Ship Stability

Index

Sr. No. Main Topic Sub Topic Page No.

1. Angle of Loll 1. Shows that if G is raised above M, the couple 2
formed by the weight and buoyancy force will
turn the ship further from the upright
2. States that in this condition, GM is said ato be
negaive and  x GM is called the upsetting
moment or capsizing moment
3. Explains how B may move sufficently to reduce
the capsizing moment to zero at some angle of
heel
4. States that the angle at which the ship becomes
stable is known a sthe angle of loll
5. States that the ship will roll about the angle of loll
instead of the upright
6. States that an unstable ship may loll to either side
7. Explains why the condition described in 2.6.3. is
potentially dangerous
8. Corrects angle of loll
9. states that if a tank is full of liquid its effect on the
position of the ship’s centre of gravity is the same as
if the liquid were a solid of the same mass
10. show by means of diagrams how the centre of
gravity of the liquid in a partly filled tank moves
during rolling
11.states that when the surface of a liquid is free to
move, there is a virtual increase in KG, resulting in a
corresponding decrease in GM
12.states that the increase in KG is affected mainly
by the breadth of the free surface and is not
dependent upon the mass of liquid in the tank
13.states that tanks are often constructed with a
longitudinal subdivision to reduce the breadth of free
surface
2. Movement of the Calculates the change in KG during a passage 47
Centre of resulting from
Gravity
- consumption of fuel and stores
- absorption of water by a deck cargo
- accretion of ice on deck and superstructures given
Sr. No. Main Topic Sub Topic Page No.
the masses and their position
3. Curves of 1. States that for any one draught the lengths of GZ 51
Statical Stability at various angles of heel can be drawn as a graph.
2. States that the graph described in 3.1 is called a
curve of statical stability
3. States that different curves are obtained for
different draughts with the same initial GM
4. Identifies cross curves (KN curves & MS curves)
5. derives the formula GZ = MS + GM sine 
6 Derives the formula GZ=KN-KG sine 
7 Derives GZ curves for stable and initially unstable
ships from KN curves
8 From a given curve of statical stability, obtains
- the maximum righting lever and the angle at which
it occurs
- the angle of vanishing stability
- the range of stability
9. Shows how lowering the position of G increases
all values of the righting level and vice versa
10. States that angles of heel beyond approximately
400 are not normally of practical interest because
of the probability of water entering the ship at
larger angles
11. calculates by using moments about the keel, the
position of G for a given disposition of cargo, fuel
and water
12. uses hydrostatic data to find the KM and thence
the GM
13. states that, for a cargo ship, the recommended
initial GM should not normally be less than 0.15m
14. uses KN curves to construct a curve of statical
stability and from it reads the maximum righting
lever and angle at which it occurs
15. calculates the arrival of GM from the departure
conditions and the consumption of fuel and water,
including the loss of GM due to FSE
16. plans the use of fuel and water to keep free
surface effects to a minimum
17. estimates the loss of GM resulting from
absorption of water by deck cargo
4. List and its 1. shows on a diagram the forces which cause a 53
Corrections ship to list when G is to one side of the centre
line
2. states that the listing moments is given by
displacement x transverse distance of G from the
Sr. No. Main Topic Sub Topic Page No.
centre line
3. shows on a diagram that the angle of list () is
given by tan  = GG1 where GG1/ GM is the
transverse shift of G from the centre line
4. states that in a listed condition the range of
stability is reduced
5. given the displacement, KM and KG of a ship,
calculates the angel of list resulting form ,loading
or discharging a given mass at a stated position,
or from moving a mass through a given
transverse distance
6. explains with reference to moments about the
centre line how the list may be removed
7. given the displacement, GM and angle of list of a
ship, calculates the mass to move through a given
transverse distance to bring the ship upright
8. given the displacement, GM and angle of list of a
ship, calculates the mass move through a given
transverse distance to bring the ship upright.
9. given the draught, beam and rise of the floor,
calculates the increase in draught resulting from a
stated angle of list
5. Trim 1. defines ‘trim’ as the difference between the 59
draught forward and draught aft
2. states that trim may be changed by moving
masses already on board forward or aft, or by
adding or removing masses at a position forward
of or abaft the centre of flotation
3. define ‘centre of flotation’ as the point about
which the ship trims, and states that in is
sometimes called the tipping centre.
4. states that the centre of flotation, is situated at the
center of area of the water plane which may be
forward of crabaft amidships
5. uses hydrostatic data to find the position of the
centre of flotation for various draughts
6. defines a trimming moment as mass added or
removed x its distance forward or aft of the
centre of flotation or for masses already on
board, as mass moved x the distance moved
forward or aft
7. defines the moment to change trim by 1 cm
(MCT Icm) as the moment about the centre of
Sr. No. Main Topic Sub Topic Page No.
flotation necessary to change the trim of ship by
1 cm
8. uses hydrostatic curves or deadweight scale to
find the MCT Icm for various draughts
9. given the value of MCT Icm, masses moved and
the distances moved forward or aft calculates the
change in trim
10. given the value of MCT Icm, the position of the
centre of floatation, masses added or removed and
their distances forward of or abaft the centre of
floatation calculates
11. Given initial draughts and the position of the
centre of floatation, extends the calculation in 4.9
to find the new draughts
12. Given initial draughts and TPC, extends the
calculation in 4.10 to find the new draughts
6. Actions to be 59
1. States that flooding should be contained by
taken in the prompt closing of watertight doors, valves and
event of partial any other compartments
loss of intact
buoyancy 2. States that cross-flooding arrangements, where
they exist, should be put into operation
immediately to limit the resulting list
3. States that any action which could stop or reduce
the inflow of water should be taken

