Definition of metacentric height

: the distance of the metacenter above the center of gravity of a floating body

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Metacentric height

The vertical distance between G and M is referred to as the metacentric height. The
relative positions of vertical centre of gravity G and the initial metacentre M are
extremely important with regard to their effect on the ship’s stability. The ship is in
stable equilibrium if G is below M, in neutral equilibrium if VCG and M are
coincident and in unstable equilibrium if VCG is above M. If the metacentric height of
a ship is small, the righting arms that develop will be small. Such a ship is “tender”
and will roll slowly. However, if the metacentric height (GM) of a ship is large, the
righting arms that develop, at small angles of heel, will be large. Such a ship is “stiff”
and will resist roll.

It is advisable to avoid excessive values of metacentric height, since these might lead
to acceleration forces which could be dangerous to the ship, its equipment and cargo.
The metacentric height can become negative if the centre of gravity is too high. Even
with negative metacentric height, ships with certain forms can still find a position of
stable equilibrium at an angle of heel called angle of loll. The angle of loll should be
corrected only by lowering the gravity center. The moving masses transversally can
endanger the ship.

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Metacentric Height Apparatus

Model:

FM 100.03

Determines the metacentric height of a floating body and height variation with tilt
angle. Rectangular pontoon. Center of gravity can be moved horizontally by moving
horizontal jockey weight, and vertically via an adjustable vertical weight on mast.
Tilt angle is indicated by a plumb bob on attached scale.

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Fluid Masses
Accelerated horizontally
Fluid masses subjected to horizontal acceleration

Accelerated vertically
Fluid masses subjected to vertical acceleration

Accelerated along inclined plane

Fluid masses subjected to acceleration along inclined plane

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 Zoom

Basic Metacentric Height

This equipment enables a thorough investigation of the factors affecting the stability of a
floating body.

Metacentric Height Apparatus - (SIFMHA-08)

Ask for Price

A pontoon is allowed to float in a small tank having a transparent side. Removable steel strips are
placed in the model for the purpose of changing the weight of the model. Displacement of weight is
measured with the help of a scale. By means of a pendulum (consisting of a weight suspended 10 a
long pointer) the angle of tilt can be measured on a graduated arc. For tilting the ship model, a cross
 bar with two movable hangers is fixed on the model. Pendulum and graduated arc are suitably fixed
at the center of the cross bar. A set of weights is supplied with the apparatus.
EXPERIMENTS - Determination of the Metacentric height and position of the Metacentric height with
angle of heel of ship model.

Salient Features

 Pontoon : Size 300 x 150 mm (Approx.> with a Horizontal Guide Bar for aliding weight.
 Stainless Steel Pontoon : Size 600 X 400 X 400 mm (Approx.)
 Front Window of Tank : made of Glass / Perspex
 A set of weights is supplied with the apparatus.
 The whole Set- up is well designed and arranged in a good quality painted structure.

 Ml'lterlal
 Weter Tonk.
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To Determine The Metacentric Height Of a Ship Model

By: Haseeb Jamal / On: Apr 26, 2017 / LAB-NOTES, EXPERIMENTS, DEFINITION, HOW TO

Apparatus:
1. Water bulb
2. Metacentric height apparatus
3. Scale or measuring tube

Concepts:
Metacenter:

When a floating body is given a small displacement it will rotate about a

point, so the point at which the body rotates is called as the Metacenter.
“OR”
The intersection of the lines passing through the original center of
buoyancy and center of gravity of the body and the vertical line through
the new center of buoyancy.

Metacentric height:

The distance between center of gravity of a floating body and Metacenter

is called as Metacentric height.

Why to find Metacentric height?

It is necessary for the stability of a

floating body, If metacenter is above
center of gravity body will be stable
because the restoring couple
produced will shift the body to its
original position.

Center of buoyancy:

The point though which the force of

buoyancy is supposed to pass is
called as the center of buoyancy.
“OR”
The center of area of the immersed
portion of a body is called its center
of buoyancy.

Procedure:
1. First of all I adjust the movable weight along the vertical rod at a
certain position and measured the distance of center of gravity by
measuring tape.

2. Then I brought the body in the water tube and changed the
horizontal moving load distance first towards right.

3. The piston tilted and suspended rod gave the angle of head, I noted
the angle for respective displacements.

4. I did the same procedure for movable mass by changing its position
towards left.

5. Then I took the body from water tube and find another center of
gravity by changing the position of vertically moving load.
 6. I again brought the body in the water tube and find the angle of
head by first keeping the movable load towards right and then
towards left.

