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About the Stability of Ship Equilibrium

Article · November 1986

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Ioan Cuncev
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Revista Transporturilor si Telecomunicatiilor, no.11, 1986, Bucharest

About the Stability of Ship Equilibrium

Ioan Cuncev
-Transport Research Institute-

This paper deals with the problem of ship equilibrium stability using the theory
of catastrophes.

Let’s consider a floating body which is rolling in transverse section only,

therefore involving the mechanical work L = D.d, determined by the product
between the displacement D and the variation on the vertical of distance “a”
between the centre of gravity and centre of buoyancy. The latter is called the
dynamical stability arm and it is analytically demonstrated by:
d  ysinθ  (Z  Z B )cosθ  a(1  cosθ )
where:
(0,ZB) and (y,Z) – are the initial coordinates at =0 and at angle  of B
centre of buoyancy;
a – is the distance between hull gravity and buoyancy centers.
Also, there is :
dL  M  dθ  D 1 dθ
where:
M – represents the rudder torque ;
l - the arm of statical stability .
Also:

d   l  dθ
0
l = d’
namely:
l = y.cos+(Z-ZB).sin-a.sin
y/tg - a + Z - ZB).sin
From the condition of equilibrium l = 0, it results:
sin=0
y/tg- a + Z - ZB = 0
which represents two trajectories of equilibrium, the study of which, for various
hull shapes and positions of gravity center, leads to interesting conclusions as
regards the quality of ship equilibrium. In this respect, the coordinates of centre
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Revista Transporturilor si Telecomunicatiilor, no.11, 1986, Bucharest

of buoyancy (y,Z) should be analytically expressed depending on the respective

particular situation. For instance, in case of ships with straight sides, the
following formulae may be used:
y= r0 tg
z= zB +(1/2).r0.tg2
where, r0 represents the initial metacentric transverse radius (la =0).

SHIP EQUILIBRIUM WITHOUT INITIAL INCLINATION

Let’s consider a ship represented by a transverse section where we mark

with B- centre of buoyancy, G- ship centre of gravity, M- transverse metacentre,
K- intersection of basic plane with the diametrical plane in the transverse
section of the ship, as well as “a” =BG, h=GM, r0=BM.

Fig.1 The relative position of critical points in the transverse section

Theorem [1] is demonstrated: so that a float which is at rest, should be in a

stable equilibrium in relation to rolling motions, it is necessary and enough that
in normal position, the gravity center G of the float be situated under the rolling
metacentre. To this purpose, it was used the following expression of force
function:
sin2 
U  D  a  cos    I x  const.
2 cos
from which there derive the forces of gravity and buoyancy that act upon the
float inclined to angle With the notations already used: - specific gravity of
the environment (waterway) on which the ship is floating, Ix- inertial moment of

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Revista Transporturilor si Telecomunicatiilor, no.11, 1986, Bucharest

floating surface in relation to the longitudinal axis, it may be given the

following form for the potential V in case of a ship with straight sides:

U sin 2   r0 .tg 2 
V    a  cos  r0  a   cos
2 cos  2 
(1)
D
where: r0=Ix /D
Further, supposing that the centre of gravity is variable, it is achieved a
study on ship equilibrium stability, thus resulting aspects that may be also
related to the theory of catastrophes.
Condition of equilibrium:
V    tg   2  
 r0 1   a  sin   0,
   2   (2)
 
which in fact represents the condition when the rudder torque should be
annulled, leads to:
=0 (3)
which represents the equilibrium trajectory, as well as to:
2 2
a tg  
 1  1
r0 2 2
which represents another trajectory of equilibrium (fig.2).

Fig.2 Bifurcation of stable (-) and unstable one (---)

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Revista Transporturilor si Telecomunicatiilor, no.11, 1986, Bucharest

The intersection point of the two trajectories represents a point for

equilibrium bifurcation where the centre of gravity holds the critical position:
ac = r0 (4)
namely: it overlaps on the metacentre. It results:
2
a 
 1 (5)
ac 2

Calculating:
 2V tg 2   tg 2  
 r0  r0 1   a cos
 2 cos    2   (6)
   
3V tg V
 3  r0  (7)
3 cos3  
 4V 1  3 sin3   2V
 3  r0  (8)
4 cos5  2

we have as a result the following conclusions:

 2V
-for =0 and a < r0 namely on trajectory (3), there is  0 , that is the
2

equilibrium is stable;
-for =0 and a= r0, namely in the critical point, the derivatives of order
 4V
two and three are null, and  0 , which means that the minimization of
4
potential is achieved;
 2V
-for =0 and a > r0,  0 , namely, the equilibrium is unstable, which
2
means that in the critical point of equilibrium bifurcation, when “a” continues to
increase, the point moves on trajectory (5) where equilibrium is stable.
The study of pattern behavior in the vicinity of the point of equilibrium
bifurcation may also be achieved by serial development of the potential (1)
thus, resulting its variation:
1 3V 3 1  4V 4 1 2 3V
v  V  Vc      3 (a  a c )
3! 3 4! 4 3! 2
 a
where:
Vc=V (=0, a= ac=r0)
it results:

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Revista Transporturilor si Telecomunicatiilor, no.11, 1986, Bucharest

r a  r0 2
r  0 4  
8 2
namely:
2v 1 4  a 
W      12
r0 4  r0 
4
W  b2 (6)
4
where:
a
b 1
r0
Formula (6) means the potential of a catastrophe process of CUSP stable type:
X 4 pX 2
W  qx (7)
4 2
where, q=0.

Fig.3. Plotting of equilibrium curves on the behavioural surface of cusp

catastrophe for i=0.

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Revista Transporturilor si Telecomunicatiilor, no.11, 1986, Bucharest

The equation of behavioural surface represented in fig.3, results from condition:

W
 3  2b    0, (8)


Therefore:
a 
3  2  1  0
 r0 
finding it again in the equations (3) and (5):
=0
a 2
 1
r0 2
which represents the equation of the intersection curve of plane q=0, namely
W
(b), with the behavioural surface  0.

These results were obtained based on the hypothesis that the ship has not an
initial inclination i .

EQUILIBRIUM OF SHIP ALIST

Further, (fig.4) let’s consider the ship in equilibrium, in her initial position i,
due to the displacement of centre of gravity G0 in G for example, by movement
of a weight p from position (y0, Z0) to position (y1, Z1).

Fig.4-The arm of statical stability when the centre of gravity of the ship moves

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Revista Transporturilor si Telecomunicatiilor, no.11, 1986, Bucharest

It results the variation of the coordinates of ship gravity centre:

yG  p( y1  y0 ) / D
ZG  p( Z1  Z0 ) / D
Therefore the arm of statical stability becomes:
l= l0+l
where:
l = - (ZG sin+ yG cos)
If we consider again a ship with straight sides, there is:
r0 2
l0= (r0  tg   a 0 ) sin 
2
From the condition of equilibrium l=0;
r y
(r0  0 tg2  a 0  ZG  G ) sin   0
2 tg
it results:
sin=0
what it has already obtained in formula (2), as well as:
r0 3
. tg   (r0  a 0  z G ).tg  yG  0
2
If we write down:
a = a 0 + z G
yG  (r0  a 0 ) sin i
it results:
r0 3
tg   (r0  a ) tg  (r0  a 0 ) sin i  0
2
or:
a  a 
tg3  2  1 tg  2 0  1 sin i  0
 r0   r0 
which, for small angles it is written:
a  a 
3  2  1  2 0  1i  0
 r0   r0 
which represents the behavioural surface of a catastrophe process of stable cusp
type, the potential of which may be expressed by formula (7).
Various trajectories of the equilibrium point (fig.5) may be studied, depending
on the real ship operations:
-The ship is initially alist at i>0 (namely yG>0) and the distance “a” between
the center of hull B and centre of gravity G varies. It results that the ships is
inclined to  >i, on trajectory 1, reaching another position of equilibrium.

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Revista Transporturilor si Telecomunicatiilor, no.11, 1986, Bucharest

Fig.5. Stability of equilibrium of alist ship ( i  0 )

- Centre of gravity G corresponds to >0, and the ship is inclined to the

opposite side (<0), namely in point 2 of figure 5. By its movement, “a”
decreases the absolute value of  because at a certain value that corresponds to
point 3, a jump of equilibrium should be produced, determining the ship to jump
to the opposite side, corresponding to point 5, after which, the point will evolve

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 Revista Transporturilor si Telecomunicatiilor, no.11, 1986, Bucharest

according to a natural trajectory, making thus the stable equilibrium not possible
on branch 3-4.
These are only a few examples of trajectories, others being also possible and
others for i<0, as well as more general trajectories, where both “a” and I ,
namely yG and ZG vary, fact which involves variations of parameters of input
command b and q of figure 5.

The study of equilibrium stability , in more general cases, will prove to be

very important in the future because there are reasons to foresee the occurrence
and diversification of some new more technical and productive ship types,
where the center of hull and of gravity will be in motion to a greater extent.

BIBLIOGRAPHY

[1] IONESCU,D. Gh.s.a., Fluids mechanics and hydraulic machines,

Bucharest, Didactical and Pedagogical Publishing House, 1983.
[2] SEMYONOV, V., TYAN-SHANSKY, Statics and Dynamics of the
Ship, Peace Publishers, Moscow.

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