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  • Colreg’s (ROR)
    • Index (Colreg’s)
    • Part A- General
      • Rule 1 – Application
      • Rule 2 – Responsibility
      • Rule 3 – General Definitions
    • Part B- Steering and Sailing
      • Section 1 (Rule 4 -10)
        • Rule 4 – Application
        • Rule 5 – Lookout
        • Rule 6 – Safe Speed
        • Rule 7 – Risk of collision
        • Rule 8 – Action to avoid collision
        • Rule 9 – Narrow Channels
        • Rule 10 – Traffic separation schemes
      • Section 2 (Rule 11 – 18)
        • Rule 11 – Application
        • Rule 12 – Sailing vessels
        • Rule13 – Overtaking
        • Rule 14 – Head on situation
        • Rule 15 – Crossing situation
        • Rule 16 – Action by give-way vessel
        • Rule 17 – Action by stand-on vessel
        • Rule 18 – Responsibilities between vessels
      • Section 3 (Rule 19)
        • Rule 19 – Conduct of vessels in restricted visibility
    • Part C- Lights and Shapes
      • Rule 20 – Application
      • Rule 21- Definitions
      • Rule 22 – Visibility of lights
      • Rule 23 – Power-driven vessels underway
      • Rule 24 – Towing and pushing
      • Rule 25 – Sailing vessels underway and vessels under oars
      • Rule 26 – Fishing vessels
      • Rule 27 – Vessels N.U.C or R.A.M
      • Rule 28 – Vessels constrained by their draught
      • Rule 29 – Pilot vessels
      • Rule 30 – Anchored vessels and vessels aground
      • Rule 31 – Seaplanes
    • Part D- Sound and Light Signals
      • Rule 32 – Definitions
      • Rule 33 – Equipment for sound signals
      • Rule 34 – Manoeuvring and warning signals
      • Rule 35 – Sound signals in restricted visibility
      • Rule 36 : Signals to attract attention
      • Rule 37 – Distress signals
    • Part E- Exemptions (Rule 38)
      • Rule 38 – Exemptions
    • Part F – Verification of compliance with the provisions of the Convention
      • Rule 39 – Definitions
      • Rule 40 – Application
      • Rule 41 – Verification of compliance
    • Annexes
      • Annex 1 – Positioning and technical details of lights and shapes
      • ANNEX II – Additional Signals for Fishing Vessels Fishing in Close Proximity
      • ANNEX III – Technical Details of Sound Signal Appliances
      • ANNEX IV – Distress Signals
  • Glossary
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The Inclining Experiment – Ascertain the GM of Vessel

The Inclining Experiment

Purpose Ship’s stability calculations not only rely on the ship’s geometry but also on the knowledge of where the ship’s centre of gravity (G) is positioned. Although the distance of G from the keel can be ascertained for various conditions that the ship may be in, it is essential that it is accurately known for one specified ship condition.To this end, the need to carry out an inclining experiment becomes necessary and from this, two facts should become known:the displacement; and the position of G in a known ship’s condition.The inclining test is carried out to find the … [Read more...]

By Cult of Sea Filed Under: Ship Stability Tagged With: centre of gravity, gm, inclining, inclining experiment, inclining test, KG, km, stability

Coefficients of Form – Ship’s Waterplane, Block, Midship and Prismatic Coefficient

Ship's Waterplane, Block, Midship and Prismatic Coefficient

The Coefficient of Form shows the relationship between the actual form of the ship and the dimensions of the ship.Waterplane Area Coefficient (Cw) It is the ratio of the actual area of the waterplane to the product of the length and breadth of the ship. As seen below, the area of the ship’s waterplane is shown shaded and a rectangle having the same length and breadth of the ship:Coefficient of fineness (Cw) = Area of waterplane ÷ (Length x Breadth) Example: Q. Find the area of the waterplane of a ship 200 meters long, 30 meters beam, which has a coefficient of fineness of … [Read more...]

By Cult of Sea Filed Under: Ship Stability Tagged With: block coefficient, coefficient, stability

Longitudinal Stability for Ships

longitudinal-stability

Any Ship when at rest in calm water, the COB and the COG will be in a vertical line.Pitch Pitch is caused when a wave changes the underwater volume of a ship, making the forces of gravity and buoyancy to get separated by a distance and forming a couple which leads to dip or uplift in the bow or the stern of vessel. The up and down movement of the ship's ends, due to longitudinal shift of COB resulting from wave action, is called pitch.If a wave cause an increase in the underwater volume aft, and a decrease fwd, the COB will shift aft. The forces of gravity and buoyancy will now get … [Read more...]

By Cult of Sea Filed Under: Ship Stability Tagged With: centre of flotation, cob, cof, cog, longitudinal metacentre, longitudinal stability, ML, pitch, Ship Stability, trim

Ship Stability Definitions related to Hydrostatic Particulars

Density of a substance is its mass per unit volume, normally expressed as tonnes per cubic metre in ship calculations.Relative Density of a substance is the ratio between the density of that substance and the density of fresh water.Displacement of the ship is the weight of the ship and its contents or the weight of water displaced by the ship in that condition.Displacement = Underwater volume of the ship x the density of the water in which she is floating.It should be noted that the volume of displacement is the underwater volume of the ship. When a ship proceeds from water of … [Read more...]

By Vivek Tiwari Filed Under: Ship Stability Tagged With: buoyancy, density, gm, hydrostatic, km, lcb, lcf, mctc, metacentre, moment, Ship Stability, vcb

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