and then reading across to the vertical scale. Figure Longitudinal Inertia Coefficient. 219
20 EXAMPLE 24 CALCULATION OF THE LONGITUDINAL METACENTRIC RADIUS An FFG7 Class ship is 408 feet long with a beam of 44 feet and draws 14.5 feet. Her block coefficient is and her waterplane coefficient is What is her longitudinal metacentric radius (BM L )? a. Determine the longitudinal inertia coefficient: C IL = (0.143 x C WP ) C IL = (0.143 x ) C IL = b. Calculate the moment of inertia of the waterplane: I L = CIL x B x L 3 I L = x 44 x (408) 3 I L = 125,212,356 feet 4 c. Calculate the displacement volume: V = C B x L x B x T V = x 408 x 44 x 14.5 V = 126,768 feet 3 d. Divide moment of inertia by displacement volume to get longitudinal metacentric radius: BM L = BM L = BM L = l  L V 125, 212, , feet (or 988 feet) 220
21 23.6 Height of the Longitudinal Metacenter (KM L ). The height of the longitudinal metacenter is the distance between the metacenter and the keel and is measured in feet. The height of the longitudinal metacenter is the sum of the height of the center of buoyancy and the longitudinal metacentric radius or: KM L = KB + BM L where: KM L = The longitudinal height of the metacenter KB = The height of the center of buoyancy BM L = Longitudinal metacentric radius Longitudinal Metacentric Height (GML). The longitudinal metacentric height is the distance between the height of the center of gravity and the longitudinal metacenter measured in feet. The longitudinal metacentric height is the difference between the longitudinal height of metacenter and the height of the center of gravity or: GM L = KM L  KG where: GM L = Longitudinal metacentric height KM L = Height of the longitudinal metacenter KG = Height of the center of gravity Trim. The quantities necessary for determining trim and how they are used are explained in the following paragraphs Trimming Moment. A trimming moment is a moment exerted by a weight anywhere in the ship acting about the center of flotation. A trimming moment causes the ship to trim or tip, around the center of flotation. There is no special symbol for trimming moment, though M is convenient to use. Trimming moment is measured in foottons. For instance, a weight of 25 tons placed 100 feet forward of the center of flotation would have a trimming moment of 2,500 foottons by the bow. Paragraph provides an example for longitudinal effects of weight additions and removals Moment to Change Trim One Inch (MT1). The trimming moment required to cause a change in trim of one inch (1") is known as the Moment to Change Trim One Inch. The MT1 for 221
22 any ship depends upon the hull form and may be either obtained from the curves of form or calculated by: MT1 = ( GM L W) ( 12 L) where: GM L = Longitudinal metacentric height W = Displacement L = Length between perpendiculars As the longitudinal metacentric radius, BML, is easily obtained and is not very different from the longitudinal metacentric height, GML, it is often used to determine an approximate MT1 by: MT1 = ( BM L W) ( 12 L) Additional methods of calculating the approximate moment to change trim one inch can be found in Appendix C. EXAMPLE 25 CALCULATION OF MOMENT TO TRIM ONE INCH What is the approximate moment to change trim one inch for the FFG7 Class ship described in Example 24? To calculate the approximate moment to trim one inch: MT1 = ( BM L W) ( 12 L) From the calculation in Example 24: BM L = 988 feet L = 408 feet V = 126,768 cubic feet 222
23 Displacement can be calculated from displacement volume: 126, 768 W = W = 3,622 tons then ( 988 3, 622) MT1 = ( ) MT1 = foottons MT1 from the curves of form is 760 foottons. The value based on calculation is within 10 percent of the actual MT1 and is a reasonable approximation for salvage work. NOTE The Greek letter delta (À) is used in conjunction with symbols to mean the change in the quantity that the symbol represents Trim Calculations. In salvage, trim calculations are usually made to determine the changes in draft fore and aft resulting from a change in trimming moment. The calculation has three parts: a. Determination of the trimming moment b. Determination of the total change of trim by dividing the trimming moment by the moment to change trim one inch or: δ trim = trimming moment MT1 c. Determination of the new drafts. When a ship trims, one end gains draft while the other end loses draft. For instance, a ship that trims by the bow gains draft at the bow and loses draft at the stern. The total trim is the sum of the amount gained at one end and lost at the other. As a ship trims about the center of flotation, the amount of change at the bow is proportional to the ratio of the product of the change of trim multiplied by the distance between the forward perpendicular and the center of flotation and the length of the ship or: δ T f = δ trim x (FP to LCF) L 223
