This document provides guidelines on barge stability. It discusses 10 basic stability rules for safe pontoon barge operations, including knowing the lightship displacement and center of gravity, cargo weight and center of gravity, block coefficient, initial metacentric height, combined center of gravity, limiting center of gravity curve, inclining experiments, loading and discharge conditions, and securing cargo to minimize free surface effects. It emphasizes the importance of understanding barge stability for safety.
“Análisis de las fuerzas aplicadas en una grúa torre”mads73
El documento analiza las fuerzas aplicadas a una grúa torre durante su uso en la construcción. Explica que una grúa torre debe soportar cargas como tensión, compresión, tracción y torsión. Describe las partes principales de una grúa torre, incluyendo la torre, flecha, contraflecha, contrapesos, carro y cables. También clasifica los diferentes tipos de grúas torre y explica los pasos para la instalación correcta de una grúa torre, incluyendo la preparación de la base, el montaje de la
Trabajo final de mecanica y resistenciaYhon Caceres
Este documento analiza las fuerzas y cargas máximas aplicadas a una grúa torre. Presenta las partes principales de una grúa torre como el mástil, la flecha, la contraflecha, el contrapeso, el lastre y el carro. También clasifica los diferentes tipos de grúas torre y describe conceptos como fuerza, tensión y masa que son relevantes para el análisis mecánico de una grúa torre.
Este documento introduce los conceptos básicos de tensores. Explica que los tensores pueden ser escalares, vectores o de segundo orden, y que representan cantidades físicas. Describe operaciones matemáticas con vectores como suma, resta, producto escalar y vectorial. También define sistemas de coordenadas rectangulares para expresar los componentes de un tensor.
Este documento presenta varios problemas de cinemática de cuerpos rígidos. El primer problema describe el movimiento de un pasajero en un tren que se mueve a velocidad constante. Los otros problemas involucran el cálculo de velocidades y aceleraciones relativas entre objetos que se mueven en sistemas de referencia en movimiento, incluyendo aviones, motocicletas, automóviles y volantes giratorios.
This lifting plan details the procedures and equipment for removing three inlet ducts (DT#01, DT#02, DT#03) from a power plant using two cranes. A 150-ton crawler crane will lift each duct while being repositioned and swung by the crane operator. A trailing 70-ton crane will assist in lowering the ducts onto a trailer. Rigging diagrams and specifications are provided for the cranes and accessories like spreader beams, wire slings, and chain blocks. Each duct will be lifted to a certain height, moved sideways and backed out of place before being lowered onto the trailer.
This document discusses an inclining test performed on a ship to determine its metacentric height (GM). It provides details of the test, including five shifts of weights totaling 216 tonnes that caused deflections of the ship ranging from 12 to 110 mm. It also shows the calculations to determine that the ship's GM as inclined is 1.68 m. Precautions for an accurate inclining test are noted, such as having a calm environment, securing loose weights, and restricting crew movement during the test.
The document discusses the center of gravity (CoG) and stability of objects. It defines CoG as the point where the entire weight of an object can be considered to act. For regular shapes, the CoG is at the geometric center. For irregular objects, methods are described to find the CoG using a plumb line and balance point. An object is stable when its CoG is directly above or within its base, and unstable if the CoG falls outside the base, allowing it to more easily rotate. Features like a low CoG and wide base promote stability.
“Análisis de las fuerzas aplicadas en una grúa torre”mads73
El documento analiza las fuerzas aplicadas a una grúa torre durante su uso en la construcción. Explica que una grúa torre debe soportar cargas como tensión, compresión, tracción y torsión. Describe las partes principales de una grúa torre, incluyendo la torre, flecha, contraflecha, contrapesos, carro y cables. También clasifica los diferentes tipos de grúas torre y explica los pasos para la instalación correcta de una grúa torre, incluyendo la preparación de la base, el montaje de la
Trabajo final de mecanica y resistenciaYhon Caceres
Este documento analiza las fuerzas y cargas máximas aplicadas a una grúa torre. Presenta las partes principales de una grúa torre como el mástil, la flecha, la contraflecha, el contrapeso, el lastre y el carro. También clasifica los diferentes tipos de grúas torre y describe conceptos como fuerza, tensión y masa que son relevantes para el análisis mecánico de una grúa torre.
Este documento introduce los conceptos básicos de tensores. Explica que los tensores pueden ser escalares, vectores o de segundo orden, y que representan cantidades físicas. Describe operaciones matemáticas con vectores como suma, resta, producto escalar y vectorial. También define sistemas de coordenadas rectangulares para expresar los componentes de un tensor.
Este documento presenta varios problemas de cinemática de cuerpos rígidos. El primer problema describe el movimiento de un pasajero en un tren que se mueve a velocidad constante. Los otros problemas involucran el cálculo de velocidades y aceleraciones relativas entre objetos que se mueven en sistemas de referencia en movimiento, incluyendo aviones, motocicletas, automóviles y volantes giratorios.
