A New Method for Computing Hydrostatic

Performances of a Floating Body with

Arbitrary Geometrical Configurations
Jie Tong1, Tsung-Yueh Lin 2*, Jen-Shiang Kouh1
1
Ocean College, Zhejiang University, Zhoushan, China, 316021
2
CR Classification Society, Taipei, Taiwan, 10487
*Corresponding author: [email protected]

Abstract computer technology in recent decades one-

In the fields of naval architecture and ocean engineering dimensional integration methods have been widely
applications, floating platforms or multi-hull vessels with applied, such as trapezoidal or Simpson’s methods.
very different geometrical appearance have been designed to However these methods are applicable to regular
meet their mission requirements. Many objects were built by shapes, whose longitudinal changes are smooth.
composing a number of sub-objects in an arbitrary way Modern ocean structures involving abrupt geometrical
because of the high flexibility available for the construction changes, for instance multi-hull vessels and ocean
work. Because the composition of the sub-objects normally
platforms, suffered difficulties to evaluate their
didn’t arranged along a certain direction in a fixed sequence,
performances in the traditional way. A three-
it could be sometimes troublesome for computing the
hydrostatic data of such objects. In order to facilitate this
dimensional method is inevitable to calculate
computation more easily and flexibly, a method has been hydrostatic properties of an arbitrary geometry.
developed in this paper, which was derived from the simple
principles of an exact pressure integration over all triangles Methodology
for getting the total buoyancy force vector and the static
equilibrium condition between the buoyancy force and the Surface Triangulation and Intersection
weight of the floating object. The triangles thereby were In computer-aided geometry modelling, a surface is
generated by triangulation of the surfaces representing a usually presented in parametric form, i.e. u and v
whole floating object. Finally, applications on a high-speed
direction in unit domains. Isocurves are easy to extract
trimaran hull and a floating Kuroshio current turbine were
from a surface by holding one parameter constant.
conducted for demonstrating the merit of the method. The
placement of a water compartment and its free surface effect Simply interleave the isocurves in u and v directions a
were further analysed to evaluate the changing ballast structure grid can be obtained. Triangulating the
conditions for hydrostatic and transitional stabilities. structured grid into triangle panels is connecting
diagonal vertexes of each cell, as shown in Fig. 1.
Keywords
Advanced controls such as aspect ratio, maximum
Hydrostatic Performances; Floating Body; Arbitrary Geometrical edge length, and maximum deviation from surface are
Configurations; Free Surface Effect
on demand. The closed hull surface and compartment
geometry are triangulated with normal directions
Introduction
point into fluids.
Ship terminology defined a hull geometry in three
orthogonal directions, bodyplan, waterplan, and
sheerplan. These plans are related to stations,
waterlines, and buttocks correspondingly, on which
an offset table is constructed. It is a common format to
define a hull geometry and to analyse its hydrostatic
performance. The analysis involves area and
volumetric properties, so that a numerical integration FIG. 1 SURFACE TRIANGULATION
method is needed. Just before the fast development of
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Geometrically speaking, the waterplans of a floating Hydrostatic Pressure

body and the free surface inside a compartment in
A triangle in 3D space can be formulated in its
calm water are intersections of a flat plane and 3D
parametric form. A position vector r on the triangle is
closed surfaces. Since these surfaces are triangulated,
expressed also in parametric form, as Eq. (4) states,
it is the problem that intersects triangles with a plane.
where u and v are parameters defined in [0,1] and [0,1-
Four conditions is illustrated in Fig. 2 and an
u] domains. The pressure acting on r is proportional to
intersection exist in case II and case III. An intersected
the water depth from free surface. Integrating the
segment must be a straight line starts and ends on the
pressure over the triangle domain and get Eq. (5). The
edges of the triangle, which are also straight lines. So
pressure force can be calculated simply by multiplying
the calculation of the end points of this line is simply
the depth of the centroid of the triangle rc and triangle
by calculating an intersection of a plane and line
area. We can go through a lengthier derivation of the
segments of the triangle edges.
moment and enforcing it zero to find the position
where an equivalent point pressure force acting on.
This result is written in Eq. (6), and the terms in the
brackets are defined as the force centre rf.