7. I repeated the above procedure for another center of gravity.

8. I calculated the metacentric height by the following formula:

MH = w * d / W * tanØ

Where
MH = Metacentric height
w = Horizontally movable mass
d = Distance of movable mass at right or left of center
W = Mass of assemble position
Ø = Respective angle of heel

Observationcs & Calculations:

Horizontally movable mass = w = 0.31kg
Mass of assemble position = W = 1.478kg
Center of gravity = y1 = 8 mm
Center of gravity = y2 = 9 mm
Center of gravity = y3 = 10 mm

Considering Right Portion

Metacent
Distance of Angle of ric
S.N movable mass head "Ѳ" height(M
Y1 Y3 Y1 Y3
o at right of H)
center (mm) Y2
Y2

01 20 2.5 2.75 3.3 96.07 87.83 72.75

02 40 4.5 5.5 6 106.6 87.13 79.82

03 60 7.5 9 9.5 95.58 79.45 75.20

Considering Left Portion

Metacent
Distance of Angle of ric
S.N movable mass head”Ѳ” height
Y1 Y3 Y1 Y3
o at left of (MH)
center (mm) Y2
Y2

01 20 2.5 2.75 3.3 96.07 87.83 72.75

02 40 4.5 5.5 6 106.6 87.13 79.82

03 60 7.5 9 9.5 95.58 79.45 75.20

https://www.aboutcivil.org/determine-Metacentric-Height-Ship-Model.html

Metacentric height
From Wikipedia, the free encyclopedia

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Ship stability diagram showing centre of gravity (G), centre of buoyancy (B), and metacentre (M) with ship
upright and heeled over to one side.
 As long as the load of a ship remains stable, G is fixed. For small angles M can also be considered to be
fixed, while B moves as the ship heels.

The metacentric height (GM) is a measurement of the initial static stability of a floating body. It is
calculated as the distance between the centre of gravity of a ship and its metacentre. A larger
metacentric height implies greater initial stability against overturning. The metacentric height also
influences the natural period of rolling of a hull, with very large metacentric heights being associated
with shorter periods of roll which are uncomfortable for passengers. Hence, a sufficiently, but not
excessively, high metacentric height is considered ideal for passenger ships.

Contents

 1Metacentre

 2Different centres

o 2.1Righting arm

 3Stability

o 3.1GM and rolling period

o 3.2Damaged stability

 4Free surface effect

 5Transverse and longitudinal metacentric heights

 6Measurement

 7See also

 8References

Metacentre[edit]
Whenever a body, floating in a liquid, is given a small angular displacement, it starts oscillating about
some point. The point, about which the body starts oscillating, is called Metacentre.
When a ship heels, the centre of buoyancy of the ship moves laterally. It might also move up or down
with respect to the water line. The point at which a vertical line through the heeled centre of
buoyancy crosses the line through the original, vertical centre of buoyancy is the metacentre. The
metacentre remains directly above the centre of buoyancy by definition.
In the diagram, the two Bs show the centres of buoyancy of a ship in the upright and heeled
conditions, and M is the metacentre. The metacentre is considered to be fixed for small angles of
heel; however, at larger angles of heel, the metacentre can no longer be considered fixed, and its
actual location must be found to calculate the ship's stability.
The metacentre can be calculated using the formulae:
Where KB is the centre of buoyancy (height above the keel), I is the Second moment of
area of the waterplane in metres4 and V is the volume of displacement in metres3. KM is the
distance from the keel to the metacentre.[1]
Stable floating objects have a natural rolling frequency, just like a weight on a spring, where
the frequency is increased as the spring gets stiffer. In a boat, the equivalent of the spring
stiffness is the distance called "GM" or "metacentric height", being the distance between two
points: "G" the centre of gravity of the boat and "M", which is a point called the metacentre.
Metacentre is determined by the ratio between the inertia resistance of the boat and the
volume of the boat. (The inertia resistance is a quantified description of how the waterline
width of the boat resists overturning.) Wide and shallow or narrow and deep hulls have high
transverse metacenters (relative to the keel), and the opposite have low metacenters; the
extreme opposite is shaped like a log or round bottomed boat.
Ignoring the ballast, wide and shallow or narrow and deep means that the ship is very quick
to roll and very hard to overturn and is stiff. A log shaped round bottomed means that it is
slow to roll and easy to overturn and tender.
"G", is the center of gravity. "GM", the stiffness parameter of a boat, can be lengthened by
lowering the center of gravity or changing the hull form (and thus changing the volume
displaced and second moment of area of the waterplane) or both.
An ideal boat strikes a balance. Very tender boats with very slow roll periods are at risk of
overturning, but are comfortable for passengers. However, vessels with a higher metacentric
height are "excessively stable" with a short roll period resulting in high accelerations at the
deck level.
Sailing yachts, especially racing yachts, are designed to be stiff, meaning the distance
between the centre of mass and the metacentre is very large in order to resist the heeling
effect of the wind on the sails. In such vessels, the rolling motion is not uncomfortable
because of the moment of inertia of the tall mast and the aerodynamic damping of the sails.