This lifting plan details the procedures and equipment for removing three inlet ducts (DT#01, DT#02, DT#03) from a power plant using two cranes. A 150-ton crawler crane will lift each duct while being repositioned and swung by the crane operator. A trailing 70-ton crane will assist in lowering the ducts onto a trailer. Rigging diagrams and specifications are provided for the cranes and accessories like spreader beams, wire slings, and chain blocks. Each duct will be lifted to a certain height, moved sideways and backed out of place before being lowered onto the trailer.
This document discusses an inclining test performed on a ship to determine its metacentric height (GM). It provides details of the test, including five shifts of weights totaling 216 tonnes that caused deflections of the ship ranging from 12 to 110 mm. It also shows the calculations to determine that the ship's GM as inclined is 1.68 m. Precautions for an accurate inclining test are noted, such as having a calm environment, securing loose weights, and restricting crew movement during the test.
The document discusses the center of gravity (CoG) and stability of objects. It defines CoG as the point where the entire weight of an object can be considered to act. For regular shapes, the CoG is at the geometric center. For irregular objects, methods are described to find the CoG using a plumb line and balance point. An object is stable when its CoG is directly above or within its base, and unstable if the CoG falls outside the base, allowing it to more easily rotate. Features like a low CoG and wide base promote stability.
1) The document discusses requirements for properly loading, securing, and carrying deck cargoes according to international regulations and codes of safe practice.
2) It highlights causes of losses of deck cargoes including severe weather, lack of appreciation of forces, cost pressures, and inadequate securing.
3) Guidelines are provided for distributing cargo weight evenly, using sufficient and properly oriented dunnage, and employing strong, balanced lashing arrangements. Spreading cargo weight and using dunnage helps prevent damage to the deck and cargo shift.
This document provides guidelines for safely packaging and securing cargo transported by Wallenius Wilhelmsen Logistics. It summarizes International Maritime Organization regulations regarding safe stowage and securing of cargo at sea. Cargo must be secured to withstand accelerations of 0.4g-1.0g in the vertical, sideways, and forward/backward directions depending on vessel type and route. Cargo packaging and securing points must be clearly marked and able to withstand forces from lashing and vessel motion according to IMO regulations and Wallenius Wilhelmsen Logistics' cargo securing manual.
This document summarizes various marine operations including towing, mooring, handling heavy loads at sea, personnel transfer, diving, remote operated vehicles, and underwater construction activities. It discusses the equipment, considerations, and methods used for each type of operation. Towing operations require strong attachments that can withstand dynamic loads. Mooring uses anchors and mooring lines to secure vessels. Personnel transfer faces challenges of transferring people safely between moving vessels in sea states. Diving and ROVs allow underwater inspection and intervention.
This document is the cargo securing manual for the M/S 'Vectis Isle' 10000DWT multipurpose dry cargo vessel. It provides specifications for fixed and portable cargo securing devices on board the vessel and guidelines for stowing and securing standardized, semi-standardized, and non-standardized cargo in accordance with international regulations. The manual contains information on ship particulars, definitions, and references other documents such as the loading and grain loading manuals. It also includes extracts from relevant international conventions on the safe stowage and securing of cargo.
This cargo securing manual provides guidelines for securing cargo on board the MV Tropical Estoril. [1] It describes the vessel as having no fixed cargo securing devices and being designed solely for carriage of refrigerated cargo in insulated holds. [2] Portable securing devices are not required for the banana boxes typically carried as individual unit loads with block stowage. [3] Any future modifications requiring additional securing points would need to ensure the ship's structure can withstand the added loads.
PowerLogistics Asia 2014 - Combining Experience, Know - How & Equipment - Jon...PowerLift Events
www.powerlogisticsasia.com is an annual project logistics event which is taking place in Singapore. The event brings together the heavy transport and lifting industry that is catering to the oil, gas, heavy engineering, power, mining and other related industries. It offers a great opportunity for participants to hold up the flag in the South East Asian project cargo market. It comprises of educational workshops, conferences, seminars and an exhibition.
www.powerlogisticsasia.com
The document provides guidelines on barge stability concepts and rules for safe pontoon barge operations. It discusses initial, static, and dynamic stability factors that are important for safely loading and transporting cargoes. The 10 basic stability rules cover determining lightship properties, cargo weights and positions, block coefficient, calculating initial metacentric height (GM), combined center of gravity (KG), limiting KG curves, and ensuring cargo is properly secured. Graphs demonstrate how to check if a loaded condition is safe using the limiting KG curve based on combined KG and displacement. Special care is needed when cranes or equipment may affect stability due to shifting cargo or free surface effects within cargo.
“Two seafarers were killed when struck by a parting mooring line.
C/O killed when a towline to barge parted and snapped back.”
While the simple and repetitive mooring operations may appear less challenging, the risk of complacency somehow reduces situational awareness among personnel. Consequently, increasing the possibility of an incident.