1. Angle of Loll

1. If G is raised above M, the couple formed by the weight and buoyancy force will turn
the ship further from the upright.
 G Z G
M M

B B
B1

K K

Figure 1

In Figure 1, the position of the centre of gravity (G) of the ship is above the meta-centre
(M). When the vessel heels by an external force, the centre of gravity (G) remains in the
same position, but the centre of buoyancy (B) shifts due to the change in the underwater
volume of the vessel to a new position B1. We can see that the gravitational force acting
vertically downwards through G and the force of buoyancy acting vertically upwards
through B1 form, a couple which tends to further heel the ship over from the upright
position.

2. xxxxxxxxxxxxxxxxxxxx

In this condition, where the centre of gravity (G) is above the meta-centre (M), the
metacentric height (GM) is said to be negative.

Lets consider W as the displacement of the above vessel. If moments are taken about G,
there is a moment to heel the ship further away from the upright position. This moment is
called the upsetting moment or the capsizing moment.

Upsetting Moment = W x GZ

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4. xxxxxxxxxxxxxxxxxxxx
 Z G

B
B1

Figure 2

In continuation from Figure 1, in Figure 2, we see that as the angle of heel increases, the
centre of buoyancy moves out to a position vertically under G, the capsizing moment
disappears. The angle of heel at which this occurs is called the Angle of Loll. The GZ at
the angle of loll is zero. The ship will become stable temporarily and will settle with this
angle of heel as there is no moment to return the ship to its upright position.

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 G Z

B B1

Figure 3

If the ship at the angle of loll in figure 2, is heeled further due to an external force, we see
in Figure 3, the centre of buoyancy moves out further towards the low side and there is a
moment to return the ship back to her angle of loll. From this we can see that the ship will
oscillate about her angle of loll instead of about her upright position

6. xxxxxxxxxxxxxxxxxxxxxx
 G Z
G
M M

B B
B1

K
K

Figure 4

In figure 4 we can see that an unstable ship i.e. with a negative metacentric height, if
heeled over to her other side also behaves in a similar manner as shown in Figures 1,2,3.
An unstable ship could heel over to her angle of loll on any side and stay heeled to that
side at her angle of loll.

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The condition in which the initial metacentric height is negative is potentially a very
dangerous one. The vessel with a negative metacentric height could heel over by any
external influence like wind, waves, turning moment and stay at the angle of loll. If any
openings, through which progressive flooding can take place, are submerged under water
at the angle of loll, progressive flooding will take place and could result in the sinking of
the vessel. Also, the vessel oscillates about her angle of loll and if the centre of buoyancy
does not move out far enough to get vertically under G, the ship will capsize.

8. xxxxxxxxxxxxxxxxxxxxxxxx

Correcting the angle of loll requires an understanding of the principles of ship stability.
The vessel at the angle of loll lies in an extremely dangerous situation and any wrong
action or no action at all on part of the ships officers can cause the ship to capsize.

The first thing to be done will be to press up all slack tanks so that the least amount of
free surface effects exist. The free surface of a liquid in a slack tank acts like a shifting
weight and can increase the height of G (as we see in the next section), thus increasing
the angle of loll and the possibility that openings can go underwater increases.
The next step will be to decrease the KG of the vessel by taking in ballast in any double
bottom or low tanks thus reducing the height of the centre of gravity of the vessel and
reducing the negative metacentric height (GM). Preferably a tank at the centre line of the
vessel should be used for ballasting. But if such a tank is not available, then fill up a tank
on the heeled or lower side first and after it is full, the corresponding tank on the opposite
side can be filled up. It would appear that filling up a tank on the opposite side will
produce better results, but doing so, the vessel can loll over on to the other side and the
momentum of the roll can cause the vessel to heel at an angle far greater than the angle of
loll and increase the chances of openings getting under water or capsizing. Also the cargo
on higher levels can be discharged or jettisoned to reduce the KG and make KG positive.

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G Z
B
B1
g
K

Figure 5

In Figure 5, consider a DB tank completely filled with ballast water and with its centre of
gravity at g. The vessel heels over due to an external force. Since there is no movement
of any weights on boards the vessel, the centre of gravity of the vessel remains
unchanged and stays at G. The centre of buoyancy shifts to B1 and this produces a
restoring moment bringing the vessel back to its upright condition. Thus since the liquid
in a completely filled tank cannot move it acts like a static weight having its centre of
gravity at the centre of gravity of the tank. It in effect behaves as a solid of the same mass
as the liquid in the tank.

10. xxxxxxxxxxxxxxxxxxxxxxxx Both covered below

11. xxxxxxxxxxxxxxxxxxxxxxxx

Gv Zv

G Z
G1
B B1
g

K g1

Figure 6

In Figure 6, the double bottom tank is partly filled with a liquid. The vessel heels over by
an external force for e.g. rolling caused by wave motion. This causes the liquid in the
double bottom tank to shift to the lower side and the centre of gravity of the liquid shifts
from g to g1.