24 The new draft forward will be the old draft forward with the change added or subtracted as appropriate: New T f = Original T f + δ T f Likewise, the change in trim aft is equal to the ratio of the product of the change of trim multiplied by the distance between the after perpendicular and the center of flotation and the length of the ship or: δ T a = δ trim x (AP to LCF) L The new draft aft will be the old draft aft with the change added or subtracted as appropriate: New T a = Original T a + δ T a EXAMPLE 26 CALCULATION OF TRIM The FFG7 Class ship described in Example 25 is floating at a draft both forward and aft of 14.5 feet. The center of flotation is twentyfive feet abaft the midship section. A trimming moment of 25,000 foottons by the bow is introduced. What are the new drafts? The first step, the determination of trimming moments, is not necessary because that information is already available; i.e., M = 25,000 foottons. To obtain the total change in trim, divide the trimming moment by the moment to change trim one inch: M δ trim = MT1 Moment to trim one inch is 760 foottons from the curves of form; therefore: δ trim = 25, δ trim = 32.9"" 224
25 To obtain the new draft forward, determine the distance from the FP to the LCF: FP to LCF = L FP to LCF = FP to LCF = 229 then δ T f = δ trim x (FP to LCF) L δ T f = δ T f = 18.5, or New T f = Old T f + δ T f New T f New T f = = To obtain the new draft aft, determine the distance from the AP to the LCF: AP to LCF = L AP to LCF = AP to LCF = 179 then δ T a = δ trim x (AP to LCF) L δ T a = δ T a = 14.5, or New T a = Old T a + δ T a New T a New T a = = A method to check the accuracy of the draft calculations is to add the change in 225
26 draft forward and the change in draft aft and compare the result with the total change in trim. These quantities should be equal. In the previous example the total change in trim was 32.9 inches. δ T f = 18.5 δ T a = Since the sum of the draft changes is equal to the total change in trim, the calculation was performed correctly. 226
Final KG plus twenty reasons for a rise in G
Chapter 3 Final KG plus twenty reasons for a rise in G hen a ship is completed by the builders, certain written stability information must be handed over to the shipowner with the ship. Details of the
More informationChapter 3 Hydrostatics and Floatation
Chapter 3 Hydrostatics and Floatation Naval Architecture Notes 3.1 Archimedes Law of Floatation Archimedes (born 287 B.C) Law states that An object immersed in a liquid experience a lift equivalent to
More informationA Guide to the Influence of Ground Reaction on Ship Stability
Journal of Shipping and Ocean Engineering 6 (2017) 262273 doi 10.17265/21595879/2017.06.004 D DAVID PUBLISHING A Guide to the Influence of Ground Reaction on Ship Stability Ahmed Helmy Abouelfadl and
More informationShip Stability September 2013 MyungIl Roh Department of Naval Architecture and Ocean Engineering Seoul National University
Planning Procedure of Naval Architecture and Ocean Engineering Ship Stability September 2013 MyungIl Roh Department of Naval Architecture and Ocean Engineering Seoul National University 1 Ship Stability
More informationTall Ships America Safety Under Sail Forum: Sailing Vessel Stability, Part 1: Basic Concepts
Tall Ships America Safety Under Sail Forum: Sailing Vessel Stability, Part 1: Basic Concepts Moderator: Captain Rick Miller, MMA Panelists: Bruce Johnson, CoChair Working Vessel Operations and Safety
More informationSHIP FORM DEFINITION The Shape of a Ship
SHIP FORM DEFINITION The Shape of a Ship The Traditional Way to Represent the Hull Form A ship's hull is a very complicated three dimensional shape. With few exceptions an equation cannot be written that
More informationNAVAL ARCHITECTURE 1. Class Notes
NAVAL ARCHITECTURE 1 Class Notes d G G 1 W tonnes d G 1 G w tonnes d G 1 G w tonnes Omar bin Yaakob Chapter 1 Introduction Naval Architecture Notes Introduction To carry out various activities at sea,
More informationEN400 LAB #2 PRELAB. ARCHIMEDES & CENTER of FLOTATION
EN400 LAB #2 PRELAB ARCHIMEDES & CENTER of FLOTATION Instructions: 1. The prelab covers theories that will be examined experimentally in this lab. 2. The prelab is to be completed and handed in to your
More informationFluid Mechanics HYDRO STATICS