Understand the dangers in mooring operations in a shipyard industry from the document below -
#safety #animation #shipyard #shipyardindustry #mooring #safetyanimation
This document summarizes recommendations for towing operations from Det Norske Veritas (DNV) Rules for Planning and Execution of Marine Operations. It discusses requirements for tugs, towing lines, weather routing of tows, and reporting. The key requirements are that tugs have a minimum bollard pull based on environmental conditions, towing lines have a minimum length and breaking strength based on tug size, and towing operations create and follow a manual that considers weather routing, shelter areas, and reporting. Experience with enforcing these rules is also discussed, such as some tugs being rejected for unsatisfactory conditions.
This document summarizes recommendations for towing operations from Det Norske Veritas (DNV) Rules for Planning and Execution of Marine Operations. It discusses requirements for tugs, towing lines, weather routing of tows, and reporting. The key requirements are that tugs have a minimum bollard pull based on environmental conditions, towing lines have a minimum length and breaking strength based on tug size, and towing operations create and follow a manual that considers the route and environmental limitations. Experience with enforcing these rules is also discussed, such as some tugs being rejected for unsatisfactory conditions.
The document provides basic advice for securing cargo containers on ships to prevent damage and loss overboard in heavy weather. It recommends checking stack weights, lashing plans, lashing equipment for defects, and container integrity. Additional lashings should be added for heavy stacks or expected bad weather. Isolated or uneven stacks should be avoided, as well as heavy containers above light ones. Lashing systems should be kept simple using high-rated components, and precise instructions given to shore lashing gangs.
A reliable mooring rope contains several essential properties which are important for its effective performance in maritime applications. Learn more about required properties of a mooring rope. Visit: https://www.romaent.com/rope/marine-rope/
This document discusses different types of offshore oil rigs. There are two main categories: bottom-supported and floating vessels. Bottom-supported rigs include jack-up rigs, fixed platforms, and barges. Jack-up rigs can operate in shallow waters up to 210 meters deep. Fixed platforms are non-mobile structures used for long-term drilling, while barges are mobile but used in shallow inland waters. Floating vessels include drillships and semisubmersibles, which can operate in deeper waters up to 10,000 feet. Drillships are marine vessels modified for drilling, while semisubmersibles provide more stability in rougher conditions than drillships. Compliant tower platforms also provide stability
The document outlines a code of safe practice for carrying timber deck cargoes. It provides guidance to shipowners, operators, and others involved in transporting timber by deck. The purpose is to ensure timber cargoes are loaded, stowed, and secured to prevent damage to the ship and loss of cargo. The code covers practices for safe transportation, stowage, securing, and procedures to be included in cargo securing manuals. It applies to all ships over 24 meters carrying timber deck cargoes.
This document discusses the importance of estimating the weight and location of the center of gravity in ship design. During early design stages, weight and center of gravity are estimated based on similar ship types. Later, more detailed estimates are required. The weight and position of the center of gravity determine factors like stability, draft, and trim. Calculating weight and center of gravity accurately is crucial for successful ship design despite being laborious. Margins are included in estimates to account for errors and uncertainties.
This document is a curriculum vitae for Sean Murphy, a British national born in 1962. It lists his qualifications and extensive work history as a rigging supervisor and rigger, primarily in offshore oil and gas. His qualifications include safety certifications and rigging courses from 1994 to 2013. His employment history details positions from 1987 to the present as a rigger and rigging supervisor on various offshore vessels, installations, and projects around the world.
Maritime Simulators for training and engineering projectsPaul Racicot
The Maritime Simulation and Resource Centre (MSRC) provides maritime simulation and training using an advanced navigation simulator. It has several ship models and simulation labs equipped to train pilots, evaluate projects, and ensure navigation safety. The MSRC works with the Corporation of Lower St. Lawrence Pilots and offers internationally recognized simulation expertise and tailor-made training programs.
This document provides guidance on securing cargo containers aboard ships. It begins with an introduction noting that while container ships can now carry containers stacked higher, lashing systems have not developed to secure containers above the third or fourth tier. The failure to properly secure containers has led to increased losses overboard.
It then provides basic advice on best practices for securing containers, such as checking stack weights, using approved lashing plans, inspecting containers and equipment for defects, and adjusting lashings before bad weather. It also lists "do's and don'ts" and dispels common false beliefs about container securing.
The document discusses different lashing systems, ship types suitable for container carriage, and safety practices for working with containers
This document discusses ship stability including definitions, types of stability, factors affecting stability, criteria for assessing stability, and procedures for evaluating stability using a ship's stability booklet and loading conditions. It provides definitions of longitudinal stability, transverse stability, equilibrium conditions, intact and damaged stability, criteria for various ship types, and procedures for assessing loading conditions and developing a ship's stability booklet.
1) The document discusses requirements for properly loading, securing, and carrying deck cargoes according to international regulations and codes of safe practice.
2) It highlights causes of losses of deck cargoes including severe weather, lack of appreciation of forces, cost pressures, and inadequate securing.
3) Guidelines are provided for distributing cargo weight evenly, using sufficient and properly oriented dunnage, and employing strong, balanced lashing arrangements. Spreading cargo weight and using dunnage helps prevent damage to the deck and cargo shift.
