AML 794 WARSHIP DESIGN LAB BOOK

NAVAL CONSTRUCTION WING DEPARTMENT OF APPLIED MECHANICS

EXPERIMENT 1 DIMENSION MEASUREMENT OBJECTIVE To measure the dimensions of a rectangular barge model EQUIPMENT USED (i) (ii) Metre scale Rectangular barge model

INTRODUCTION Molded Base Line; Molded Dimensions The molded base line, drawn in the sheer plan and body plan as a straight horizontal line, represents an important reference datum, both for design and construction purposes. The line, in fact, represents a plane in space to which many vertical heights are referred. It also represents the bottom of the vessel's molded surface, and so is coincident with the top surface of the flat plate keel on most straight-keel ships with a single thickness of shell plating. The molded depth of a vessel is the vertical distance between the molded base line and the molded depth line of the uppermost deck at side as shown in Fig 1.1

Fig 1.1 Midship section, molded form

A ships size and capacity can be defined in two ways: linear dimensions or tonnages. A ship is a three dimensional structure having length, width and depth. Dimension measurement is the initial step in the stability analysis of ships. (i) Length: Most commonly used length measurements are length overall, length between perpendiculars and length on load waterline. (ii) Width: A ships width or more properly a ships breadth is expressed in a number of ways like length. A ships extreme breadth commonly called beam is measured from the most outboard point on one side to the most outboard point on the other side. The dimension must include any projections on either side of the vessel. (iii) Depth: It involves several vertical dimensions like freeboard, draught, draught marks and load lines. The vessels depth is measured vertically from the lowest point of the hull.

Fig 1.2: Ships Dimensions

Fig 1.3: How to read draught marks PROCEDURE (i) Keep the model on a flat surface and measure all the main dimensions using meter scale. (ii) For measuring dimensions on the waterline, place the model gently in water and mark the draught. Then carefully measure the length on load waterline. Threads may also be used for this purpose. DATA SHEET LOA LBP LWL Beam Depth PRECAUTIONS (i) (ii) (iii) All measurements should be carefully and accurately taken. Ensure minimum error in the scale being used. While taking measurements on the waterline, ensure that vessel is upright. : : : : : _____________________ _____________________ _____________________ _____________________ _____________________

EXPERIMENT 2 WEIGHT ESTIMATION - ARCHIMEDES' PRINCIPLE OBJECTIVE To estimate the weight of a rectangular barge model using two methods: (i) (ii) Physical measurement Displacement methods

EQUIPMENT USED (i) (ii) (iii) (iv) Meter scale Pan balance Model Tank / water front

INTRODUCTION Mass is a physical property which all objects possess, but objects of the same size can have different masses and weights. This difference is characterized by another property, density. Density is defined as the ratio of an object's mass to its volume: Weight of a body is given as the product of its mass and acceleration due to gravity. W=mxg (Note that in this experiment the balance gives mass in grams rather than weight) The Displacement method makes use of Archimedes Principle which states that when a body is fully or partially submerged in a liquid, it displaces its own volume of liquid and the weight of this volume displaced (or underwater volume) is the weight of the body. W = Volume of water displaced x density of water PROCEDURE DETERMINATION OF WEIGHT BY DIRECT MEASUREMENT (i) Use the pan balance, determine and record the mass of the barge model (ii) Calculate the weight by multiplying the mass recorded by acceleration due to gravity.

WEIGHT ESTIMATION BY DISPLACEMENT METHOD (i) (ii) (v) Lower the barge in water and record the water level. Find out the underwater volume; = L x B x T Calculate the weight of the barge: = x

DATA SHEET Mass of barge Length Breadth Weight from Pan Water level 1 Water level 2 UW Volume Density of liquid : : : : : : : : _____________________ _____________________ _____________________ _____________________ _____________________ _____________________ _____________________ _____________________

PRECAUTIONS (i) (ii) Readings should be taken accurately. Ensure no trim or heel of the barge while recording the data.

EXPERIMENT 3 INCLINING EXPERIMENT OBJECTIVE To perform Inclining experiment on a rectangular barge model for finding the vertical centre of gravity (KG) for different conditions of loading. EQUIPMENT USED (i) (ii) (iii) Barge model Plumb bob Metre stick on batten

INTRODUCTION Terminologies: (i) Lightship Displacement () is the quantity of water displaced by the vessel in tonnes (1 tonne = 1000 kg) (ii) Transverse Metacentre If a vessel is inclined transversely through a small angle, the centre of buoyancy B will move slightly from the middle towards the side. A line perpendicular to the new WL through the new centre of buoyancy will intersect the centreline of the ship at a point Mt referred as the transverse metacentre. (iii) Metacentric Height GMT in any condition of loading is the distance between the transverse metacentre and the centre of gravity of the vessel, in the condition of loading under consideration. The experiment is carried out when the ship is as near to completion as possible; that is as near to light condition as possible. When all is ready and the ship is upright, a weight is shifted across the deck transversely causing the ship to list. A little time is allowed for the ship to settle and the deflection of the plumb line along the batten is noted. If the weight is now returned to its original position the ship will return to the upright condition. She may now be listed in the opposite direction. From the deflections, the GM is obtained as follows