Fluid Mechanics HYDRO STATICS Fluid Mechanics STABILITY OF FLOATING BODIES Any floating body is subjected by two opposing vertical forces. One is the body's weight W which is downward, and the other is
More informationCOURSE OBJECTIVES CHAPTER 4
COURSE OBJECTIVES CHAPTER 4 4. STABILITY 1. Explain the concepts of righting arm and righting moment and show these concepts on a sectional vector diagram of the ship s hull that is being heeled over by
More informationMSC Guidelines for the Submission of Stability Test (Deadweight Survey or Inclining Experiment) Results
S. E. HEMANN, CDR, Chief, Hull Division References a. 46 CFR 170, Subpart F Determination of Lightweight Displacement and Centers of Gravity b. NVIC 1791 Guidelines for Conducting Stability Tests c. ASTM
More informationLoad lines and freeboard marks
Chapter 8 Load lines and freeboard marks The link Freeboard and stability curves are inextricably linked. With an increase in the freeboard: Righting levers (GZ) are increased. GM T increases. Range of
More informationSTABILITY OF MULTIHULLS Author: Jean Sans
STABILITY OF MULTIHULLS Author: Jean Sans (Translation of a paper dated 10/05/2006 by Simon Forbes) Introduction: The capsize of Multihulls requires a more exhaustive analysis than monohulls, even those
More informationMultihull Preliminary Stability Estimates are Fairly Accurate
Multihull Design (Rev. A) 45 APPENDIX A ADDITIONAL NOTES ON MULTIHULL DESIGN MULTIHULL STABILITY NOTES Multihull stability is calculated using exactly the same method as described in Westlawn book 106,
More informationOptimizing the shape and speed performance of the boats
Optimizing the shape and speed performance of the boats A report submitted to Modelling Week and Study Group Meeting on Industrial Problems2013 by AWL Pubudu Thilan 1, Baikuntha Nath Sahu 2, Darshan Lal
More informationEXPERIMENT (2) BUOYANCY & FLOTATION (METACENTRIC HEIGHT)
EXPERIMENT (2) BUOYANCY & FLOTATION (METACENTRIC HEIGHT) 1 By: Eng. Motasem M. Abushaban. Eng. Fedaa M. Fayyad. ARCHIMEDES PRINCIPLE Archimedes Principle states that the buoyant force has a magnitude equal
More informationNumerical Modelling Of Strength For Hull Form Components Of A 700 Tonne SelfPropelled Barge Under Moment And Operational Loading
IOSR Journal of Engineering (IOSRJEN) ISSN (e): 22503021, ISSN (p): 22788719 Vol. 05, Issue 05 (May. 2015), V1 PP 4555 www.iosrjen.org Numerical Modelling Of Strength For Hull Form Components Of A 700
More informationCOURSE OBJECTIVES CHAPTER 2
COURSE OBJECTIVES CHAPTER 2 2. HULL FORM AND GEOMETRY 1. Be familiar with ship classifications 2. Explain the difference between aerostatic, hydrostatic, and hydrodynamic support 3. Be familiar with the
More informationREPORT ON TESTING OF INCLINE METHODS FOR. WEIGHT MOVEMENTS and LOADCELL MOVEMENTS TESTING IN A CONTROLED ENVIORMENT & TEST TANK
Designer of Commercial Vessels USCG COI & Classed Phone 2288631772 202 Alyce Pl. Long Beach, MS 39560 Email ~ ed@emcsq.com EMCsq 2004 Ed Carlsen 03/04/2005 REPORT ON TESTING OF INCLINE METHODS FOR WEIGHT
More informationStability of Ships with a Single Stranding Point
Stability of Ships with a Single Stranding Point Estabilidad de embarcaciones con varamiento de punto único Paula C. de Sousa Bastos 1 Marta C. Tapia Reyes 2 Abstract During rescue operations of stranded
More informationThe OTSS System for Drift and Response Prediction of Damaged Ships
The OTSS System for Drift and Response Prediction of Damaged Ships Shoichi Hara 1, Kunihiro Hoshino 1,Kazuhiro Yukawa 1, Jun Hasegawa 1 Katsuji Tanizawa 1, Michio Ueno 1, Kenji Yamakawa 1 1 National Maritime
More informationComparative Stability Analysis of a Frigate According to the Different Navy Rules in Waves
Comparative Stability Analysis of a Frigate According to the Different Navy Rules in Waves ABSTRACT Emre Kahramano lu, Technical University, emrek@yildiz.edu.tr Hüseyin Y lmaz,, hyilmaz@yildiz.edu.tr Burak
More informationWEIGHTS AND STABILITY
REVISION 2 NAVAL SHIPS TECHNICAL MANUAL CHAPTER 096 WEIGHTS AND STABILITY THIS CHAPTER SUPERSEDES CHAPTER 096 DATED 2 AUGUST 1996 DISTRIBUTION STATEMENT A: APPROVED FOR PUBLIC RELEASE; DISTRIBUTION IS
More informationChapter 3 PRESSURE AND FLUID STATICS
Fluid Mechanics: Fundamentals and Applications, 2nd Edition Yunus A. Cengel, John M. Cimbala McGrawHill, 2010 Chapter 3 PRESSURE AND FLUID STATICS Lecture slides by Hasan Hacışevki Copyright The McGrawHill
More information1. A tendency to roll or heel when turning (a known and typically constant disturbance) 2. Motion induced by surface waves of certain frequencies.