This document provides guidelines for safely packaging and securing cargo transported by Wallenius Wilhelmsen Logistics. It summarizes International Maritime Organization regulations regarding safe stowage and securing of cargo at sea. Cargo must be secured to withstand accelerations of 0.4g-1.0g in the vertical, sideways, and forward/backward directions depending on vessel type and route. Cargo packaging and securing points must be clearly marked and able to withstand forces from lashing and vessel motion according to IMO regulations and Wallenius Wilhelmsen Logistics' cargo securing manual.
This document summarizes various marine operations including towing, mooring, handling heavy loads at sea, personnel transfer, diving, remote operated vehicles, and underwater construction activities. It discusses the equipment, considerations, and methods used for each type of operation. Towing operations require strong attachments that can withstand dynamic loads. Mooring uses anchors and mooring lines to secure vessels. Personnel transfer faces challenges of transferring people safely between moving vessels in sea states. Diving and ROVs allow underwater inspection and intervention.
This document is the cargo securing manual for the M/S 'Vectis Isle' 10000DWT multipurpose dry cargo vessel. It provides specifications for fixed and portable cargo securing devices on board the vessel and guidelines for stowing and securing standardized, semi-standardized, and non-standardized cargo in accordance with international regulations. The manual contains information on ship particulars, definitions, and references other documents such as the loading and grain loading manuals. It also includes extracts from relevant international conventions on the safe stowage and securing of cargo.
This cargo securing manual provides guidelines for securing cargo on board the MV Tropical Estoril. [1] It describes the vessel as having no fixed cargo securing devices and being designed solely for carriage of refrigerated cargo in insulated holds. [2] Portable securing devices are not required for the banana boxes typically carried as individual unit loads with block stowage. [3] Any future modifications requiring additional securing points would need to ensure the ship's structure can withstand the added loads.
PowerLogistics Asia 2014 - Combining Experience, Know - How & Equipment - Jon...PowerLift Events
www.powerlogisticsasia.com is an annual project logistics event which is taking place in Singapore. The event brings together the heavy transport and lifting industry that is catering to the oil, gas, heavy engineering, power, mining and other related industries. It offers a great opportunity for participants to hold up the flag in the South East Asian project cargo market. It comprises of educational workshops, conferences, seminars and an exhibition.
www.powerlogisticsasia.com
The document provides guidelines on barge stability concepts and rules for safe pontoon barge operations. It discusses initial, static, and dynamic stability factors that are important for safely loading and transporting cargoes. The 10 basic stability rules cover determining lightship properties, cargo weights and positions, block coefficient, calculating initial metacentric height (GM), combined center of gravity (KG), limiting KG curves, and ensuring cargo is properly secured. Graphs demonstrate how to check if a loaded condition is safe using the limiting KG curve based on combined KG and displacement. Special care is needed when cranes or equipment may affect stability due to shifting cargo or free surface effects within cargo.
“Two seafarers were killed when struck by a parting mooring line.
C/O killed when a towline to barge parted and snapped back.”
While the simple and repetitive mooring operations may appear less challenging, the risk of complacency somehow reduces situational awareness among personnel. Consequently, increasing the possibility of an incident.
Understand the dangers in mooring operations in a shipyard industry from the document below -
#safety #animation #shipyard #shipyardindustry #mooring #safetyanimation
This document summarizes recommendations for towing operations from Det Norske Veritas (DNV) Rules for Planning and Execution of Marine Operations. It discusses requirements for tugs, towing lines, weather routing of tows, and reporting. The key requirements are that tugs have a minimum bollard pull based on environmental conditions, towing lines have a minimum length and breaking strength based on tug size, and towing operations create and follow a manual that considers weather routing, shelter areas, and reporting. Experience with enforcing these rules is also discussed, such as some tugs being rejected for unsatisfactory conditions.
This document summarizes recommendations for towing operations from Det Norske Veritas (DNV) Rules for Planning and Execution of Marine Operations. It discusses requirements for tugs, towing lines, weather routing of tows, and reporting. The key requirements are that tugs have a minimum bollard pull based on environmental conditions, towing lines have a minimum length and breaking strength based on tug size, and towing operations create and follow a manual that considers the route and environmental limitations. Experience with enforcing these rules is also discussed, such as some tugs being rejected for unsatisfactory conditions.
The document provides basic advice for securing cargo containers on ships to prevent damage and loss overboard in heavy weather. It recommends checking stack weights, lashing plans, lashing equipment for defects, and container integrity. Additional lashings should be added for heavy stacks or expected bad weather. Isolated or uneven stacks should be avoided, as well as heavy containers above light ones. Lashing systems should be kept simple using high-rated components, and precise instructions given to shore lashing gangs.