(4)

(5)

(6)
FIG. 2 TRIANGLE-PLANE INTERSECTION

The outcome of the intersection of a plane and a closed

meshed surface is one or several planar polygons, as
shown in Fig. 3. Area properties, including enclosing
area, centre of polygon, and moments of inertia about
the polygon centre, are analytically calculated by Eq.
(1) to (3). The values of Y direction are obtained by
FIG. 4 PARAMETRIC DEFINITION AND FORCE CENTRES
swapping the terms in the first parenthesis: x to y in
Eq. (2) and y to x in Eq. (3). These equations are Hydrostatic Stability
derived from 2D triangle properties, which constitutes
The calculation of hydrostatic data of a ship is
the basic element of a polygon.
necessary to obtain its hydrostatic performance. The
calculations include areas, centroids, moments of
(1)
inertia of areas, volumes, and centres of volume. These
properties are plotted as functions of draught in
curves, which are displacement , longitudinal centres
(2) of floatation LCF and buoyancy LCB, waterplan area
Aw, vertical centre of buoyance VCB, and metacentre
KM, KML. Displacement is calculated by Archimedes’
(3) principle, where the pressure forces of each triangle
panel is analytically calculated and summed up. Area
properties of floatation plane is the intersection
contour of the geometry set of triangles and a flat
plane. Eq. (7) is used to calculate metacentre radii in
longitudinal and transverse directions, where Ix and Iy
are the moments of inertia of floatation plane area
about the centre of it.

FIG. 3 SIMPLE PLANAR POLYGON , (7)

2
To deal with partially filled compartments two
problems should be addressed. First, when
compartments are filled with certain amounts of fluids,
the total weight and centre of mass are changed, so
that a new equilibrium should be found. This is done
in an iterative manner since the centres of mass of
compartments are also functions of the trim angle. The
iteration algorithm is by solving Euler’s method,
updating sinkage and trim step by step. Within each
step, bi-section method is used to find the fluid level of
each compartment for a given volume and trim angle.

After the equilibrium is achieved, the free surface

effect is then corrected. During the procedure to find
the fluid levels, the intersection contour of an inclined FIG. 5 TRIMARAN LAYOUTS
plane and compartment geometry, presented by a set
Hydrostatics of Trimaran
of triangles, is found. Then the moments of inertia of
this small free surface plane about transverse and The trimaran’s hydrostatic properties are calculated at
longitudinal axis is calculated. The virtual centre of its even keel condition. The draught is from 0.8m to
gravity is calculated according to Eq. (8) based on the 7.0m, with 0.1m stepped. The longitudinal metacentric
same ballast fluid as the environment fluid. The height, waterplan area, and displacement are drawn in
location of a compartment affects the total centre of dashed curves in Fig. 6, while the other four are drawn
gravity, while the free surface correction only depends in solid curves. There are two sharp cusps on the KML
on the shape of the free surface in the compartment. curve at 1.5m draught. This is the critical draught
depth that breaks the waterplan into two contours, as
shown in Fig. 7. The stern area of the wedge abruptly
, (8)
occurs and also increases waterplan area sharply.
Another effect is the longitudinal centre of floatation
Computational Examples
moves toward stern, which also makes a bent on LCF.
In the presented study a 100-m high-speed trimaran is
The other unsmooth position is at 2.5m, where the side
selected as an example. The principal dimensions of
hulls begin to touch water. Because the side
this vessel is listed in Table 1. At its design draft,
waterplans are placed away from centerplan, small
which submerges the side hulls partially, the light ship
areas can create large moment of inertias transversally.
weight is 1400 tons. The baseline of side hulls is 2.5m
On the transverse metacentre curve, KM, the value
above the keel line and the bottom stern shape of the
dramatically increases after 2.5m draught and shows a
main hull is a wedge. The two geometrical features
trimaran’s characteristics of high stability at its
will make the hydrostatic curves bent very sharply
maximum of 19m. The volumetric properties, KB, LCB,
alone draught. The origin is set at the transom stern of
and , in contrast, are smooth.
the main hull towards bow. A horizontal cylinder
compartment at midship in the main hull, shown in
Fig. 5. The volume of the cylinder is 317m3. The whole
hull form is triangulated into 7150 vertexes and 11854
panels, and the compartments are done in the same
way as well. The cylinder compartment (blue) uses
1225 vertexes and 2256 triangles.
TABLE 1 PRINCIPAL DIMENSIONS OF TRIMARAN

Principal Dimensions Design Design

LOA BOA LWL GM Disp. Depth Draft Speed
102 27.5 98.7 7.2 1400 13 3.3 40
m m m m ton m m kn
FIG. 6 HYDROSTATIC CURVES
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FIG. 7 WATERPLAN AT 1.5m DRAUGHT