Department of Mechanical Engineering Massachusetts Institute of Technology 2.14 Analysis and Design of Feedback Control Systems Fall 2004 October 21, 2004 Case Study on Ship Roll Control Problem Statement:
More informationRESOLUTION MSC.141(76) (adopted on 5 December 2002) REVISED MODEL TEST METHOD UNDER RESOLUTION 14 OF THE 1995 SOLAS CONFERENCE
MSC 76/23/Add.1 RESOLUTION MSC.141(76) THE MARITIME SAFETY COMMITTEE, RECALLING Article 38(c) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING
More informationSHIP HYDROSTATICS AND STABILITY
[Type text] SHIP HYDROSTATICS AND STABILITY A SYSTEMATIC APPROACH Omar bin Yaakob A systematic Approach Table of Content Table of Content... ii Preface... iv Chapter 1 Ship Types, Basic Terms, Terminologies
More informationTHE USE OF ENERGY BUILD UP TO IDENTIFY THE MOST CRITICAL HEELING AXIS DIRECTION FOR STABILITY CALCULATIONS FOR FLOATING OFFSHORE STRUCTURES
10 th International Conference 65 THE USE OF ENERGY BUILD UP TO IDENTIFY THE MOST CRITICAL HEELING AXIS DIRECTION FOR STABILITY CALCULATIONS FOR FLOATING OFFSHORE STRUCTURES Joost van Santen, GustoMSC,
More informationRESOLUTION MSC.415(97) (adopted on 25 November 2016) AMENDMENTS TO PART B OF THE INTERNATIONAL CODE ON INTACT STABILITY, 2008 (2008 IS CODE)
MSC 97/22/Add.1 Annex 7, page 1 ANNEX 7 RESOLUTION MSC.415(97) THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions
More informationCorrelations of GZ Curve Parameters
Proceedings of the 15 th International Ship Stability Workshop, 1315 June 2016, Stockholm, Sweden 1 Correlations of GZ Curve Parameters Douglas Perrault, Defence Research and Development Canada Atlantic
More informationBUOYANCY, FLOATATION AND STABILITY
BUOYANCY, FLOATATION AND STABILITY Archimedes Principle When a stationary body is completely submerged in a fluid, or floating so that it is only partially submerged, the resultant fluid force acting on
More informationINCLINOMETER DEVICE FOR SHIP STABILITY EVALUATION
Proceedings of COBEM 2009 Copyright 2009 by ABCM 20th International Congress of Mechanical Engineering November 1520, 2009, Gramado, RS, Brazil INCLINOMETER DEVICE FOR SHIP STABILITY EVALUATION Helena
More informationU.S. NAVY SALVOR S HANDBOOK
COVER.DOC Page iii Tuesday, July 18, 2000 4:06 PM S0300A7HBK010 0910LP0467750 Revision 1 U.S. NAVY SALVOR S HANDBOOK DISTRIBUTION STATEMENT A: THIS DOCUMENT HAS BEEN APPROVED FOR PUBLIC RELEASE AND
More informationResearch on Goods and the Ship Interaction Based on ADAMS
Research on Goods and the Ship Interaction Based on ADAMS Fangzhen Song, Yanshi He and Haining Liu School of Mechanical Engineering, University of Jinan, Jinan, 250022, China Abstract. The equivalent method
More informationManeuverability characteristics of ships with a singlecpp and their control
Maneuverability characteristics of ships with a singlecpp and their control during inharbor shiphandlinghandling Hideo YABUKI Professor, Ph.D., Master Mariner Tokyo University of Marine Science and
More informationDISMANTLING OF A SHIP WHILE FLOATING NEXT TO A PIER
DISMANTLING OF A SHIP WHILE FLOATING NEXT TO A PIER by Edward B. Greenspan SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF BACHELOR OF SCIENCE IN OCEAN ENGINEERING AND MASTER OF
More informationGUIDANCE NOTICE. Unpowered Barges. Definition. General. Risk assessment. Application. Safety Management. Compliance
GUIDANCE NOTICE Unpowered Barges Definition Unpowered Barge  a vessel that is not propelled by mechanical means and is navigated by a powered vessel that moves it by pushing or towing. General This notice
More informationSTABILITY AND WATERTIGHT INTEGRITY
RULES FOR CLASSIFICATION OF SHIPS NEWBUILDINGS HULL AND EQUIPMENT  MAIN CLASS PART 3 CHAPTER 4 STABILITY AND WATERTIGHT INTEGRITY JULY 1995 CONTENTS PAGE Sec. 1 General... 5 Sec. 2 General Requirements...