A reliable mooring rope contains several essential properties which are important for its effective performance in maritime applications. Learn more about required properties of a mooring rope. Visit: https://www.romaent.com/rope/marine-rope/
This document discusses different types of offshore oil rigs. There are two main categories: bottom-supported and floating vessels. Bottom-supported rigs include jack-up rigs, fixed platforms, and barges. Jack-up rigs can operate in shallow waters up to 210 meters deep. Fixed platforms are non-mobile structures used for long-term drilling, while barges are mobile but used in shallow inland waters. Floating vessels include drillships and semisubmersibles, which can operate in deeper waters up to 10,000 feet. Drillships are marine vessels modified for drilling, while semisubmersibles provide more stability in rougher conditions than drillships. Compliant tower platforms also provide stability
The document outlines a code of safe practice for carrying timber deck cargoes. It provides guidance to shipowners, operators, and others involved in transporting timber by deck. The purpose is to ensure timber cargoes are loaded, stowed, and secured to prevent damage to the ship and loss of cargo. The code covers practices for safe transportation, stowage, securing, and procedures to be included in cargo securing manuals. It applies to all ships over 24 meters carrying timber deck cargoes.
This document discusses the importance of estimating the weight and location of the center of gravity in ship design. During early design stages, weight and center of gravity are estimated based on similar ship types. Later, more detailed estimates are required. The weight and position of the center of gravity determine factors like stability, draft, and trim. Calculating weight and center of gravity accurately is crucial for successful ship design despite being laborious. Margins are included in estimates to account for errors and uncertainties.
This document is a curriculum vitae for Sean Murphy, a British national born in 1962. It lists his qualifications and extensive work history as a rigging supervisor and rigger, primarily in offshore oil and gas. His qualifications include safety certifications and rigging courses from 1994 to 2013. His employment history details positions from 1987 to the present as a rigger and rigging supervisor on various offshore vessels, installations, and projects around the world.
Maritime Simulators for training and engineering projectsPaul Racicot
The Maritime Simulation and Resource Centre (MSRC) provides maritime simulation and training using an advanced navigation simulator. It has several ship models and simulation labs equipped to train pilots, evaluate projects, and ensure navigation safety. The MSRC works with the Corporation of Lower St. Lawrence Pilots and offers internationally recognized simulation expertise and tailor-made training programs.
This document provides guidance on securing cargo containers aboard ships. It begins with an introduction noting that while container ships can now carry containers stacked higher, lashing systems have not developed to secure containers above the third or fourth tier. The failure to properly secure containers has led to increased losses overboard.
It then provides basic advice on best practices for securing containers, such as checking stack weights, using approved lashing plans, inspecting containers and equipment for defects, and adjusting lashings before bad weather. It also lists "do's and don'ts" and dispels common false beliefs about container securing.
The document discusses different lashing systems, ship types suitable for container carriage, and safety practices for working with containers
This document discusses ship stability including definitions, types of stability, factors affecting stability, criteria for assessing stability, and procedures for evaluating stability using a ship's stability booklet and loading conditions. It provides definitions of longitudinal stability, transverse stability, equilibrium conditions, intact and damaged stability, criteria for various ship types, and procedures for assessing loading conditions and developing a ship's stability booklet.
2. INTRODUCTION
The purpose of these Guidelines is to provide insight into
the basic stability concepts relevant to loading and to loaded
pontoon barges.
Pontoon barges are used for a wide variety of cargoes from bulk
loads such as coal, rock, and logs – with low to medium centres
of gravity – through to vehicles, and unique ‘one-off’ loads such
as industrial equipment and storage tanks, which can have very
high centres of gravity, and windage areas. Pontoon barges are
also used as work platforms for many types of equipment including
cranes and pile drivers.
Stability considerations are critical when conducting transportation
and other marine operations safely.
The guidance that follows only deals with stability. It is assumed
that other aspects of best marine practice – such as having
sufficient handling power (bollard pull), and manoeuvring capability,
watertightness arrangements (including securing of hatches etc),
and ensuring adequacy of tow rigging, emergency, and safety gear
– have also all been addressed.
Disclaimer: All care and diligence has been used in extracting, analysing
and compiling this information, however, Maritime New Zealand gives no
warranty that the information provided is without error.
Copyright Maritime New Zealand 2006
Parts of this publication may be reproduced provided acknowledgement
is made to this publication and Maritime New Zealand as the source.
ISBN 0-478-18839-0
3. contents 10 basic stability rules
FOR SAFE PONTOON BARGE OPERATIONS
1 INTRODUCTION Understanding and managing the stability of your barge is critical to the safety of
you and your crew, and to the safe delivery of your cargo.