Ballast Conditions

The light ship centre of gravity is set at (35.78m, 0.0m,

7.5m) according to its design specifications at even
keel condition. The light ship weight is 1400t.
Configurations of the compartment filled ratio is from
zero (empty) to 1.0 (full), 0.1 stepped. Because of a FIG. 9 VERTICAL CENTRES AND VIRTUAL VCG
known total volume of this compartment, water level
inside is solved at a given volume of fluid and then Floating Kuroshio Turbine
updating the overall centre of gravity to find the The floating Kuroshio turbine (FKT) is an incentive
equilibrium trim angle until the pitch moment design of the renewable energy program in Taiwan.
converges to zero. Operating in the west Pacific ocean, FKT is designed
Fig. 8 plots trim angle, sinkage, and overall for avoiding environmental loads during the typhoon
longitudinal centre of gravity versus filled ratio. Since season. Fig. 10 shows its concept and Table 2 lists its
the compartment is located in front of midship, the principal dimensions. FKT is composed of four parts:
ballast water causes LCG moved forward and further nacelle (white), rotors (orange), bouy (blue), and struts
trimmed by bow. Sinkage increased due to the (yellow and red). FKT is moored at the tips of the
increment of the ballast. Fig. 9 plots VCG, VCB, KM, nacelle to the seabed, which means the rotors are
and free-surface effect KGv. The ballast also lowed the downwind. The shape of the bouy is a large foil and
centre of gravity down due to the location of the has nine compartments, as shown in Fig. 11. By
compartment. Increment in sinkage resulted in the controlling seawater pumping in/out/across of the
raise of buoyancy centre. The maximum free surface compartments, FKT is allowed to adjust its immersion
effect happened about half-filled ratio, where the free depth and trim angle, so that it not only keeps even
surface area is maximum. The effective GM though is position but dives deeply to prevent waves induced by
decreased by the ballast, but the overall effect of typhoons and floats for maintenance operation. The
ballast increased GM. bouy also provides hydrodynamic lift forces under
uneven position. The proposed hydrostatic method
would demonstrate its capability for this kind of very
irregular shape, which is subjected to mooring and
hydrodynamic forces. In additional to the operation
condition, the transitional stability during the
launching process is evaluated in the following
sections.
TABLE 2 PRINCIPAL DIMENSIONS OF FKT

Principal Dimensions
Rated Design
Wei
LOA Span H Disp Diameter Power Speed
ght
4.0 8.0 4.0 24 16 5.0
20 kW 1.5 m/s
m m m ton ton m
FIG. 8 LCG, TRIM, SINKAGE

4
 water is also a function of trim, treated as the same
way as in the trimaran case.
TABLE 3 HYDRODYNAMIC FORCE OF FKT

Trim Drag (kN) Lift (kN) Trim Moment (kN-m)

-20 11.73 -41.49 -64.80

-10 4.83 -21.59 -25.58

-5 2.99 -11.99 -9.58

FIG. 10 FKT COMPONENTS -2.5 2.48 -6.07 -2.28

0 2.31 0.00 0.00

2.5 2.48 6.32 10.72

5 3.00 12.42 6.07

10 4.79 22.52 23.80

20 11.58 43.94 26.04

FIG. 11 COMPARTMENTS OF BOUY

Operational Condition

Under normal operation and steady Kuroshio current,

FKT is expected to align with the current direction
without yaw and roll due to its downwind design.
This simplified the degree of motion to surge, heave,
and pitch. Steady position and trim angle are then the FIG. 12 FORCE DIAGRAM UNDER OPERATION
balanced of the total force and pitching moment, The ballast control follows the steps: all empty
demonstrated in Fig. 12. Without the free surface effect compartments, then pump water into the fore
under normal operation, the hydrodynamic forces of compartments until full, then transfer the ballast from
the whole body and rotors are functions of trim angle fore compartments to aft, finally pump the ballast out
and evalutated by time-consuming CFD software in from the aft compartments until empty and return to
advance. This term is treated as an external force, the initial condition. Table 4 lists the results, where
interpolated from the Table 3. The buoyancy force is a%b%c% stands for the filling ratio of the
calculated by the proposed method. While we are compartments. It can show the variations of total
going to obtain a steady solution, the mooring force is weight and center of gravity during each step. The
assumed always balance out the other three, so that ballast water increased the total weight and raised
the total force is zero. So the remaining unknown, the COG. In the transferring step, trim angle was
trim angle, is solved iteratively for the total moment dramatically increased, which provided an angle of
reaches zero as well. It is not going to discuss the attack of the buoy; hence an upward lift force pulled
complex mooring mechanics, but simply assume the the body closer to sea surface. For the deepest
mooring line is a rigid rope without bending or immersion, the fore compartments were full. This is
stretching and pinned onto the seabed. As long as the physically correct since the most ballast pressed on the
length of the rope is given, the relative position of FKT fore part and thus made the buoy generating a
to the pin is just a trigonometric operation. In the non- negative lift and forced the body down. It is clearly
filled ballast conditions, the center of gravity of ballast shown in Fig. 13 that to avoid the wavy surface in
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typhoon, the ballast should be moved forward, while

for the maintainance it is moved backward then
pumped out.
TABLE 4 PRINCIPAL DIMENSIONS OF FKT