More informationRULES PUBLICATION NO. 76/P STABILITY, SUBDIVISION AND FREEBOARD OF PASSENGER SHIPS ENGAGED ON DOMESTIC VOYAGES
RULES PUBLICATION NO. 76/P STABILITY, SUBDIVISION AND FREEBOARD OF PASSENGER SHIPS ENGAGED ON DOMESTIC VOYAGES 2006 (Consolidated text incorporating Amendments No. 1/2010, Amendments No. 2/2011 status
More informationDeterministic framework for damage stability. Mr Georgios Vavourakis
Deterministic framework for damage stability Mr Georgios Vavourakis Damage stability DAMAGE: Collision / Grounding / Explosion / Fire Watertight subdivision: Transverse / Longitudinal / Horizontal watertight
More informationREPORT OF THE MARITIME SAFETY COMMITTEE ON ITS NINETYSEVENTH SESSION
E MARITIME SAFETY COMMITTEE 97th session Agenda item 22 MSC 97/22/Add.1 6 December 2016 Original: ENGLISH REPORT OF THE MARITIME SAFETY COMMITTEE ON ITS NINETYSEVENTH SESSION Attached are annexes 1 to
More informationFinding the hull form for given seakeeping characteristics
Finding the hull form for given seakeeping characteristics G.K. Kapsenberg MARIN, Wageningen, the Netherlands ABSTRACT: This paper presents a method to find a hull form that satisfies as good as possible
More informationBy Syed Ahmed Amin Shah 4 th semester Class No 8 Submitted To Engr. Saeed Ahmed
EXPERIMENT # 01 DEMONSTRATION OF VARIOUS PARTS OF HYDRAULIC BENCH. HYDRAULIC BENCH Hydraulic bench is a very useful apparatus in hydraulics and fluid mechanics it is involved in majority of experiments
More informationSTEEL VESSELS UNDER 90 METERS (295 FEET) IN LENGTH 2014
Part 5: Specialized Vessels and Services RULES FOR BUILDING AND CLASSING STEEL VESSELS UNDER 90 METERS (295 FEET) IN LENGTH 2014 PART 5 SPECIALIZED VESSELS AND SERVICES (Updated September 2014 see next
More informationACTIVITY 1: Buoyancy Problems. OBJECTIVE: Practice and Reinforce concepts related to Fluid Pressure, primarily Buoyancy
LESSON PLAN: SNAP, CRACKLE, POP: Submarine Buoyancy, Compression, and Rotational Equilibrium DEVELOPED BY: Bill Sanford, Nansemond Suffolk Academy 2012 NAVAL HISTORICAL FOUNDATION TEACHER FELLOWSHIP ACTIVITY
More information. In an elevator accelerating upward (A) both the elevator accelerating upward (B) the first is equations are valid
IIT JEE Achiever 2014 Ist Year Physics2: Worksheet1 Date: 20140626 Hydrostatics 1. A liquid can easily change its shape but a solid cannot because (A) the density of a liquid is smaller than that of
More informationfor Naval Aircraft Operations
Seakeeping Assessment of Large Seakeeping Assessment of Large Trimaran Trimaran for Naval Aircraft Operations for Naval Aircraft Operations Presented by Mr. Boyden Williams, Mr. Lars Henriksen (Viking
More informationThe Roll Motion of Trimaran Ships
1 The Roll Motion of Trimaran Ships By Thomas James Grafton A Thesis Submitted fora Doctor of Philosophy Department of Mechanical Engineering University College London 2007 UMI Number: U593304 All rights
More informationDUKC DYNAMIC UNDER KEEL CLEARANCE
DUKC DYNAMIC UNDER KEEL CLEARANCE Information Booklet Prepared in association with Marine Services Department 10/10/2005 Dynamic Under Keel Clearance (DUKC) integrates real time measurement of tides and
More informationMSC Guidelines for Review of Stability for Towing Vessels (M)
S. E. HEMANN, CDR, Chief, Hull Division References Contact Information a. 46 CFR Subchapter M, Part 144 b. 46 CFR Subchapter S, Parts 170, 173 c. Navigation and Vessel Circular No. 1791, CH 1, Guidelines
More informationHigh Speed Connector. LT Fragiskos Zouridakis, HN LT Daniel Wang, USN
High Speed Connector LT Fragiskos Zouridakis, HN LT Daniel Wang, USN 1 Initial Requirement Part of System of Systems Intratheater Connector within the Sea Basing Concept High Speed, Agile, Versatile Platform
More informationRules for Classification and Construction Additional Rules and Guidelines
VI Rules for Classification and Construction Additional Rules and Guidelines 11 Other Operations and Systems 6 Guidelines for the Preparation of Damage Stability Calculations and Damage Control Documentation
More informationAgood tennis player knows instinctively how hard to hit a ball and at what angle to get the ball over the. Ball Trajectories
42 Ball Trajectories Factors Influencing the Flight of the Ball Nathalie Tauziat, France By Rod Cross Introduction Agood tennis player knows instinctively how hard to hit a ball and at what angle to get
More information81. The Pythagorean Theorem and Its Converse. Vocabulary. Review. Vocabulary Builder. Use Your Vocabulary
81 he Pythagorean heorem and Its Converse Vocabulary Review 1. Write the square and the positive square root of each number. Number Square Positive Square Root 9 81 3 1 4 1 16 1 2 Vocabulary Builder leg
More informationJAR23 Normal, Utility, Aerobatic, and Commuter Category Aeroplanes \ Issued 11 March 1994 \ Section 1 Requirements \ Subpart C  Structure \ General
JAR 23.301 Loads \ JAR 23.301 Loads (a) Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate loads (limit loads multiplied by prescribed
More informationConstruction relations with Operation Purse Seine Vessel
Construction relations with Operation Purse Seine Vessel Barani (2005) argued that the results of a study of 13 types of fishing gear showed that not all types of fishing equipment contributes profits
More informationPrinciples of glider flight
Principles of glider flight [ Lecture 2: Control and stability ] Richard Lancaster Email: Richard@RJPLancaster.net Twitter: @RJPLancaster ASK21 illustrations Copyright 1983 Alexander Schleicher GmbH &
More informationTONNAGE GUIDE FOR SIMPLIFIED MEASUREMENT
Rev 0 Feb 2004 TONNAGE GUIE FOR SIMPLIFIE MEASUREMENT Coast Guard Marine Safety Center Tonnage ivision (MSC4) www.uscg.mil/hq/msc TABLE OF CONTENTS 1. PURPOSE...3 2. GROSS / NET TONNAGE VS. ISPLACEMENT
More informationCOURSE OBJECTIVES CHAPTER 8
COURSE OBJECTIVES CHAPTER 8 8. SEAKEEPING 1. Be qualitatively familiar with the creation of waves including: a. The effects of wind strength, wind duration, water depth and fetch b. The wave creation sequence
More informationDESIGN PRINCIPLES, DESIGN LOADS
RUES FOR CASSIFICATION OF HIGH SPEED, IGHT CRAFT AND NAVA SURFACE CRAFT STRUCTURES, EQUIPMENT PART 3 CHAPTER 1 DESIGN PRINCIPES, DESIGN OADS JANUARY 2005 CONTENTS PAGE Sec. 1 Design Principles... 5 Sec.