3 10 BASIC STABILITY RULES
4 STABLE / UNSTABLE VESSEL The following basic rules offer step by step guidance aimed at ensuring safety and
success. In case of any doubt appropriate advice must be obtained prior to agreeing
5 STABILITY to undertake a marine operation. Differences in cargoes, environment, routing,
5 Initial Stability equipment and crewing make each situation unique.
7 Static Stability Proper planning is common sense – safety is no accident.
7 Dynamic Stability
8 Combined KG 1 Know the lightship displacement of the barge before loading.
10 LIMITING KG CURVES 2 Know the lightship centre of gravity (KG) for the barge.
12 OTHER STABILITY CONSIDERATIONS
3 Know the weight and centre of gravity of the cargo.
12 Crane Outreach
13 Free surface effect 4 Be aware of the block coefficient of the barge.
14 Shifting Cargo 5 Be aware of initial metacentric height (GM) and know how to calculate it for
14 Loading and Discharge the loaded barge using the rectangular block formula.
6 Know how to calculate the combined KG for the barge loaded with its cargo.
7 Be aware of the limiting KG curve, and have one available for guidance in
loading your barge.
8 Talk to a Maritime NZ recognised Ship Surveyor about conducting an
inclining experiment and make contact with a Maritime NZ recognised Naval
Architect to obtain a limiting KG curve for your barge.
9 Always check the loading and discharge conditions as well as the loaded
cargo condition for the barge.
10 Take special care that cargo is properly secured, and that free surface effects
are minimised, when using cranes or other equipment that may affect the
stability of the barge.
Consult a Maritime NZ recognised Ship Surveyor, or Naval Architect in any cases
of doubt.
4. Stable / Unstable Vessel Stability
Illustration ONE – stable / unstable vessel Initial Stability
To be adequately stable, the metacentric height (GM) of the loaded vessel, floating upright in
still water, is required to be above a minimum value.
above above GMmin = 0.35 metres is a recommended minimum guidance value.1
Metacentric height can be calculated using the formula:
GM = KB + BM – KG
(where the distances between K, B, G, and M are all in metres, KB is the vertical distance from
the keel to the centre of buoyancy, BM is the vertical distance from the centre of buoyancy to
the metacentre, and KG is the vertical distance from the keel to the centre of gravity).
The vertical distance between the centre of buoyancy (B) and the metacentre (M), that is
BM = / V (where is the inertia of the water plane area*, and V is the volume of displacement.)
For a rectangular water plane area, such as that displaced by a pontoon barge, the ‘roll inertia’
is = (l x b3)/12, and (for a box shaped barge) the ‘displaced volume’ is V = (l x b x t) (where
l is the length, b is the beam, t is the draught).
Illustration ONE Glossary
EXAMPLE ONE – HOW TO CALCULATE BM IN PRACTICE
K Keel
G Centre of gravity A box shaped barge 16 metres long, and 6 metres wide floats at a draft of 0.5 metres.
B Centre of buoyancy (centre of the underwater displaced volume) Find her BM.
M Metacentre
BM = / V
GM Metacentric height
= (l x b3)/12: (16 x 63)/12 = 288
GZ Righting or Overturning lever
V= l x b x t: 16 x 6 x 0.5 = 48
Illustration Definitions BM = 288/48 = 6 metres
Centre of gravity (G)
is an imaginary point in the exact middle of a weight where the entire weight may be
* Inertia of the water plane area is the measure of the resistance offered by the water to
movement in one of the six possible directions (roll, pitch, yaw, sway, surge, or heave). The
considered to act. (The force of) weight always acts vertically downwards.
most significant direction – the only movement generally considered in a standard stability
Centre of buoyancy (B) analysis – is that of roll (about the longitudinal axis). For roll, the beam of the barge is the main
is an imaginary point in the exact middle of the volume of displaced water where the entire contributor to roll inertia or roll resistance.
buoyancy may be considered to act. (The force of) buoyancy always acts vertically upwards.
section continued
Metacentre (M)
is a point in space where the vertical line upwards through the centre of buoyancy (B) of the
‘inclined’ vessel cuts through the vertical line upwards through the centre of buoyancy (B) of
the ‘upright’ vessel.
Metacentric height (GM)
is the vertical distance between the Centre of Gravity (G) and the Metacentre (M). If M is
above G the vessel will want to stay upright and if G is above M the vessel will want to
capsize. i.e. GM positive is Stable, GM negative is Unstable.
Righting lever (+GZ) or Overturning lever (-GZ)
is the (horizontal) distance between the two (vertical) ‘lines of action’ of the buoyancy force
(upwards), and the gravity force (downwards). The size of GZ is the measure of how stable or
unstable the vessel is at any particular angle of heel. For small angles of heel (less than 15°),
the ‘righting’ or ‘overturning lever’ GZ = GM x sine (where is the angle of heel, in degrees). 1
The value GMmin = 0.35 metres is from Maritime Rule 40C Appendix 1; 2 (f) (v).
5. Illustration TWO – determining GM Static Stability
For stability to be adequate, the righting lever (GZ) resulting from the heeling of a loaded barge
GM = KB + BM - KG = + h
-
is required to be greater than zero (positive) for all angles of heel up to a certain minimum heel
angle. 35° is a recommended minimum heel value.2
The righting levers arising from different angles of heel are best understood when plotted on a
curve. A typical righting lever curve (GZ curve) is shown below in graph one. This particular curve
is for a 24m by 8m barge with a loaded displacement of 148 tonnes. It can be seen that the GZ
value (measured in metres) is greater than zero for all heel angles up to more than about 60°.