Since there is a shifting of weights onboard, the centre of gravity of the vessel also shifts
along the direction of shift of the weight and we assume that it shifts to point G1. This is
in effect like increasing KG to KGV. We can say that the effect of the free surface of the
liquid in the slack tank is to reduce the metacentric height from GM to GVM. GGV is
called the virtual loss of GM due to the free surface effect. This loss of GM reduces the
righting lever required to bring the vessel back to its upright condition. If a free surface is
created in a vessel with a small initial metacentric height, the virtual loss of GM may
result in a negative metacentric height and would cause the vessel to take the angle of
loll which is dangerous and undesirable. Also we can see from Figure 6, that even though
the distance G G1 is small, it produces a large virtual loss of GM (GGV).

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The increase of KG as discussed above due to a slack tank results in a virtual loss of GM
or metacentric height. This is called the Free Surface Effect. Since there is a reduction of
GM, the reduction can be calculated and is called the Free Surface Correction.

FSC depends on the length and breadth of the slack tank and is given by the formula

i
FSC   di
W

where Ai = the moment of inertia of the slack tank surface and is a function of
the surface area of the slack tank.
W = Displacement of the vessel
di = Density of the liquid inside the tank

Thus it can be seen that the decrease in GM or increase in KG is affected mainly by the
length and breadth of the free surface and is not dependent on the mass of liquid in the
tank.

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Figure 7
The Free Surface Correction depends on the length and breadth of the free surface in a
slack tank. This free surface correction can be reduced by reducing the available breadth
of the tank by creating partitions using longitudinal sub division as shown in Figure 7.
The partitions reduce the Free Surface Effect and thus reduce the virtual loss of GM for a
vessel.
2. Movement of the centre of gravity

The position of the centre of gravity of a ship depends on the distribution of weights on
board and not on the total weight.

a. When a weight is added (loaded), the COG of the ship moves towards the
COG of the added weight.
b. When a weight is removed (unloaded), the COG of the ship moves away from
the COG of the removed weight.
c. When a weight on board is shifted, the COG of the ship moves in a direction
parallel to that moved by the weight being shifted.

Follow figures to justify the above statements:

In the figures below, G is the original location of the COG of the ship, G1 is the final
location of the COG of the ship. G is the location of the COG of the weight being added,
removed or shifted as the case maybe.

A. Adding Weights
g

G1

G1 G
g
B. Removing Weights

G G1
g

G1

C. Shifting Weights
g

G1
 G1
G

For a vessel on a passage the KG or the distance of the COG from the keel will vary even
there are no apparent weight changes being made by the virtue of shifting of cargo.
Weights are being consumed and added by other means which we will see in the
following section.

During a passage the vessel is consuming fuel for the machinery and stores are being
consumed in the form of provisions, lube oils, consumable stores, water etc. The shift of
KG will depend on the location of these stores and fuel storage areas. Majority of the fuel
is being stored in the DB tanks and the location is at the lower levels. Maximum
consumption during a passage is of fuel and that has a very high impact on the shift of
COG of the vessel. Since the consumption is more from the bottom of the vessel, the
COG will tend to rise thus increasing the KG of the vessel, or in effect reducing the GM
or the metacentric height.

If the vessel is carrying a deck cargo which can absorb moisture from the atmosphere or
from precipitation if any, then there is a weight being added on the deck and this added
weight will tend to increase the KG of the vessel. In effect reducing the metacentric
height GM of the vessel.

When the vessel is traversing areas prone to freezing, there is a possibility of ice
accretion on the exposed areas of the hull and this will be like adding weights to the
exposed areas on the hull and super-structure. This will also have the effect of increasing
the KG of the vessel and thus decreasing the metacentric height of the vessel.
3. Curves of Statical Stability:

1. xxxxxxxxxxxxxxxxxxxxxxx
2. xxxxxxxxxxxxxxxxxxxxxxx All three covered below
3. xxxxxxxxxxxxxxxxxxxxxxx

Figure 8

Figure 8 shows a vessel at a fixed drafts at varying angles of heel. We can see that the
values of GZ vary according to the angle of heel.
 Intact Statical Stability

4.5
4
3.5
Righting Lever GZ

3
2.5
2
1.5
1
0.5
0
0 25 50 75 85
Heeling Angle

Above is a Curve of Statical Stability for a vessel. The values of the moment arm or the
Righting Lever are plotted on the y-axis and the angle of heel is plotted on the x-axis. We
can see that the Righting Lever increases as the angle of heel increases upto a certain
angle of heel after which it starts reducing. The length of the righting lever is a measure
of the vessels ability to return to its original upright position after being heeled over by an
external force and thus represents the stability factor of the vessel.

Different curves can be obtained for the same initial GM but varying drafts as the
underwater volume changes and the position of the Centre of Buoyancy varies with
changing drafts as the angle of heel changes.

4. xxxxxxxxxxxxxxxxxxxxxx

KN Curves
 KN Curves

8 75°
7 60°

6 45°
KN (Metres)

5
30°
4

3 20°
2
10°
1
5°
0

00 00 00 00 0 0 0 0 0 0 0 0 0 0 0
60 70 80 90 00 00 00 00 00 00 00 00 00 00 00
10 11 12 13 14 15 16 17 18 19 20
Displacem ent (Metric Tonnes)

Figure 9

Some shipyards supply the curves of statical stability of a ship for a assumed KG of zero.
The curves are then referred to as the KN curves. They are provided for various angles of
heel and calculated for various displacements. For a given angle of heel, the KN values
can be found for any displacement.