More informationRULES FOR CLASSIFICATION. Ships. Part 3 Hull Chapter 5 Hull girder strength. Edition January 2017 DNV GL AS
RULES FOR CLASSIFICATION Ships Edition January 2017 Part 3 Hull Chapter 5 The content of this service document is the subject of intellectual property rights reserved by ("DNV GL"). The user accepts that
More informationAPPLICATION NOTE: MARINE APPLICATIONS Trim, Roll and Leeway.
APPLICATION NOTE: MARINE APPLICATIONS Trim, Roll and Leeway. An Alternative VBOX Application Examples of Trim Angle effects Traditionally, the VBOX has been used by automotive markets but the wealth of
More informationHigher National Unit Specification. General information for centres. Unit title: Ship Stability 2. Unit code: D78J 35
Higher National Unit Specification General information for centres Unit code: D78J 35 Unit purpose: This Unit is about the theory and practice affecting stability, trim and structural loading for the safe
More informationPASSENGER VESSEL OPERATIONS AND DAMAGED STABILITY STANDARDS
(10/2007) PASSENGER VESSEL OPERATIONS AND DAMAGED STABILITY STANDARDS (NonConvention Vessels) 2 nd EDITION OCTOBER 2007 TC1002410 *TC1002410* Responsible Authority The Director of Design, Equipment
More informationLong and flat or beamy and deep Vbottom An effective alternative to deep Vbottom
Boat dual chines and a narrow planing bottom with low deadrise Long and flat or beamy and deep Vbottom An effective alternative to deep Vbottom Here is a groundbreaking powerboat concept with high efficiency
More informationSAMPLE MAT Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 1 Application of Dynamic VLines to Naval Vessels Matthew Heywood, BMT Defence Services Ltd, mheywood@bm tdsl.co.uk David Smith, UK Ministry of Defence, DESSESeaShipStab1@mod.uk ABSTRACT
More informationDeepwater Floating Production Systems An Overview
Deepwater Floating Production Systems An Overview Introduction In addition to the mono hull, three floating structure designs Tension leg Platform (TLP), Semisubmersible (Semi), and Truss Spar have been
More informationFISHING VESSELS SHIPS RULES FOR CLASSIFICATION OF NEWBUILDINGS DET NORSKE VERITAS SPECIAL SERVICE AND TYPE ADDITIONAL CLASS PART 5 CHAPTER 6
RULES FOR CLASSIFICATION OF SHIPS NEWBUILDINGS SPECIAL SERVICE AND TYPE ADDITIONAL CLASS PART 5 CHAPTER 6 FISHING VESSELS JANUARY 2011 CONTENTS PAGE Sec. 1 General Requirements... 6 Sec. 2 Design Requirements...
More informationMarine Safety Center Technical Note
Marine Safety Center Technical Note MARINE SAFETY CENTER TECHNICAL NOTE (MTN) NO. 108, CH1 Subj: Marine Safety Center Review of Rigid Hull Inflatable Vessels MTN 108, CH 1 Ref: (a) Title 46 CFR Subchapter
More information3, Committee 2, ISSC. 4 April 1972, Lyngby) Calculations of Motions and Hydrodynamic Pressures for a Ship in Waves. by 3. Fukuda and H.
I (ni. 972 RCHEF bliotheek van d bouwkunde nische Hogeschoo ibiotheek van de Onderafdetin sbouwkunde 'Sc e Hogeschoo, DOCUMENATE DATUM: 3, Committee 2, ISSC 4 April 1972, Lyngby) Lab. v. Scheepsbouwkunde
More informationFISHING VESSELS SHIPS RULES FOR CLASSIFICATION OF NEWBUILDINGS DET NORSKE VERITAS SPECIAL SERVICE AND TYPE ADDITIONAL CLASS PART 5 CHAPTER 6
RULES FOR CLASSIFICATION OF SHIPS NEWBUILDINGS SPECIAL SERVICE AND TYPE ADDITIONAL CLASS PART 5 CHAPTER 6 FISHING VESSELS JANUARY 2003 This booklet includes the relevant amendments and corrections shown
More informationSection 1 Types of Waves. Distinguish between mechanical waves and electromagnetic waves.