GZ curves, such as the one shown, are generated from the stability analysis undertaken by a
Naval Architect who will most often use the results from an inclining experiment. Each vessel will
have a unique curve depending on displacement, weight distribution and hull shape.
Dynamic Stability
The area under the GZ curve (and above the horizontal (0) axis), is a product of metres and
degrees, and is also an important measure of the stability of a vessel. The larger this area the
greater the capacity of the vessel to right itself as it rolls from side to side. This is known as
righting energy.
Illustration two Glossary A recommended minimum value for the area under the GZ curve is 5.73 metre x degrees.3
t Draught
g Length GRAPH ONE
b Beam
h Height
3.1.2.4: Initial GMt GM at 0.0 deg = 4.878 m
For a pontoon shaped barge an approximation for the metacentric height (GM) can be obtained
Max GZ = 1.1447 m at 22.2 deg
from the rectangular block formula which says:
GM = (t/2) + (b2/12t) – h
(where t is the draught, b is the beam, and h is the height of the barge, as shown in
illustration two).
GZ (m)
This formula assumes the barge is a rectangular block with the lightship centre of gravity at
deck level. Careful examination of this formula shows the stabilising effect of a beamy barge, -0.4
referred to above, when considering inertia.
Heel to Starboard (deg)
The initial metacentric height (GM) obtained using the rectangular block formula is a fair
approximation for a vessel with a block coefficient of about 0.9 and above. The block coefficient
is a measure of how close, a particular vessel is to a rectangular block of:– length x beam x height. The size of this area is determined by the initial GM (which gives the starting slope of the curve),
the heel angle at which maximum GZ occurs (which gives the height of the curve) and the range
In order to more exactly determine the position of the centre of gravity (G) and the metacentric
of heel angles for which GZ is positive (which gives the length of the curve).
height (GM) for a particular barge, an inclining experiment needs to be conducted and the
results used for a stability analysis. In an inclining experiment weights are moved to the outer
edge of the deck of the barge and the heel that results is measured with a pendulum.
An inclining experiment should be undertaken by a Ship Surveyor recognised by Maritime NZ to
do so, and the results of the inclining experiment should be analysed by a similarly recognised
Naval Architect.
2
This value is a simplified summary of Maritime Rules 40C Appendix 1 (2)(f)(iii) and (i), and consistent with Class Society requirements for
barging operations.
3
This is a conservative simplification of the requirements of Maritime Rule 2(f)(i).
6. Combined KG
Illustration Three – determining combined kg EXAMPLE TWO – HOW TO CALCULATE KG IN PRACTICE
COMBINED KG= The use of the formula in practice.
(KG1 x W1) + (KG2 x W2) KG = total moment ((KG1 x W1) + (KG2 x W2)) / total weight (W1 + W2)
(W1 + W2)
This formula can be tabulated for ease of calculation
Barge’s weight Barge’s KG Weight x KG = Barge’s moment
Load weight Load KG Weight x KG = Load’s moment
Total weight Total moment
W
A box shaped barge has a lightship displacement of 85 tonnes and a KG of 1.8 metres.
G A weight of 65 tonnes with a KG of 3.8 metres is loaded on to the barge deck.
Calculate the combined KG
KG Barge’s weight 85t Barge’s KG 1.8m Weight x KG = Barge’s moment 153tm
G
Load weight 65t Load KG 3.8 Weight x KG = Load’s moment 247tm
Total weight 150t Total moment 400tm
W KG
Combined KG = total moment/total weight, which is 400/150 = 2.67 metres.
Answer: combined KG = 2.67 metres
K
The combined KG and loaded displacement values can then be used for a check on the initial
stability of the loaded barge, as described in the next section.
Illustration three Glossary
KG1 Vertical distance from keel to G1
KG2 Vertical distance from keel to G2
W1 Weight 1
W2 Weight 2
A straightforward check of initial stability involves determining the combined KG value for a
barge and its cargo. Illustration three shows a pontoon barge loaded with secured deck cargo.
The centre of gravity of the lightship barge is marked as G1 and the centre of gravity of the
cargo is marked as G2. The distance from the keel to these positions are the distances KG1
and KG2. The lightship weight of the barge is W1 tonnes, and the cargo weight is W2 tonnes.
The combined KG is then obtained using the formula in example two on the facing page.
7. limiting kg curves
A Naval Architect, as part of a stability analysis for a barge, can draw a limiting KG curve. Example FOUR – HOW TO USE LIMITING KG CURVES IN PRACTICE
The limiting KG curve is used, in conjunction with the combined KG and loaded displacement
to establish whether the loaded condition is safe. The limiting KG curve has safety margins built Graph three shows a limiting KG curve for a barge of 24 metres in length and a beam of
in. These margins are achieved by using recommended minimum values (such as, initial GM 6 metres.
greater than 0.35 metres4; vanishing stability (positive GZ) to greater than 35°; and area under
Using the same values in example two – ie combined KG 2.67 metres, loaded displacement of
the GZ curve not less than 5.73 metre x degrees).