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6. xxxxxxxxxxxxxxxxxxxxxxxxxx All three covered below
7. xxxxxxxxxxxxxxxxxxxxxxxxxx
 Ø

G Z

B Ø B1

X
K N

W
Figure 10

To obtain the righting levers for a particular displacement and KG, the values of KN are
first obtained from the KN curves by inspection at the displacement concerned. The
correct righting levers are then obtained by subtracting from the KN values a correction
equal to the product of the KG and sine of the heel angle.

Figure 10 shows a vessel heeled to one side by an external force. The vessels COG is at
G and KG is the actual height of the centre of gravity above the keel. GZ is the length of
the righting lever.

GZ = XN
= KN - KX
GZ = KN – KG sin

Thus the righting levers can be found from the KN curves by the above calculations.

8. xxxxxxxxxxxxxxxxxxxxxxxxxxx

A curve of statical stability is a graph wherein the righting lever (GZ) is plotted against
the angle of heel. It is drawn for the displacement and KG of that voyage.
 Range of stability

Maximum value of GZ
0.5

Angle of heel at which

max GZ occurs
GZ (meters)

0.4

0.3

0.2
Intial GM P Angle of Vanishing Stability
0.1 Q

57.3
0 10 20 30 40 50 60 70 80

Heel (Degrees)

Figure 11

Referring to the Figure 11 above, the information that may be obtained from the curve of
statical stability is as follows:

 The maximum value of GZ.

 The angle of heel at which maximum GZ occurs.
 The angle of vanishing stability. This is the angle of heel at which GZ becomes
zero again.
 The range of positive stability. In normal cases, this would be from zero degrees
to the angle of vanishing stability but in cases where the ship is initially unstable,
it will not be from zero degrees onwards but from some other value.
 The initial metacentric height. A tangent is drawn to the curve at the origin (OP in
the figure). A perpendicular is erected at 57.3° heel to meet the tangent (Q in the
figure). The distance of the point of intersection from the base line, measured on
the GZ scale, indicates the initial GM. Note: In actual practice, the reverse
happens. The initial fluid GM is cut off on the perpendicular at 57.3° to arrive at
point Q in the figure. Q & O are joined by a straight line and while drawing the
curve, it is ensured that the curve coincides with line OQ for the first few degrees.
 The moment of statical stability at any given angle of heel. The GZ for the given
angle of heel is obtained from the curve and multiplied by the displacement of the
ship.
 The dynamical stability of the ship at any given angle of heel. This is the work
done in heeling the ship to the given angle.

9. xxxxxxxxxxxxxxxxxxxxxxxxxx
 Ø

G Z
G1 Z1
G2 Z2
B B1

K N

Figure 12

In Figure 12 we assume a vessel heeled over by an external force. We consider the Centre
of Gravity of the vessel to at G initially. The COG is shifted vertically downwards by
lowering some weights on board and since the underwater volume of the vessel remains
the same, the position of the centre of buoyancy remains at the same place.

We can see that as the COG is lowered, the righting lever GZ increases. Also if the COG
is raised, the righting lever will keep on decreasing. In effect as the centre of gravity is
lowered, the righting lever increases and the vessel, if heeled over, can come back to its
upright position more rapidly.

10. xxxxxxxxxxxxxxxxxxxxxxxxxxxx

Normally ships are built so that if they heel over to angles more than about 40° from the
vertical, some openings will be submerged underwater and progressive flooding can take
place. Hence, for calculations purpose, data for angles of heel of more than 40° are not of
much practical interest.

11. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

A vessel when loading / unloading cargo or taking in bunkers, fresh water or consuming
bunkers, fresh water etc. undergoes a change in displacement as well as a change in the
position of the centre of gravity of the vessel. We will need to know the position of the
centre of gravity (or the KG) of the vessel in her final condition to decide whether the
vessel is stable and has a positive GM prior to sailing. The calculation of final KG is done
by taking moments about the keel.

The initial moment of the weight of the ship about its keel plus the moments about the
keel of all weights loaded minus the moments about keel of all weights discharged gives
the final moment. This final moment about keel divided by the final displacement of the
ship gives the final KG. In cases where weights have been shifted vertically, the weight
multiplied by the vertical distance shifted gives the change in moment, to be added if the
shift is upwards; to be subtracted if the shift is downwards.

Calculation of final KG by taking moments about the keel can be done even when only a
single weight is being loaded, discharged or shifted.

We will consider an example to understand this.

On a ship of 15,000 t displacement, KG 7.85 m, the following operations occur

 1000 t of cargo discharged from No.3 LH, KG 3.9 m

 2300 t of cargo discharged from main deck, KG 10.2 m
 600 t of FW taken into Forepeak tank, KG 6.3 m
 450 t of Fuel taken into FO tank, KG 0.6 m
 800 t of cargo shifted from No.3 TD to No.3 LH, through a vertical distance of 6
m.

Find the final KG of the ship.

Weight (t) Moment by Keel

Remarks KG (m)
Loaded Discharged Loaded Discharged
Ship 15000 - 7.85 117750 -
3LH cargo - 1000 3.9 3900
Main Deck - 2300 10.2 23460
Forepeak
600 - 6.3 3780
tank
FO tank 450 - 0.6 2700
Total 16050 3300 124230 27360
-3300 -27360
Final W = 12750 96870
800 t shifted 6m down (-) -4800
Final Moment 92070

Final KG = Final Moment / Final Displacement

= 92070 / 12750 = 7.221 m

Final KG after all operations is 7.221 m.