Section 1 Types of Waves Objectives Recognize that waves transfer energy. Distinguish between mechanical waves and electromagnetic waves. Explain the relationship between particle vibration and wave motion.
More informationIn the liquid phase, molecules can flow freely from position to position by sliding over one another. A liquid takes the shape of its container.
In the liquid phase, molecules can flow freely from position to position by sliding over one another. A liquid takes the shape of its container. In the liquid phase, molecules can flow freely from position
More informationRESOLUTION MEPC.64(36) adopted on 4 November 1994 GUIDELINES FOR APPROVAL OF ALTERNATIVE STRUCTURAL OR OPERATIONAL ARRANGEMENTS AS CALLED FOR IN
MEPC 36/22 THE MARINE ENVIRONMENT PROTECTION COMMITTEE, RECALLING Article 38(a) of the Convention of the International Maritime Organization concerning the function of the Committee, NOTING resolution
More informationBiomechanics Sample Problems
Biomechanics Sample Problems Forces 1) A 90 kg ice hockey player collides head on with an 80 kg ice hockey player. If the first person exerts a force of 450 N on the second player, how much force does
More informationA PROCEDURE FOR DETERMINING A GM LIMIT CURVE BASED ON AN ALTERNATIVE MODEL TEST AND NUMERICAL SIMULATIONS
10 th International Conference 181 A PROCEDURE FOR DETERMINING A GM LIMIT CURVE BASED ON AN ALTERNATIVE MODEL TEST AND NUMERICAL SIMULATIONS Adam Larsson, Det Norske Veritas Adam.Larsson@dnv.com Gustavo
More informationIn the liquid phase, molecules can flow freely from position. another. A liquid takes the shape of its container. 19.
In the liquid phase, molecules can flow freely from position to position by sliding over one another. A liquid takes the shape of its container. In the liquid phase, molecules can flow freely from position
More informationGuideline for Scope of Damage Stability Verification on new oil tankers, chemical tankers and gas carriers *)
(Nov 2009) (Rev.1 Nov 2010) Guideline for Scope of Damage Stability Verification on new oil tankers, chemical tankers and gas carriers *) 1 Application This recommendation applies for new oil tankers,
More informationPerformance Prediction of Hulls with Transverse Steps
Performance Prediction of Hulls with Transverse Steps Marina System entre for Naval Architecture David Svahn 073570 09 40 davsva0@kth.se June 009 Preface This report is a Masters Thesis at the Royal
More informationREGULATION FOR THE ADMEASUREMENT OF VESSELS TO ASSESS TOLLS FOR USE OF THE PANAMA CANAL 1 (May 2016) Chapter I General Standards and Definitions
IMPORTANT NOTICE: Spanish is the official language of the Agreements issued by the Panama Canal Authority Board of Directors. The English translation is intended solely for the purpose of facilitating
More informationSIZING AND CAPACITIES OF GAS PIPING
SIZING AND CAPACITIES OF GAS PIPING A.1 General piping considerations. The first goal of determining the pipe sizing for a fuel gas piping system is to make sure that there is sufficient gas pressure at
More informationMarine Safety Center Technical Note
Marine Safety Center Technical Note MARINE SAFETY CENTER TECHNICAL NOTE (MTN) NO. 117 MTN 117 16715 December, 2017 Subj: GUIDANCE ON DESIGN VERIFICATION FOR SUBCHAPTER M TOWING VESSELS Ref: (a) Navigation
More informationNEWBUILDINGS SPECIAL SERVICE AND TYPE ADDITIONAL CLASS. Fishing Vessels JULY 2014
RULES FOR CLASSIFICATION OF Ships PART 5 CHAPTER 6 NEWBUILDINGS SPECIAL SERVICE AND TYPE ADDITIONAL CLASS Fishing Vessels JULY 2014 The electronic pdf version of this document found through http://www.dnv.com
More informationCOMPARATIVE ANALYSIS OF CONVENTIONAL AND SWATH PASSENGER CATAMARAN
COMPARATIVE ANALYSIS OF CONVENTIONAL AND SWATH PASSENGER CATAMARAN Serđo Kos, Ph. D. David Brčić, B. Sc. Vlado Frančić, M. Sc. University of Rijeka Faculty of Maritime Studies Studentska 2, HR 51000 Rijeka,
More informationITTC Recommended Procedures and Guidelines
02  Page 1 of 17 Table of Contents.....2 1. PURPOSE OF PROCEDURE... 2 2. RECOMMENDED PROCEDURES FOR MANOEUVRING TRIAL... 2 2.1 Trial Conditions... 2 2.1.1 Environmental Restrictions... 2 2.1.2 Loading
More informationGuidelines for Using the UMTRI ATD Positioning Procedure for ATD and Seat Positioning (Version V)
Procedure for ATD and Seat Positioning (Version V) December 2004 Insurance Institute for Highway Safety Procedure for ATD and Seat Positioning (Version V) Introduction These guidelines provide a simplified