150 tonnes – establish if the load condition is safe or unsafe.
The limiting KG curve such as the one shown opposite enable you to establish how much
It can be seen from graph three that for a loaded displacement of 150 tonnes and combined
combined weight (lightship and cargo) can safely be carried, for a known combined KG.
KG of 2.67 metres the load condition is unsafe.
The area under the curve is a safe load condition. From graph three it can be seen that a load displacement of 150 tonnes is only acceptable
provided that the combined KG is less than 2 metres above the keel.
The area above the curve is an unsafe load condition.
By comparing graph two with graph three it can be seen that all the Measures of Stability ie
the initial (GM) the righting levers (G2) and the righting energy will be much less for a barge
GRAPH two – limiting kg curve for a barge 24 metres in length 8 metres in beam with a narrower beam.
GRAPH three – LIMITING KG CURVE FOR A BARGE 24 METRES IN LENGTH 6 METRES IN BEAM
AREA ABOVE CURVE UNSAFE LOAD CONDITION
AREA ABOVE CURVE UNSAFE LOAD CONDITION
Maximum allowable KG = 5 metres for a
combined displacement of 150 tonnes. (Example
2 calculated combined KG = 2.67 metres, so in
10 this case the loaded condition is safe) 11
Maximum allowable KG = 2 metres for a
combined displacement of 150 tonnes
KG (m)
AREA UNDER CURVE SAFE LOAD CONDITION (narrower barge with a smaller water plane
area than barge of previous graph)
Displacement (tonne)
KG (m)
AREA UNDER CURVE SAFE LOAD CONDITION
Example three – HOW TO USE LIMITING KG CURVES IN PRACTICE
Displacement (tonne)
Using graph two and the calculated values in example two – ie. combined KG = 2.67 metres,
loaded displacement = 150 tonnes – establish if the load condition is safe or unsafe?
It can be seen from graph two that for a loaded displacement of 150 tonnes and a combined
KG of 2.67 metres the load is safe provided the combined KG of the lightship barge and cargo
is less than 5 metres.
Answer: 2.67m is less than 5m, therefore the loaded condition is safe.
This value is from Maritime Rule 40C Appendix 1 (2)(f)(v).
4
8. Other Stability
Considerations
Crane Outreach Free surface effect
When using cranes and other lifting gear such as A frames that are barge mounted, it must Fluids such as fuel and water can adversely affect the stability of a moving vessel. As shown in
be noted that the weight of the lifted load acts at the point of suspension – not at the base of illustration five, the weight of a tank of fluid – acting at the centre of gravity – moves further off
the crane. The overturning moment on the barge, tending to cause it to capsize, is the product the centreline the further the vessel rolls.
of the weight of the lifted load, and the (horizontal) distance (d1) of the point of suspension (p)
Even a shallow covering of water over a large enclosed deck can cause a significant problem.
from the centre of buoyancy (B).
150 mm of fresh water covering a 24 m by 6 m deck weighs 21.6 tonne, and as the vessel rolls
this weight will be transferred outboard to the down side of the roll.
Illustration four – crane outreach
Sloshing is another phenomenon, which can greatly amplify the destabilising effect of a
CRANE OVERTURNING MOMENT = d1 x W large free surface of fluid. The effect of sloshing is worst if the movement of fluid coincides
MAXIMUM UPLIFT FORCE = d2 x W with the movement of the vessel.
Baffles are used to break up the free surface within a tank and to prevent sloshing. A Naval
Architect will be able to offer guidance on the best baffle spacing, and the requirements on
d baffle strength needed to minimise the adverse effects of free surfaces.
d
Illustration five – free surface effect
p
12 13
u
W
B
Illustration FOUR Glossary
u Point of maximum uplift
p Point of suspension
B Centre of buoyancy Illustration Five Glossary
d1 Horizontal distance of p from B Centreline
d2 Horizontal distance of p from u G Fluid centre of gravity
The greatest uplift or detachment force, acts at the point of attachment (of the crane to the
barge) furthest from the point of suspension. This is the force tending to turn the crane over
and the moment of this force is the product of the weight of the lifted load, and the (horizontal)
distance (d2) of the point of suspension (p) from the point of uplift (u).
9. Shifting Cargo
Securing arrangements should be of such design that they are strong enough to prevent any
cargo movement during transit.
Maritime Rule part 24B gives prescribed requirements for stowage and securing of all cargoes.
It is recommended that Maritime Rule part 24B be read in conjunction with these guidelines.
Loading and Discharge
It is vital that stability is considered during all phases of barge operations, including loading and
discharge. The stability conditions during loading and discharge are often quite different from
those when fully loaded. Guidance should be sought from a Surveyor or Naval Architect in any
cases of doubt.
High loads, moving loads, and off–centreline loading plans all need special consideration.
A low initial GM value, a combined KG that is close to or below the required minimum and
small righting areas all mean that the loaded barge will have poor recovery characteristics
when rolling in a seaway.
14
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