1.

Definition of Stability
2. Definition of FREE SURFACE EFFECT
3. Definition of G – Center Of Gravity
4. Definition of B – Center of Buoyancy
5. Definition of KG – VCG Vertical of Center of Gravity
6. Definition of M – Metacenter
7. Definition of BM- Metacentric Radius
8. Definition of GM – Metacentric Height
9. Definition of GZ – Righting Force (Arm)
10. Definition of Lightweight
11. Definition of DWT
12. Definition of Displacement
13. Definition of NRT
14. Definition of GRT
15. Definition of Plimsoll Mark
16. Definition of FWA – Fresh Water Allowance
17. Definition of Block Coefficient
18. Definition of Reserved Buoyancy
19. Definition of Damage Stability
20. Which Stability Criteria do you know
21. Downflooding angle

Stability

1. Stability - ability of a vessel to return to its initial upright position after being inclined by wind or
sea.
2. G – Center Of Gravity a point through which a weight act vertically down. The center of gravity
will move towards a weight added
3. B – Center of Buoyancy is at the center of the underwater volume and is the point through
which the force of buoyancy acts vertically upwards.
4. Fb – Buoyancy Force – equal to weight of water displaced by immersed body
5. KB – VCB Vertical Center of Buoyancy = 0.53* Draft (Hydrostatic Tables or Curves)
6. K – Keel point
7. KG – VCG Vertical of Center of Gravity position “G” is expressed in terms of “meters above the
keel” (can be find in loading “lodicator” provides from Loading Condition)
8. M – Metacenter - the point of intersection between an imaginary line drawn vertically through
the center of buoyancy of a floating vessel and a corresponding line through the new centre of
buoyancy when the vessel is tilted.
9. BM- Metacentric Radius = (Hydrostatic Curves) the vertical distance from the Center of
Buoyancy to the Metacenter. It is a different fact that, the metacenter of the ship changes itself,
every moment. Why? Because with every angle of heel, the transverse shift in center of
buoyancy will vary, therefore creating a new metacenter
10. GM – Metacentric Height GM=KM-KG GM=BM+KB-KG (KM from Hydrostatic Tables)
The vertical distance from the center of gravity to the metacenter is called the metacentric
height.
a. GM>0 Stable EQUILIBRIUM “M above G”
b. GM=0 Neutrally Stable EQUILIBRIUM “M equal G”
c. GM<0 Unstable EQUILIBRIUM “M below G”
It Is aim of the officer in charge of loading the ship to ensure that this is the case at all times
the initial metacentric height (GM) should not be less than 0.15m. It is essential that ship
has a suitable GM. As a guide the GM should be in the region of 4-8% of the ship’s breadth.
For a ship with breadth of 16m this would mean a GM of between approximately 0.6 to 1.3
m.
11. KG+GM=KM=KB+BM height from bottom of keel and metacenter (Hydrostatic Tables or Curves)

12. GZ – Righting Force (Arm) is the horizontal distance between vertical forces acting through B¹
and G. The stability depends upon the length of GZ and the buoyancy force. GZ=GM*sin List
(before 12-15list) when a vessel is heeled the horizontal separation between G (acting down)
and B (acting up) is the righting lever. The righting levers for specified angles of heel are
represented on a Curve of Statical Stability, commonly known as GZ curve as shown.
Generally, the lower the center of gravity the larger the GZ will be. “Curve of Statical Stability”
13. GZ CURVE –

14. Plimsoll line or the Plimsoll mark - indicates the limit until which ships can be loaded with
enough cargo. It generally varies from one vessel to another. Seafarers should be wary of the
fact that the water level should not rise above the line markers due to surcharging of cargo or
 any technological fault. It might prove to be severely unsafe to the ship as tactless overloading
of heavy shipment would sink the ship’s stability
15. WNA Load Mark (Winter North Atlantic) is only for vessels 100<, Ships over 100m will load to
the “W” mark
16. FWA – Fresh Water Allowance - is the number of millimeters by which the mean draught
changes when a ship passes from salt water to fresh water, or vice-versa, when the ship is
loaded to the Summer displacement.
17. Block Coefficient (Cb) - The block coefficient of a ship is the ratio of the underwater volume of
ship to the volume of a rectangular block having the same overall length, breadth and depth.
Block coefficient is the ratio of vessel’s underwater volume (Displacement) to the volume of a
box that this could fit in. more the block coefficient of the vessel, more will be the squat.
Cb = Displacement of the ship / L x B x d
18. DISPLACEMET – is the equivalent mass of water displaced by the hull. Therefore displacement is
equal the TOTAL weight of the vessel (DISPL=DWT+LIGHTWEGHT)

19. DEADWEIGHT – is difference in tones between DISPLACEMENT and the lightweight of the vessel

20. LIGHTWEIGHT – is displacement of the vessel without cargo, fuel, lub oil, consumable stores,
crew and there effects.
21. GRT – 2.83 м³ total VOLUME measured ALL accommodation and cargo compartments

22. NRT - 2.83 м³ only VOLUME measured cargo compartments, used for calculation harbor and
canal dues, it can be found in International Tonnage Certificate.