More informationRevision 7/2/02 MEASURING WRAVMA DRAWING DESIGNS WITH SCORING TEMPLATES
Revision 7/2/02 MEASURING WRAVMA DRAWING DESIGNS WITH SCORING TEMPLATES these suggested criteria supplement the criteria in the WRAVMA manual *Note item designs depicted here are representational and
More informationMSC Guidelines for Review of Gas Carrier Stability (Intact, Damaged, Lightship, and Special Loading Authorization)
R. J. LECHNER, CDR Chief, Tank Vessel and Offshore Division Purpose This Plan Review Guideline (PRG) explains the requirements for seeking plan approval for Gas Carrier Stability from the Marine Safety
More informationCHAPTER 1 STANDARD PRACTICES
CHAPTER 1 STANDARD PRACTICES OBJECTIVES 1) Functions and Limitations 2) Standardization of Application 3) Materials 4) Colors 5) Widths and Patterns of Longitudinal Pavement Marking Lines 6) General Principles
More informationEffect of Wave Steepness on Yaw Motions of a Weathervaning Floating Platform
16 th Australasian Fluid Mechanics Conference Crown Plaza, Gold Coast, Australia 27 December 27 Effect of Wave Steepness on Yaw Motions of a Weathervaning Floating Platform Jayanth Munipalli, and Krish
More informationINSTRUCTIONAL GOAL: Explain and perform calculations regarding the buoyant force on a
Snap, Crackle, Pop! Submarine Buoyancy, Compression, and Rotational Equilibrium Bill Sanford, Physics Teacher, Nansemond Suffolk Academy, Suffolk 2012 Naval Historical Foundation STEMH Teacher Fellowship
More informationScissor Mechanisms. Figure 1 Torero Cabin Service Truck. Scissor Mechanism was chassis mounted and lifted the cabin to service aircraft
Scissor Mechanisms Scissor mechanisms are very common for lifting and stabilizing platforms. A variety of manlifts, service platforms and cargo lifts utilize this visually simple but structurally complex
More informationInfluence of Trimaran Geometric Parameters on Intact and Damaged Ship Stability
Influence of Trimaran Geometric Parameters on Intact and Damaged Ship Stability William Scott Weidle Thesis submitted to the faculty of the Virginia Polytechnic Institute and State University in partial
More informationSimilarly to elastic waves, sound and other propagated waves are graphically shown by the graph:
Phys 300/301 Physics: Algebra/Trig Eugene Hecht, 3e. Prepared 01/24/06 11.0 Waves & Sounds There are two fundamental waves of transporting energy and momentum: particles and waves. While they seem opposites,
More informationSafety of Life at Sea, 1974 (SOLAS)
Safety of Life at Sea, 1974 (SOLAS) Prof. Manuel Ventura Ship Design I MSc in Naval Architecture and Marine Engineering SOLAS Historical Background Convention, 1974 Protocol, 1978 Amendments, 1983 Amendments,
More informationSAFEHULLDYNAMIC LOADING APPROACH FOR FLOATING PRODUCTION, STORAGE AND OFFLOADING (FPSO) SYSTEMS
GUIDANCE NOTES ON SAFEHULLDYNAMIC LOADING APPROACH FOR FLOATING PRODUCTION, STORAGE AND OFFLOADING (FPSO) SYSTEMS (FOR THE SHDLA CLASSIFICATION NOTATION) DECEMBER 2001 American Bureau of Shipping Incorporated
More informationShallowDraft RoPax Ships for Various Cargos and Short Lines
Journal of Water Resources and Ocean Science 2017; 6(5): 6570 http://www.sciencepublishinggroup.com/j/wros doi: 10.11648/j.wros.20170605.12 ISSN: 23287969 (Print); ISSN: 23287993 (Online) ShallowDraft
More informationCHAPTER 10: LINEAR KINEMATICS OF HUMAN MOVEMENT
CHAPTER 10: LINEAR KINEMATICS OF HUMAN MOVEMENT 1. Vector mechanics apply to which of the following? A. displacement B. velocity C. speed D. both displacement and velocity 2. If velocity is constant, then
More informationRESOLUTION MEPC.122(52) Adopted on 15 October 2004 EXPLANATORY NOTES ON MATTERS RELATED TO THE ACCIDENTAL OIL OUTFLOW PERFORMANCE UNDER REGULATION 23
MEPC 52/24/Add.1 THE MARINE ENVIRONMENT PROTECTION COMMITTEE, RECALLING Article 38(a) of the Convention on the International Maritime Organization concerning the functions of the Marine Environment Protection
More informationFigure 1 Figure 1 shows the involved forces that must be taken into consideration for rudder design. Among the most widely known profiles, the most su
THE RUDDER starting from the requirements supplied by the customer, the designer must obtain the rudder's characteristics that satisfy such requirements. Subsequently, from such characteristics he must
More information