Ballast Cond. Trim

Weight (t) COG.X COG.Z
(a%/b%/c%) (deg)
0%/0%/0% 16.0 0.000 0.000 0.26
0.337 FIG. 14 DEFINITION OF VARIOUS CENTERS OF FKT
10%/0%/0% 17.6 -0.156 0.68
20%/0%/0% 19.2 -0.287 0.642 1.12 Fig. 15 plots the immersed depth and COG against the
10%/0%/10% 19.2 -0.073 0.623 5.09 total ballast water filling ratio, from empty 0% to 95%
0%/0%/20% 19.2 0.142 0.642 8.37
just reaches neutral balance of buoyancy and gravity
forces. As the thickness of the bouy is not large, an
0%/0%/10% 17.6 0.077 0.342 4.33
additional 0.5m draft from its initial position caused
full submergence. The blue curve, fore/aft
compartment filling ratio, indicates that ballast
pumped into the aft compartments should be faster
than into the fore at the beginning, for an even keel
position. Until 40% total ballast moment, the pumping
rates inverse. Under this control, FKT retains even
keeled during its diving process.

FIG. 13 SUBMERGENCE UNDER DIFFERENT BALLASTS

Launching Process Control

An appropriate launching moment is at calm sea

without current. The rotors are locked in position and
the mooring line is loose. So there are no
hydrodynamic forces and mooring force. Initially FKT
with empty compartments is floating evenly on the sea
surface. By pumping the ballast in the fore and aft FIG. 15 COMPARTMENT FILLING RATE FOR EVEN KEEL
compartemnts simultaneously but different rates, FKT
Then the longitudinal and transversal stabilities were
will sink evenly until fully submerge. During this
calculated at each sinkage position. For a full
diving process FKT should acquire sufficient
submergent condition the waterplane vanishes, i.e. BM
hydrostatic stability in both longitudinal and
and BML are zeros, shown in Figs. 16 and 17 that the
transverse directions, so that an disturbance would not
metacenters collide with buoyancy centers at 95% total
flip the body. This is termed as the transitional
filling ratio. Also as the increment of submergence by
stability, which is critical for submarines. So there are
pumping ballast into the above buoy, the centers of
one ballast control way for even position, which is
gravity and buoyancy were both raised. An interesting
solved first. Then the determination of its transitional
note about the free surface effect is that the virtual
stability, i.e. GM versus submergence, is conducted.
centres of gravity were maximized at half ballast
The free-surface effect caused by the partially filled
condition. This appears to be caused by the maximum
compartments during the process is counted the same
waterplan area inside the buoy at it 50% filling ratio.
way as in the trimaran case. Fig. 14 defines the centers
Last but not least, the transversal stability is
of gravity, buoyancy, and metacenters.
considerably larger than longitudinal one not only due
to the aspect ratio of the buoy is relative low, but also
contribution of the transversal bulkheads, which
reduce the moment of waterplan area by nine times.

6
 determine its balanced position and trim angle, which
are critical references in the preliminary design stage.
An extensive usage of the method is to calculate the
transition stability during a launching process of FKT.
Like a submarine, FKT is controlled by a buoyancy
engine, which pumps ballast water in/out of the
compartments. The controlling procedure for keeping
FKT even keel is obtained, then its stabilities during
the diving process are calculated.

REFERENCES
FIG. 16 TRANSVERSAL TRANSITION STABILITY
Les A. Piegl, Wayne Tiller. “The NURBS Book.”
Monographs in Visual Communication Series. Springer;
2nd edition, 2013.
Steven C. Chapra. “Applied Numerical Methods with
MATLAB.” York, NY: McGraw-Hill Companies, INC.,
2008.
Francis S. Hill Jr., Stephen M. Kelley. “Computer Graphics
Using OpenGL.” Prentice Hall; 3rd edition, 2006
Edward Angel. “OpenGL: A Primer.” Addison-Wesley, 3rd
edition, 2007.
Adrian Biran, Ruben Lopez Pulido. “Ship Hydrostatics and
FIG. 17 LONGITUDINAL TRANSITION STABILITY Stability.” Butterworth-Heinemann, 2nd edition, 2013.

Conclusions

The study presents a general method to calculate

hydrostatic performance based on the analytical
solution of static pressure on a triangle. Arbitrary
surface configurations only require closed volume are
triangulated and intersected with different calm water
levels. The waterplan area properties are analytically
treated as planar polygons. Multi-hull ship is
demonstrated by its hydrostatic performance at
different drafts. Compartment is also modelled in the
same way but only flip its surface normal direction
inwards. Ballast fluid can be controlled via a filled
ratio. The level inside the compartment and a new
equilibrium trim and sinkage are solved iteratively.
Finally the free surface effect is corrected and stated as
a virtual centre of gravity that is above the original one
and hence reduced stability.

The other demonstrating example, the floating

Kuroshio Turbine, the irregular body shape is
composed of different parts. FKT is subjected to two
additional forces, the hydrodynamic forces and
mooring line. The proposed method showed its
capability of dealing with such a complex problem to