Different centres[edit]
Initially the second moment of area increases as the surface area increases, increasing BM, so
Mφ moves to the opposite side, thus increasing the stability arm. When the deck is flooded, the
stability arm rapidly decreases.

The centre of buoyancy is at the centre of mass of the volume of water that
the hull displaces. This point is referred to as B in naval architecture. The centre of gravity of
the ship is commonly denoted as point G or VCG. When a ship is at equilibrium, the centre
of buoyancy is vertically in line with the centre of gravity of the ship.[2]
The metacentre is the point where the lines intersect (at angle φ) of the upward force
of buoyancy of φ ± dφ. When the ship is vertical, the metacentre lies above the centre of
gravity and so moves in the opposite direction of heel as the ship rolls. This distance is also
abbreviated as GM. As the ship heels over, the centre of gravity generally remains fixed with
respect to the ship because it just depends on the position of the ship's weight and cargo,
but the surface area increases, increasing BMφ. Work must be done to roll a stable hull.
This is converted to potential energy by raising the centre of mass of the hull with respect to
the water level or by lowering the centre of buoyancy or both. This potential energy will be
released in order to right the hull and the stable attitude will be where it has the least
magnitude. It is the interplay of potential and kinetic energy that results in the ship having a
natural rolling frequency. For small angles, the metacentre, Mφ, moves with a lateral
component so it is no longer directly over the centre of mass.[3]
The righting couple on the ship is proportional to the horizontal distance between two equal
forces. These are gravity acting downwards at the centre of mass and the same magnitude
force acting upwards through the centre of buoyancy, and through the metacentre above it.
The righting couple is proportional to the metacentric height multiplied by the sine of the
angle of heel, hence the importance of metacentric height to stability. As the hull rights, work
is done either by its centre of mass falling, or by water falling to accommodate a rising
centre of buoyancy, or both.
For example, when a perfectly cylindrical hull rolls, the centre of buoyancy stays on the axis
of the cylinder at the same depth. However, if the centre of mass is below the axis, it will
move to one side and rise, creating potential energy. Conversely if a hull having a perfectly
rectangular cross section has its centre of mass at the water line, the centre of mass stays
at the same height, but the centre of buoyancy goes down as the hull heels, again storing
potential energy.
When setting a common reference for the centres, the molded (within the plate or planking)
line of the keel (K) is generally chosen; thus, the reference heights are:
KB – to Centre of Buoyancy
KG – to Centre of Gravity
KMT – to Transverse Metacentre
Righting arm[edit]

Distance GZ is the righting arm: a notional lever through which the force of buoyancy acts

The metacentric height is an approximation for the vessel stability at a small angle (0-15
degrees) of heel. Beyond that range, the stability of the vessel is dominated by what is
known as a righting moment. Depending on the geometry of the hull, Naval Architects must
iteratively calculate the center of buoyancy at increasing angles of heel. They then calculate
the righting moment at this angle, which is determined using the equation:
Where RM is the righting moment, GZ is the righting arm and Δ is the displacement.
Because the vessel displacement is constant, common practice is to simply graph the
righting arm vs the angle of heel. The righting arm (known also as GZ — see diagram):
the horizontal distance between the lines of buoyancy and gravity. [3]
[2]
at small angles of heel
There are several important factors that must be determined with regards to righting
arm/moment. These are known as the maximum righting arm/moment, the point of
deck immersion, the downflooding angle, and the point of vanishing stability. The
maximum righting moment is the maximum moment that could be applied to the
vessel without causing it to capsize. The point of deck immersion is the angle at
which the main deck will first encounter the sea. Similarly, the downflooding angle is
the angle at which water will be able to flood deeper into the vessel. Finally, the
point of vanishing stability is a point of unstable equilibrium. Any heel lesser than
this angle will allow the vessel to right itself, while any heel greater than this angle
will cause a negative righting moment (or heeling moment) and force the vessel to
continue to roll over. When a vessel reaches a heel equal to its point of vanishing
stability, any external force will cause the vessel to capsize.
Sailing vessels are designed to operate with a higher degree of heel than motorized
vessels and the righting moment at extreme angles is of high importance.
Monohulled sailing vessels should be designed to have a positive righting arm
(the limit of positive stability) to at least 120° of heel,[4] although many sailing yachts
have stability limits down to 90° (mast parallel to the water surface). As the
displacement of the hull at any particular degree of list is not proportional,
calculations can be difficult, and the concept was not introduced formally into naval
architecture until about 1970.[5]