Fig 3.1: Inclining experiment

Let a mass of w tonnes be shifted across the deck through a distance of d meters. This will cause the centre of gravity of the ship to move from G to G1 parallel to the shift of centre of gravity of the weight. The ship will then list to bring the G1 vertically under M, i.e. to degrees. From triangle MGG1, thus, we can write;

The key points of reference are: K Point at the keel B Centre of buoyancy G Centre of gravity M Metacentre The height KM can be obtained from displacement tables. PROCEDURE (i) With the vessel steady, record the measurement or mark the zero point in line with the pendulum. Call this Experiment 0 (ii) Move weight A from port side to starboard side over weight C. When the vessel settles, mark the position of the pendulum line 1 or measure the deflection. Call this Experiment 1. (iii) Move weight B to the starboard side over weight D. When the vessel is steady, mark the position of the pendulum. Call this Experiment 2. The position of key reference points now differs from Figure 1. B and C are no longer in line and the righting lever GZ can be clearly seen. (iv) Move the weights A and B back to their original positions on the port side and when all is steady, mark the position of the pendulum 4 which is zero but it may not be coincident with the original zero position. Call this Experiment 3. (v) Move the weight C to the port side and place it over weight A. When settled, mark the position no 5. Call this Experiment 4 (vi) Place weight d over weight B and when all is settled mark the board no D or enter the distance moved from the new Zero position. Call this Experiment 5. (vii) Move weights C and D back to their original positions on the starboard side. Mark the new zero position if not the same as before or enter the distance moved by the pendulum from position no 6. (Ref Fig 3.2)

(viii) Repeat the movements of the weights at least three times and always be careful to record the correct zero position.

Fig 3.2: Inclining experiment procedure

CALCULATION Weights moved (w) Distance moved by the weight (d) Length of pendulum (l) Displacement () : : : : ____________________ ____________________ ____________________ ____________________

The deflection of the pendulum being recorded as follows: EXPERIMENT NO 01 & 08 02 03 04 05 06 07 Total deflection_________ To obtain GM: MEASUREMENT FROM METER STICK ON BATTEN DEFLECTION OF PENDULUM

0 _______weight A to B _______weight B to D _______weights A+B returned to port side (2 moves) _______weight C to A _______weight D to B _______weight C+D returned to starboard side (2 moves) Mean deflection () _________ GM = (w*d) / (W*tan ) = ((w*d*l) / (W*)

KM for a particular draught can be obtained from hydrostatics Hence KG = KM - GM

As there are total 8 deflections hence Mean deflection = total deflection / 8 PRECAUTIONS Necessary conditions for the experiment: (i) There should be little or no wind as it may influence the inclination of the barge. (ii) The barge should be floating freely. This means that nothing outside the barge should prevent her from listing freely. (iii) Any loose weights within the barge should be removed or secured properly. (iv) There should be no free surfaces within the barge. (v) The barge must be upright at the commencement of experiment.

EXPERIMENT 4 FREE SURFACE EFFECT OBJECTIVE To calculate the effect of free surface of liquids on stability. EQUIPMENT USED (i) (ii) Test set up Ballast water

INTRODUCTION When a tank is completely filled with a liquid, the liquid cannot move within the tank when the ship heels. For this reason as far as stability is concerned, the liquid may be considered as a static weight having its centre of gravity at the centre of gravity of the liquid within the tank. Figure 4.1 shows a ship with a double bottom tank filled with a liquid having its centre of gravity at g. The effect when the ship is heeled to a small angle is shown. No weights have been moved within the ship, therefore the position of G is not affected. The centre of buoyancy will move out to the low side indicated by BB1. Moment of statical stability = x GZ = x GM x sin

Fig 4.1: Inclination of a ship with fully filled tank Now consider the same ship floating at the same draught and having the same KG, but increase the depth of the tank so that the liquid now only partially fills it as shown in (c) and (d). When the ship heels, the liquid goes to the low side of the tank such that its centre of gravity shifts from G to G 1, parallel to gg1.

Fig 4.2: Inclination of a ship with partially filled tank Moment of statical stability = x G1Z1 = x GvZv = x GvM sin

This indicates that the effect of free surface is to reduce the effective metacentric height from GM to GvM. GGv is therefore the virtual loss of GM due to the free surface. Any loss in GM is a loss in stability.

Fig 4.3: Effect of free surface on GM It can be derived that

Where I W N second moment of the free surface about the centreline in m4 ships displacement in tonnes. density of the liquid in the tank in tonnes / m3 number of longitudinal compartments in the tank

PROCEDURE Consider the barge model with the dimensions and displacement as calculated in the previous experiments. Take the values of GM from the previous experiment for the given loading condition. It has a tank with dimensions __________ (i) (ii) (iii) Fill water in the central tank and calculate the GM for this condition using inclining experiment. Calculate the change in GM after free liquid has been added to the central tank. This experiment can be repeated for checking the effect of longitudinal subdivisions in the tank.