12. xxxxxxxxxxxxxxxxxxxxxxxx

M M

G
G Z

B B B1

Figure 13

When a vessel is heeled (inclined by an external force), the force of buoyancy acting
vertically upwards through the new position of COB, cuts the centre line of the ship at a
point called the transverse metacentre (M). This is illustrated in the figure 13.

KM is calculated by adding KB and BM, each of which is calculated separately. The

initial KM is, therefore, a function of the draft of the vessel. On board a ship, the initial
KM is obtained by consulting a table or graph, supplied by the shipyard, wherein KM is
indicated against draft. Onboard a ship, the KM for a particular draft is looked up in the
hydrostatic tables provided on board. The KG of a ship is calculated by taking moments
of weights added, discharged or shifted. The GM is then computed as the difference
between KM and KG.

13. xxxxxxxxxxxxxxxxxxxx

The International Loadline Rules require that for a cargo ship, the initial transverse
metacentric height should not be less than 0.015 m. This is to ensure that the vessel has
sufficient intact stability available, and righting levers are available if the vessel heels
over due to an external influence. Also sufficient reserve metacentric height is available
to counteract any loss of metacentric height due to water on the main deck or added
weights due to ice accretion on the superstructures in normal conditions.

14. xxxxxxxxxxxxxxxxxxxx
 KN Curves

8 75°
7 60°

6 45°
KN (Metres)

5
30°
4

3 20°
2
10°
1
5°
0

00 00 00 00 0 0 0 0 0 0 0 0 0 0 0
60 70 80 90 00 00 00 00 00 00 00 00 00 00 00
10 11 12 13 14 15 16 17 18 19 20
Displacem ent (Metric Tonnes)

Figure 14

Figure 14 above shows the KN curves for a vessel. The vessel is displacing 16000 t,
KM = 8.90 m. KG fluid = 8.300 m.
Hence the initial GM fluid = 8.9 – 8.3 = 0.6 m.

First let us obtain the KN values and calculate GZ from the provided curve:

Heel () KN KG sin GZ = KN- KG sin

5 0.783 0.723 0.075
10 1.575 1.441 0.134
20 3.116 2.839 0.277
30 4.618 4.15 0.468
45 6.495 5.869 0.626
60 7.571 7.188 0.383
75 7.896 8.017 -0.121

The initial fluid GM is laid off at 57.3° heel and it is connected to the origin of the graph.
The curve is then constructed, ensuring that it coincides with this line for the first 2
degrees. The curve so formed is shown below in Figure 15.
 Statical Stability Curve

0.7

0.6

0.5

0.4
GZ (Metres)

0.3

0.2

0.1

0
0 10 20 30 40 50 60 70 80
-0.1

-0.2
Heel (Degrees)

Figure 15

From this curve we can see that

 maximum righting lever is 0.64 m and it occurs at an angle of heel of 44°.

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A ship displacing 10000 t has KM 9.9 m. The following table gives the condition of her
tanks at the beginning of the voyage. The FSM is 2087.4 tm. KG is 8.954 m.

Tank KG (m) Ai (m4) Contents RD Departure

Condition
2P 0.65 720 HFO 0.95 Slack
3C 0.60 1200 HFO 0.95 Full
FW 0.70 300 FW 1.00 Slack

During the voyage the vessel consumes the following:

All HFO (150 t) from 2 P tank
Part HFO (50 t) from 3 C tank
All FW (100 t) from FW tank
Find the GM fluid on arrival port
 Weight (t) KG (m) FSM Moment by Keel
Remarks
Loaded Discharged (tm) Loaded Discharged
Ship 10000 - 8.954 2087.4 89540 -
2P tank - 150 0.65 -684 - 97.5
3C tank 50 0.60 +1140 - 30
FW tank - 100 0.70 -300 - 70
Totals 10000 300 2243.4 89540 197.5
-300 -197.5
Final W = 9700 Final Moment = 89342.5

Final KG = Final Moment / Final W

= 89342.5 / 9700
= 9.211 m

Final FSC = 2243.4 / 9700

= 0.231 m

Solid GM = KM - KG

= 9.9 - 9.211

= 0.689 m

Fluid GM = Solid GM - FSC

= 0.689 - 0.231

Fluid GM = 0.458 m

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From the above example we can see that during a voyage, there is an apparent increase in
the free surface of the various fuel tanks and fresh water tanks which have been
consumed during the voyage. This increase in the free surface results in reducing the
metacentric height of the ship during the voyage.

The voyage should be planned in such a manner that the tanks for fuel and water, which
will get consumed over the course of the voyage, are emptied completely. The free
surface effect is thus eliminated completely. The above may not be possible at all times
and all possible efforts should be made to keep the slack tanks as ones with the least Free
Surface Moment.
17. xxxxxxxxxxxxxxxxxxxxxxxxxxx

The deck being carried on certain type of ships like the timber carriers can absorb a lot of
moisture from the atmosphere or from precipitation. This results in addition of weights on
the main deck and increases the KG of the ship. This reduces the GM and the ship could
get into an unstable condition with a too small or negative GM.

The present GM of a ship can be estimated by measuring the rolling period of a vessel.
This rolling must not be under the influence of external waves or wind.

The rolling period of a vessel can be computed by the formula,

2C  B
TR 
GM

where,
C = 0.373+0.023(B/d)-0.043(L/100)
B = Breadth of the ship
‘d = draft of the ship
L = Length of the ship
TR = Time period of a roll in seconds

By measuring the roll period by a stop watch, the GM at that moment can be found out using
the above formula.