23. FREE SUFACE EFFECT - Free surface effect is the change in stability of a vessel caused by liquids
moving freely in a tank. Because of this effect, the center of gravity of the ship moves away from
the centreline, which reduces the righting lever ‘GZ’ & the height of the metacentre, which
further increases the angle of heel. When a tank is partially filled, the liquid’s centre of gravity
 position will change as the ship is inclined. Liquid in partially filled tank always decreases the
initial metacentric height GM, righting lever GZ, and angle of vanishing stability. A partially filled
tank is know as a “slack tank”. The reduction of stability caused by the liquids in slack tanks is
known as free-surface or SLOSHING effect.

24. Reserve Buoyancy – The freeboard assigned will ensure the ship has adequate reserve buoyancy
in all conditions of loading. Reserve buoyancy may be considered to be the enclosed volume
above the waterline. Which is equials or not less volume that the volume of the Biggest
compartment on board the vessel. Reserve buoyancy is a very important factor in determining a
ship’s seaworthiness, minimum freeboards are assigned to a ship to ensure that there is
adequate reserve buoyancy at all times. It increase the ship's buoyancy.
25. Type “A” Ships - are those which are designed to carry only liquid cargoes in bulk, and in which
the cargo tanks have only small access openings closed by watertight gasket covers of steel or
equivalent material
26. Type “B” Ships – All other ships which are not Type “A”
27. INTACT STABILITY CRITERIA - According to the International Code on Intact stability, 2008, the
following criteria are mandatory for passenger and cargo ships constructed on or after 1st
January 2010:
1. The area under the righting lever curve (GZ curve) should not be less than 0.055 metre-
radians up to 30° angle of heel.

2. The area under the righting lever curve (GZ curve) should not be less than 0.09 metre-radians
up to 40° angle of heel or the angle of downflooding if this is less than 40°.

3. The area under the righting curve between the angles of heel of 30° and 40° or between 30°
and the angle of downflooding if this angle is less than 40°, should not be less than 0.03 metre-
radians.

4. The righting lever GZ should be at least 0.20 m at an angle of heel equal to or greater than
30°.

5. The maximum righting arm should occur at an angle of heel preferably exceeding 30° but not
less than 25°.

6. The initial metacentric height GM should not be less than 0.15 m.

7. Severe wind and rolling criterion (weather criterion)

(SHORTLY - For a cargo vessel, the intact stability requirements are follows-
 Initial GM or metacentric height should not be less then 0.15 m.
Righting lever GZ should be at least 0.2 m and angle of heel Ѳ ≥ 30̊.
Maximum righting lever should occur at heel >30̊ preferably but not less than 25̊.
The Area of the GZ curve should be at least:
a) 0.055 m radian up to Ѳ = 30̊
b) 0.090 m radian up to Ѳ = 40̊
c) 0.03 m radian between 30̊ and 40̊ or between 30̊ and angle of down flooding.)

28. 30. Downflooding angle- means the static angle from the intersection of the vessel's centerline
and the waterline in calm water to the first opening that cannot be closed weathertight and
through which downflooding can occur.
The angle of down flooding is an angle at which deck immersion takes place with
subsequent water ingress.

29. DAMAGE STABILITY - The ship should be able to survive the breach (flooding) of any one or
more compartment. A damage stability criterion varies from ship to ship and the requirement
for the same is given in SOLAS chapter II-1. It may be single compartment flooding, multi
compartment flooding, engine room flooding etc. Under all the criteria as applicable, vessel
margin line should not be submerged after the damage. Margin line is an imaginary line drawn
75mm below the free board deck.
Oil tankers shall comply the following requirements a damage stability criteria :
 .1 The final waterline, taking into account sinkage, heel and trim, shall be below
the lower edge of any opening through which progressive flooding may take place. Such
openings shall include air-pipes and those which are closed by means of weathertight doors or
hatch covers
.2 In the final stage of flooding, the angle of heel due to unsymmetrical flooding
shall not exceed 25°, provided that this angle may be increased up to 30° if no deck edge
immersion occurs.
.3 The stability in the final stage of flooding shall be investigated and may be
regarded as sufficient if the righting lever curve has at least a range of 20° beyond the position of
equilibrium in association with a maximum residual righting lever of at least 0.1 m within the 20°
range; the area under the curve within this range shall not be less than 0.0175 m·rad.
For oil tankers of 20,000 tonnes deadweight and above delivered on or after 6 July 1996, the
damage assumptions shall be:

.1 longitudinal extent:
.1.1 ships of 75,000 tonnes deadweight and above: 0.6L measured from the
forward perpendicular;
.1.2 ships of less than 75,000 tonnes deadweight: 0.4L measured from the
forward perpendicular;
.2 transverse extent: B/3 anywhere in the bottom;
.3 vertical extent: breach of the outer hull.