Stability[edit]
GM and rolling period[edit]
The metacentre has a direct relationship with a ship's rolling period. A ship with a
small GM will be "tender" - have a long roll period. An excessively low or negative
GM increases the risk of a ship capsizing in rough weather, for
example HMS Captain or the Vasa. It also puts the vessel at risk of potential for
large angles of heel if the cargo or ballast shifts, such as with the Cougar Ace. A
ship with low GM is less safe if damaged and partially flooded because the lower
metacentric height leaves less safety margin. For this reason, maritime regulatory
agencies such as the International Maritime Organization specify minimum safety
margins for seagoing vessels. A larger metacentric height on the other hand can
cause a vessel to be too "stiff"; excessive stability is uncomfortable for passengers
and crew. This is because the stiff vessel quickly responds to the sea as it attempts
to assume the slope of the wave. An overly stiff vessel rolls with a short period and
high amplitude which results in high angular acceleration. This increases the risk of
damage to the ship and to cargo and may cause excessive roll in special
circumstances where eigenperiod of wave coincide with eigenperiod of ship roll. Roll
damping by bilge keels of sufficient size will reduce the hazard. Criteria for this
dynamic stability effect remain to be developed. In contrast, a "tender" ship lags
behind the motion of the waves and tends to roll at lesser amplitudes. A passenger
ship will typically have a long rolling period for comfort, perhaps 12 seconds while a
tanker or freighter might have a rolling period of 6 to 8 seconds.
The period of roll can be estimated from the following equation [2]
where g is the gravitational acceleration, k is the radius of gyration about the
longitudinal axis through the centre of gravity and is the stability index.
Damaged stability[edit]
If a ship floods, the loss of stability is caused by the increase in KB, the centre
of buoyancy, and the loss of waterplane area - thus a loss of the waterplane
moment of inertia - which decreases the metacentric height. [2] This additional
mass will also reduce freeboard (distance from water to the deck) and the ship's
angle of down flooding (minimum angle of heel at which water will be able to
flow into the hull). The range of positive stability will be reduced to the angle of
down flooding resulting in a reduced righting lever. When the vessel is inclined,
the fluid in the flooded volume will move to the lower side, shifting its centre of
gravity toward the list, further extending the heeling force. This is known as the
free surface effect.

Free surface effect[edit]

Further information: Free surface effect

In tanks or spaces that are partially filled with a fluid or semi-fluid (fish, ice, or
grain for example) as the tank is inclined the surface of the liquid, or semi-fluid,
stays level. This results in a displacement of the centre of gravity of the tank or
space relative to the overall centre of gravity. The effect is similar to that of
carrying a large flat tray of water. When an edge is tipped, the water rushes to
that side, which exacerbates the tip even further.
The significance of this effect is proportional to the cube of the width of the tank
or compartment, so two baffles separating the area into thirds will reduce the
displacement of the center of gravity of the fluid by a factor of 9. This is of
significance in ship fuel tanks or ballast tanks, tanker cargo tanks, and in
flooded or partially flooded compartments of damaged ships. Another worrying
feature of free surface effect is that a positive feedback loop can be established,
in which the period of the roll is equal or almost equal to the period of the
motion of the centre of gravity in the fluid, resulting in each roll increasing in
magnitude until the loop is broken or the ship capsizes.
This has been significant in historic capsizes, most notably the MS Herald of
Free Enterprise and the MS Estonia.

Transverse and longitudinal metacentric heights[edit]

There is also a similar consideration in the movement of the metacentre forward
and aft as a ship pitches. Metacentres are usually separately calculated for
transverse (side to side) rolling motion and for lengthwise longitudinal pitching
motion. These are variously known as and , GM(t) and GM(l), or
sometimes GMt and GMl .
Technically, there are different metacentric heights for any combination of pitch
and roll motion, depending on the moment of inertia of the waterplane area of
the ship around the axis of rotation under consideration, but they are normally
only calculated and stated as specific values for the limiting pure pitch and roll
motion.