By a series of observations the increase or decrease of GM can be found out.

4. Lists and its correction

1. xxxxxxxxxxxxxxxxxxxxxx

G G1 G
G1
B B
B1

K K

W
W

Figure 16

In Figure 16, the COG of a vessel shifts from G to G1 due to a shift of weights onboard
the vessel. The weight acting through the new COG at G1 and the buoyancy force acting
from B form a couple and tends to list the vessel to the right side.

When this happens, the underwater volume of the vessel changes and the centre of
buoyancy shifts to a new position B1 such that it is vertically under the new COG and
equilibrium is achieved. The vessel steadies itself at this angle called the angle of list.

2. xxxxxxxxxxxxxxxxxxxxxxxxxxx

In Figure 16 we can see that the moment required to list the ship or the Listing Moment
can be easily written down as

Listing Moment = GG1 x W

Where GG1 = The transverse shift in the position of the COG

W = Displacement of the vessel

3. xxxxxxxxxxxxxxxxxxxxxxxxxxx
 M

G
G1
B
B1

W
Figure 17

Figure 17 shows a ship, listed due to a shift of the COG from G to G1.

In the figure we can see that

Tan  = GG1 / GM

Where GG1 is the transverse shift of the centre of gravity of the ship from the centre line.

4. xxxxxxxxxxxxxxxxxxxxxxxxxxx

When a ship with a positive initial GM has a list, it means that its COG is off the centre
line due to asymmetrical distribution of weights on board. The vessel is at an equilibrium
position at its angle of list. This means that the GZ or the righting moment is zero at the
angle of list and not at the upright position. In Figure 18 below we can see that the GZ is
at 10 angle of heel and is the angle of list for the vessel. Notice that even though the
curve is similar to an upright vessel, the range of stability is reduced due to the listed
condition.
 Range of stability
0.5
GZ (meters)
0.4

Angle of heel at which

max GZ occurs
0.3

0.2 Angle of Vanishing Stability

0.1

10 20 30 40 50 60 70 80

Heel (Degrees)

Figure 18

5. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

A ship of Displacement 15000 t, KM 6.0 m, KG 5.1 m conducts the following cargo

operations:
Loads 750 t in No. 3 LH (KG 3.2 m), 4 m to port of the centerline
Discharges 450 t from Upper Deck (KG 10.0 m), 3 m to port of the centerline
Shifts 200 t of deck cargo from port side to starboard side on upper deck (KG 10.0 m)
through a transverse distance of 12 m.
The Free Surface Moment is 4400 tm.
Find the final list?

First lets find the final listing moment:

Weight Listing Moment (tm)

Remarks Dist of CL
Load Disch Port Stbd
Cargo 3 LH 750 t - 4m to P 3000
Cargo UD - 450 t 3m to P 1350
Cargo UP Shifts 200 t 12 to S 2400
Total 3000 3750
-3000
Final Listing Moment 750 tm

Now lets find the fluid GM

 Weight Moment by Keel
Remarks KG
Loaded Disch Loaded Disch
Ship 15000 - 5.1 76500 -
Cargo 3 LH 750 - 3.2 2400 -
Cargo UD - 450 10.0 - 4500
Total 15750 450 78900 4500
-450 -4500
Final 15350 74400

Final KG = 74400 / 15350 = 4.847 m

FSC = FSM / W = 4400 / 15350 = 0.287 m

KM = 6.000 m
Final KG = 4.847 m
Solid GM = 1.153 m
FSC = 0.287 m
Fluid GM = 0.866 m

To find list

Tan  = FLM / W. GM
750
=
15350  0.866

= 0.056

 = 3.2° to starboard

6. xxxxxxxxxxxxxxxxxxxxxxxxxxx
All three are covered below.
7. xxxxxxxxxxxxxxxxxxxxxxxxxxx
Naresh
8. xxxxxxxxxxxxxxxxxxxxxxxxxxx

A ship of Displacement 20000 t, GM 0.900 m, is listed 8° to port. Find how many tonnes
of ballast must be transferred to make the vessel upright, if the transverse distance is 10
m.

Lets find the Listing Moment

LM = Displacement x GM x Tan = 20000 x 0.9 x Tan 8°
= 2529.735 to port

To get the vessel upright , we will have to cause a listing moment of 2529.735 to the
other side i.e. starboard side
Listing Moment = Distance x weight to be transferred
2529.735 = 10 x w
w = 2529.735 / 10
w = 252.974 mt

Therefore we will require to shift 252.974 mt of ballast from the port to starboard ballast
tank.

9. xxxxxxxxxxxxxxxxxxxxx

Bea
m

W1 L1
X
O Ø

A
New
Draft
Ø

K
B Y

C Rise of floor

Figure 19

In Figure 19, a ship is heeled over to starboard at an angle . The original draft was AC
as shown in the figure. After heeling over the new draft is XY.

From the fig,

OA = ½ Beam

Consider OXA,
 XA
sin =
OA

XA = sin x OA

AB = AC - BC
AB = Old Draft - Rise of Floor

Consider ABY,

AY
cos =
AB

AY = cos x AB = cos x (Old draft – rise of floor)

New Draft = XA + AY

New Draft = sin x (½ Beam) + cos x (Old draft – rise of floor)

5. Trim

1. xxxxxxxxxxxxxxxxxxxxxxxxxxx

Trim of a ship is defined as the difference in the forward and after drafts. It is measured
in the units of the draft. It can be considered as the equivalent of list in the longitudinal
direction. As a convention, when the forward draft is less than the after draft, the trim is
said to be positive and when the after draft is less than the forward draft, the trim is said
to negative.