CALCULATION (i) (ii) (iii) Same as inclining experiment Calculate the change in GM Loss in GM = GMEmpty GMLiquid

PRECAUTIONS (i) Ensure that no external factors are affecting the stability of the model. (ii) Take all measurements in static condition.

EXPERIMENT 5 ANGLE OF LOLL OBJECTIVE To study the effect of negative GM on ships stability EQUIPMENT USED (i) (ii) Barge model Pendulum.

INTRODUCTION A special case arises when GM is negative but GZ becomes positive at some reasonable angle of heel. This is illustrated in Fig. 5.1 as 1. If the ship is momentarily at some angle of heel less than 1, the moment acting due to GZ tends to increase the heel. If the angle is greater than 1, the moment tends to reduce the heel. Thus the angle 1 is a position of stable equilibrium. Unfortunately, since the GZ curve is symmetrical about the origin, as 1 is decreased, the ship eventually passes through the upright condition and will then suddenly lurch over towards the angle 1 on the opposite side and overshoot this value before reaching a steady state. This causes an unpleasant rolling motion which is often the only direct indication that the heel to one side is due to a negative GM rather than to a positive heeling moment acting on the ship.

Fig 5.1: Angle of loll GZ is zero when sin = 0. This merely demonstrates that the upright condition is one of equilibrium. GZ is also zero when GM+ BM tan2 = 0.

PROCEDURE (i) Shift the movable weight up till GM becomes negative.

(ii) Slightly disturb the model and measure the angle of loll using the pendulum. (iii) Calculate the angle of loll theoretically and verify the experimental results. CALCULATION GMT Angle of loll ________________ ________________

EXPERIMENT 6 DAMAGE STABILTY OBJECTIVE To study the effect of bilging of compartments on stability. EQUIPMENT USED (i) (ii) Barge model Meter scale

INTRODUCTION (i) BILGING AMIDSHIPS COMPARTMENT

When a vessel floats in water, it displaces its own weight of water. Figure bellow shows a box shaped vessel floating in waterline WL. The weight of the vessel acting vertically downwards through G, force of buoyancy B = W. Now let an empty compartment amidships be holed below the waterline to such an extent that the water may flow freely into and out of the compartment. The vessel is thus said to be bilged. Fig 6.1 below shows the vessel in the bilged condition. Buoyancy provided by the bilged compartment is lost. Draught has increased and now vessel floats at W 1L1, where it is again displacing its own weight of water. X represents the increase in draught due to bilging.

Fig 6.1: Bilging of midship compartments The volume of lost buoyancy v is made good by the volumes y and z. Hence, v=y+z Let A be the area of waterplane before bilging, and let a be the area of bilged compartment. Then y + z = Ax - ax. Or v= x (A - a)

Increase in draught = x = v / (A - a) = Volume of lost buoyancy / Area of intact waterplane Note: KG after bilging will be same as KG before bilging. (i) BILGING THE END COMPARTMENTS

When the bilged compartment is located in a position away from midships, the vessels mean draught will increase to make good the lost buoyancy but the trim will also change. Consider the box shaped vessel shown in the figure below. The vessel is floating upright on even keel, WL representing the waterline. The centre of buoyancy is the centre of displaced water and the vessels centre of gravity is vertically above B. There is no trimming moment.

Fig 6.2: Bilging of end compartments Now let the forward compartment which is X metres long be bilged. To make good the loss in buoyancy, the vessels mean draught will increase as shown in figure (b), where W1L1 represents the new waterline. The centre of gravity will remain at G. It has already been shown that the effect of mean draught will be similar to that of loading a mass in the compartment equal to the mass of water entering the bilged space to the original waterline. The vertical component of the shift of centre of buoyancy (B to B1) is due to the increase in the mean draught. KB1 is equal to half the mean draught. Horizontal component of the shift of centre of buoyancy (B1B2) is equal to X/2. It can be shown that w x d = Trimming moment Thus the effect of trim is similar to that which would be produced if a mass equal to the lost buoyancy are loaded in the bilged compartment. PROCEDURE (iv) Calculate the permeable volume of the compartment upto the original waterline. (v) Calculate the TPI, longitudinal and lateral positions of CF for the waterplane with the damaged area removed. (vi) Calculate the original undamaged and revised second moment of areas of the waterplane about the CF in the two directions and hence new BMs. (vii) Calculate parallel sinkage and rise of CB due to the vertical transfer of buoyancy from the flooded compartment to the layer. (viii) Calculate new GMs.

(ix) Calculate the list and trim due to the eccentricity of the loss of buoyancy from the new CFs.

CALCULATION

Before flooding: Draught Displacement KG & KB KMT & KML WP area, m2 LCF & LBP

________________ ________________ ________________ ________________ ________________ ________________

After flooding: Permeable volume= Permeability * initial compt. Volume = ________________ Damaged waterplane area Movement of CF aft Movt. Of CF to port Original IT Damaged IT Damaged BMT Original IL Damaged IL Damaged BML Parallel sinkage Rise of B Damaged GMT Damaged GML Angle of heel Angle of trim Change of trim ________________ ________________ ________________ ________________ ________________ ________________ ________________ ________________ ________________ ________________ ________________ ________________ ________________ ________________ ________________ ________________