Measurement[edit]
The metacentric height is normally estimated during the design of a ship but can
be determined by an inclining test once it has been built. This can also be done
when a ship or offshore floating platform is in service. It can be calculated by
theoretical formulas based on the shape of the structure.
The angle(s) obtained during the inclining experiment are directly related to GM.
By means of the inclining experiment, the 'as-built' centre of gravity can be
found; obtaining GM and KM by experiment measurement (by means of
pendulum swing measurements and draft readings), the centre of
gravity KG can be found. So KM and GM become the known variables during
inclining and KG is the wanted calculated variable (KG = KM-GM)

See also[edit]
 Angle of loll

 Capsizing

 Kayak roll

 Limit of Positive Stability

 Naval architecture

 Turtling
  Weight distribution

References[edit]
1. Jump up^ Ship Stability. Kemp & Young. ISBN 0-85309-042-4

2. ^ Jump up to:a b c d Comstock, John (1967). Principles of Naval Architecture.

New York: Society of Naval Architects and Marine Engineers.
p. 827. ISBN 9997462556.

3. ^ Jump up to:a b Harland, John (1984). Seamanship in the age of sail.

London: Conway Maritime Press. p. 43. ISBN 0-85177-179-3.

4. Jump up^ Rousmaniere, John, ed. (1987). Desirable and Undesirable

Characteristics of Offshore Yachts. New York, London: W.W.Norton.
p. 310. ISBN 0-393-03311-2.

5. Jump up^ U.S. Coast Guard Technical computer program

support accessed 20 December 2006.

hide

Ship measurements

erall
tween perpendiculars
the waterline

depth

(Plimsoll Line)

Tonnage
Gross tonnage
Compensated gross tonnage
Net tonnage
 Panama Canal/Universal Measurement System
Thames measurement tonnage

Gross register tonnage

Net register tonnage

Deadweight tonnage
Twenty-foot equivalent unit (Intermodal containers)

Builder's Old Measurement

Moorsom System

ent
splacement
displacement
acement
splacement

est

oll
ric height (GM)

x/Supramax

ax
and Neopanamax

atar-max)
ax

ULCC
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H2 MKII - EXPERIMENT

METACENTRIC HEIGHT AND STABILITY

A bench mounting apparatus to determine the stability of a pontoon with its centre of
gravity metacentric height and metacentre at various heights.

PDF datasheet

ADD TO MY QUOTE

DESCRIPTION

LEARNING OUTCOMES

Determination and analysis of the stability of floating bodies, such as ships, rafts and
pontoons, is important throughout many branches of engineering. This experiment
allows students to determine the stability of a pontoon with its centre of gravity at
various heights. They can then compare this to predictions calculated from theory.
The experiment consists of a rectangular pontoon floating in water. Plastic materials and
corrosion-resistant finishes throughout the equipment give the fullest possible protection
against corrosion.

The pontoon has a plastic sail with fi ve rows of slots. These rows are at equally spaced
heights on the sail. The slots are equally spaced around the centre line.

To change the centre of gravity and the tilt (list) angle of the pontoon, students fit an
adjustable weight into one of the slots. A clinometer pointer hangs at the top of the sail
where it can freely rotate. Along with an inclusive scale on the sail the tilt angle is clearly
indicated. Students can easily trim the pontoon using a small weight attached to he sail.

https://www.tecquipment.com/metacentric-height-and-stability

https://dir.indiamart.com/impcat/metacentric-height-apparatus.html

What are the real time applications of metacentric

height?
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1 Answer

Saif, Civil engineer.

Answered Feb 19, 2016

Metacentric height is usually used for ship construction.

It is a measure of the stability of the vessel.

Higher the metacentric height higher is the stability.

But,it often comes with the drawback of reduction in time period of oscillation of the
vessel resulting in discomfort to the passengers.

Hence,passenger ships have a lower metacentric height when compared to

warships,rafting boats etc.

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The Fluid Mechanic and Hydraulic Laboratory provides supports to both undergraduate and graduate
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hydraulic engineering principles, and to verify the applicability of various assumptions, models and
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to support graduate studies. Thus much of the fundamental research in the laboratory is comprised of
thesis investigations.

The laboratory is well equipped with apparatus for

research, practices, applications and demonstration of
theories in fluid mechanics and hydraulic engineering
subjects. The lab consists of open channel flume that is
used to demonstrate such principles as critical depth,
hydraulic jumps, controls, weir flow, and sluice gates. A
number of sophisticated measurement tools are available
including manometers, pitot tubes, and verniers for
accurate depth measurements. Students are able to
observe the hydraulic principles in real life, take
measurements associated with the relevant governing
equations, and thus verify for themselves that the
equations correctly describe the principles. The
Laboratory is located at first floor of new civil laboratories building.
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