2. xxxxxxxxxxxxxxxxxxxxxxxxxxx

G1 G

Da
Df

ML

G
G1

B1 B

New Df

New Da

Figure 20
In Fig 20, a vessel is seen at even keel. A small weight is shifted on the deck from
forward to aft through a distance d. Because of this shift the COG of the ship is also
displaced from G to G1. A couple is formed between the upward buoyancy force and the
downward force due to the weight of the vessel. This force trims the vessel by the stern.
The COB shifts as the underwater volume changes and this stops till the COB is again
under the new COG.

The above process would also occur if instead of a shift of weight, a weight was loaded in
the after part of the vessel. The vessel is trimmed by the stern with a trim equal to the
difference between the new drafts forward and aft.

3. xxxxxxxxxxxxxxxxxxxxxxxxxx

In Fig 20, we can see that the ship trims when a weight is shifted onboard. The point
about which the ship trims, point F in the figure, is called the “Centre of Floatation”.

Since the vessels tips about the centre of floatation it is also sometimes called the
“Tipping Centre”.

4. xxxxxxxxxxxxxxxxxxxxxxxxxxxxx

The “Centre of Floatation” is always at the centre of the waterplane area at that particular
draft. For a box shaped vessel, the Centre of Floatation will be at the mid ships position.
But for a ship shape vessel, the centre of floatation could be a little displaced from the
mid ships position and could be forward or aft of the midship position depending on the
shape of the water plane at various drafts.

Trimming moments are always taken about the centre of floatation for computing the
trim change due to change of weights onboard.

5. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

The hydrostatic particulars provided by a ship yard for a vessel will always provide the
position of the longitudinal centre of floatation for various drafts. This position is
provided with reference to the Aft Perpendicular or the Mid Point of the vessel.
Instructions will be provided regarding the use.

If the reference is from the Aft Perpendicular, then the distance of the centre of floatation
from the aft perpendicular is given for various drafts in a tabular form. The distance of
the centre of floatation for intermediate drafts can be found by linear interpolation.

If the distance is provided with reference to the mid point of the vessel, a sign system will
be used to provide the information, whether the position of the centre of floatation is
ahead or abaft of the mid point. For e.g. if the position of the centre of floatation is
forward of the mid point it is positive and if the position of the centre of floatation is
abaft of the midpoint it is negative. If the position of the centre of floatation coincides
with the mid point the distance is 0.

If the stability particulars of M V Hindship is referred, we find that the position of the
centre of floatation is given with reference to the After Perpendicular of the vessel.

6. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

G1 G

Da
Df

ML

Figure 21

G
G1

B1 B
d
New Df

w
New Da

G1 G

Da
W Df

ML

Figure 22

G
G1

B1 B
 d

G1 G

Da
W Df

ML

Figure 23

In Fig 21, we assume that a small weight Gw is shifted

1
G from the forward to the after part of
the vessel. In Fig 22, we assume that a small weight is loaded in the after part of a vessel
at a distance d from the centre of floatation.
F In Fig 23, we assume that a small weight d is
discharged from the forward part of the vessel, at a distance d from the centre of
B
floatation. B 1

New Df

In all the above 3 cases the shifting, loading or discharge of the weight causes a shift in
the centre New D
of gravity
a
of the vessel from a position G to G1. The change in the position of
the centre of gravity from G to G1 causes the vessel to trim by the stern. As the
underwater volume of the vessel changes, the centre of buoyancy also shifts to B1. This
causes the centre of buoyancy to come below the centre of gravity and the trimming
moment is reduced to zero. This is shown in Fig 24 below.
 d

G1 G

Da
Df

ML

G
G1

B1 B

New Df

New Da

Figure 24

Thus the vessel trims because of a trimming moment given by GG1 x W

We know that,

w d
GG1 
W

or GG1 x W = w x d

Hence the trimming moment is also given by w x d

Where w = mass shifted, loaded or discharged

‘d = distance from the centre of floatation or the distance moved in the fore aft
direction in case of shifting.

7. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

If the trimming moment so produced by the shift of weights or loading or discharging of

weights on board, causes a change of trim by one centimeter, that moment is called the
moment to change trim by one centimeter and denoted by MCT 1cm.

8. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx
The MCT 1cm is given in the hydrostatic particulars of a ship by the ship yard and is
provided in a tabular form for a series of drafts. The intermediate value can be found by
interpolation.

9. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

A ship 150m long has its Longitudinal centre of floatation 2 m forward of the midship.
Its MCT 1cm is 225 tm. The ship is floating at drafts of 6.0 m forward and 7.0 m aft. A
weight of 210 t is shifted 80 m in the forward direction on the main deck. Find the new
trim after the shift of cargo.

We know that,
Trimming Moment = Trim in cms x MCT 1cm

Trimming moment due to shift of weight is given by,

Trimming Moment = wxd = 210 x 80 = 16800 tm

Trim in cms = Trimming Moment / MCT 1cm

= 16800 / 225
Trim = 74.667 cms

Original trim = 1.0 m by stern

Since the weight is shifted in the forward direction it will produce a change of trim by the
head. The change of trim is 0.745 m by head.

Final trim will be 1.0 – 0.745 = 0.255 m by stern.

10. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

A ship 150m long has its Longitudinal centre of floatation 2 m forward of the midship.
Its MCT 1cm is 225 tm. The ship is floating at drafts of 6.0 m forward and 7.0 m aft. A
weight of 210 t is loaded on the main deck 30 m forward of the centre of floatation. Find
the new trim after loading the cargo.

Trimming moment due to loading of weight is given by,

Trimming Moment = wxd = 210 x 30 = 6300 tm

Trim in cms = Trimming Moment / MCT 1cm

= 6300 / 225
Trim = 28 cms

Original trim = 1.0 m by stern

Since the weight is loaded forward of the centre of floatation it will produce a change of
trim by the head. The change of trim is 0.280 m by head.
Final trim will be 1.0 – 0.280 = 0.720 m by stern.

11. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

A ship 150m long has its Longitudinal centre of floatation 2 m forward of the midship.
Its MCT 1cm is 225 tm. The ship is floating at drafts of 6.0 m forward and 7.0 m aft. A
weight of 210 t is shifted 80 m in the forward direction on the main deck. Find the new
drafts after the shift of cargo.

We know that,
Trimming Moment = Trim in cms x MCT 1cm

Trimming moment due to shift of weight is given by,

Trimming Moment = wxd = 210 x 80 = 16800 tm

Trim in cms = Trimming Moment / MCT 1cm

= 16800 / 225
Trim = 74.667 cms

Original trim = 1.0 m by stern

Since the weight is shifted in the forward direction it will produce a change of trim by the
head. The change of trim is 0.745 m by head.

Forward

LCF C
Trim

F
Trim
Trim
Aft

LBP

New Df

New Da

Figure 25

From Fig 25 we can say that,

Trim Aft = Trim

LCF LBP

Trim Aft = 0.745 x 77 / 150

Trim Aft = 0.382 m
Trim Ford = 0.745 - 0.382 = 0.363 m

Forward Aft
Original Drafts 6.000 7.000
Trim ford / aft +0.363 -0.382
Final Drafts 6.363 m 6.618 m

12. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

A ship 150m long has its Longitudinal centre of floatation 2 m forward of the midship.
Its MCT 1cm is 225 tm. The ship is floating at drafts of 6.0 m forward and 7.0 m aft. A
weight of 210 t is loaded on the main deck 30 m forward of the centre of floatation. Find
the new forward and aft drafts after loading the cargo. TPC = 25.

Trimming moment due to loading of weight is given by,

Trimming Moment = wxd = 210 x 30 = 6300 tm

Trim in cms = Trimming Moment / MCT 1cm

= 6300 / 225
Trim = 28 cms

Original trim = 1.0 m by stern

Since the weight is loaded forward of the centre of floatation it will produce a change of
trim by the head. The change of trim is 0.280 m by head.

Trim Aft = Trim

LCF LBP

Trim Aft = 0.280 x 77 / 150

Trim Aft = 0.144 m
Trim Ford = 0.280 - 0.144 = 0.136 m

Mean Sinkage after loading the cargo = w/TPC = 210/25 = 8.4 cm

Forward Aft
Original Drafts 6.000 7.000
Mean Sinkage +0.084 +0.084
Trim ford / aft +0.136 -0.144
Final Drafts 6.220 m 6.940 m
6. Actions to be taken in case of partial loss of intact stability.

1. xxxxxxxxxxxxxxxxxxxxxxxxxxxx

Partial loss of intact stability, will result if one of the water tight compartments is
breached and water enters inside due to flooding, bilging etc. The effect of extra water
ingress inside a compartment results in increased weight on board, thus reducing the
reserve buoyancy. This could also result in increased list due to unbalanced distribution
of weights onboard the ship, inside the breached compartments. Due to heavy listing the
openings leading to enclosed compartments could get submerged and this will result in
further flooding of compartments.
One more factor that is to be considered is the effect of the uneven weight distribution on
the longitudinal strength of the ship and could result in severe hogging or sagging and
ultimately fracture of the ship longitudinally.

Prevention of flooding is the first step to be taken to prevent dangerous results. Flooding
of compartments can be contained by prompt closing down of water tight doors between
various compartments. In the eventuality of flooding of some compartments, this
prevents any weight transfers due to flooding and thus restricts the damages that
otherwise might occur. All valves on pipelines leading from the flooded compartment
should be shut to prevent cross flooding of compartments due to transfer of sea water
between compartments through piping systems.

2. xxxxxxxxxxxxxxxxxxxxxxxxxxxxx

On some vessels arrangements are provided, in case of an emergency due to flooding, to

cross flood any other compartment so that the vessel remains upright. These
arrangements where existing should be used to keep the vessel upright in case of flooding
of any compartment. The excessive list might get some openings on the main deck
leading to other compartments under water and increasing the chance of these
compartments flooding.

Fact that cross flooding also results in increase of drafts should be kept in mind when
using the cross flooding arrangements.

3. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

To reduce flooding of compartments prompt action should be taken to reduce the inflow
of sea water inside the compartments. This could be using the valves on the piping
system, if that is breached, effectively. The compartment if a small one, can also be
isolated from the remaining compartments by closing all openings or battening down the
openings.
If the breach or the opening is close to the water line, the vessel could be listed and / or
trimmed effectively to keep the opening out of the water.

Damage control equipment should be used to keep the water out of the compartment, or
seal the opening leading to the water ingress. Collision mats, or plugs used with shoring
can be used to stop the water ingress or at least minimize the ingress so that the pumps
could be used to keep the compartment dry.