18 Seam Iv

Seamanship IV
Table A-II/1 and A-II/2

STCW Code Table A-II/1 and A-II/2
Specification of minimum standard of competence for officers in charge

of a navigational watch on ships of 500 gross tonnage or more
(ML) Specification of minimum standard of competence for masters

and chief mates in charge of a navigational watch on ships of 500 gross
tonnage or more
Functions:
• Cargo Handling and Stowage
• Controlling the Operation of the Ship and Care

for Persons on Board
Competences:
Monitor the loading, stowage, securing, care during the voyage
and the unloading of cargoes
Maintain the seaworthiness of the ship
(ML) Plan and ensure safe loading, stowage, securing, care during
the voyage and unloading of cargoes
(ML) Control Trim, Stability and Stress
Learning Outcomes:
Knowledge of the effect of cargo including heavy lifts, on the
seaworthiness and stability of the ship
Working knowledge and application of stability, trim and stress
tables, diagrams and stress-calculating equipment
Understanding of fundamental actions to be taken in the event
of partial loss of intact buoyancy
Learning Outcomes:
Understanding of fundamental principles of ship construction and
the theories and factors affecting trim and stability and measurers
necessary to preserve trim and stability
Knowledge of the effect on trim and stability of a ship in the event
of damage to and consequent flooding of a compartment and
countermeasures to be taken
Knowledge of IMO recommendations concerning ship stability
TOPICS:
1. Draught, Trim and Stability 10. Movement of Center of Gravity
2. Cargo Calculations and Cargo Plans 11. List and its Correction
3. Displacement 12. Effect of Slack Tanks
4. Buoyancy 13. Trim and Draught Calculations using Trim
5. Fresh Water Allowance Tables
14. Actions to be taken in the Event of Partial
6. Statical Stability Loss of Intact Buoyancy
7. Initial Stability 15. Stress tables and stress calculating
8. Angle of Loll equipment
9. Curves of Statical Stability
TOPICS:
16. Draught, Trim and Stability 16. Rolling of Ships
17. Stability 17. Dry-Docking and Grounding
18. Effects of Density 18. Shear Force, Bending Moments and
19. Simplified Stability Data Torsional Stress
20. Trim and List 19. Effects of flooding on Transverse Stability
and Trim
21. Dynamical Stability 20. Effect of Flooding on Trim
22. Approximate GM by Means of Rolling 21. Theories Affecting Trim and Stability
Period Test
23. The Intact Stability Code 22. Responsibilities under the International
Conventions and Codes
24. Intact Stability Requirements for the
Carriage of Grain
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Draught, Trim and Stability

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Archimedes Principle
States that when a body is

wholly or partially immersed
in a fluid it suffers a loss in
mass equal to the mass of the
fluid it displaces
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Archimedes Principle
• Loss of weight is due to buoyancy
• When the mass of the ship changes,
mass of the water displaced changes
by an equal amount (floating body)
• For a body to float, it must displace
its own weight of water
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Definition of terms
• Displacement is the weight of water that a ship displaces when it is
floating, which in turn is the weight of a ship (and its contents).
• Light displacement is the weight of the ship excluding cargo, fuel,
ballast, stores, passengers, and crew, but with water in the boilers to
steaming level.
• Loaded displacement is the weight of the ship including cargo,
passengers, fuel, water, stores, dunnage and such other items
necessary for use on a voyage, which brings the vessel down to her
load draft.
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Definition of terms
• Deadweight (abbreviated to DWT,) or tons deadweight (TDW) is a
measure of how much mass a ship is carrying or can safely carry; it
does not include the weight of the ship.
• Cargo deadweight is the weight remaining after deducting fuel, water,
stores, dunnage and such other items necessary for use on a voyage
from the deadweight of the vessel.
• Ship’s Constant is the difference between a vessels
design lightship and it's actual displacement when empty. The ships
constant is determined by a draught survey. The ships constant will
vary over the life of the vessel
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Definition of terms
• Draft or draught of a ship is the vertical distance between the
waterline and the bottom of the hull (keel)
• Mean draft – the forward draft and after drafts added together and
divided by 2.
• Length between perpendicular is the horizontal distance from
Forward Perpendicular to Aft Perpendicular
• Forward perpendicular (FP) is the line perpendicular to the
constructed waterline and the stem
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Definition of terms
• After perpendicular (AP) is the line perpendicular to the constructed
waterline and the rudder post
• Freeboard- vertical distance fro the waterline to the deck line
• Gross tonnage is the internal volume of the vessel less certain spaces
such as peak and other tanks for water ballast, certain light and air
spaces, anchor gear, steering gear, wheel house, galley, cabin for
passengers, etc.
• Net tonnage is the internal volume of spaces intended for cargo,
revenue purposes
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REVIEW:
Draw a longitudinal and transverse section of a vessel and identify
the discussed ship measurements by labeling the drawing.
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Plimsoll mark and Loadline
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History of the Plimsoll mark

In the 1800’s, overloaded merchant ships often sank
in stormy seas. Over 500 English ships sank in one
year alone. They were so overloaded with
merchandise, that all it took was one good storm to
sink them. Sailors sometimes called them ‘coffin
ships’.
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• An Englishman named Samuel Plimsoll devised a means to
calculate the capacity of a ship.
• He produced a formula that determined how much cargo
each vessel could safely handle in stormy waters.
• He then determined where to draw a line on each ship to
mark its capacity.
• The ship was to sit no lower in the water than the marked
line and still be considered safe.
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For many years it was simply referred to as the Plimsoll Mark. In more
modern times the name has been changed to…
The International Load Line
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International Convention on Load Lines
Adoption: 5 April 1966
Entry into force: 21 July 1968
Identifies Loadline seasonal zones namely:

• (T) Tropical
• (S) Summer
• (W) Winter,
• (WNA) Winter North Atlantic
• (F) Freshwater
• (TF) Tropical fresh.
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ACTIVITY:
1. Draw to scale the International Loadline mark.
2. Identify the importance of defining Loadline zones
3. Print out a chart of the Loadline Seasonal zones
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The Deadweight Scale

• Mean draft is directly proportional to the displacement
• Deadweight scale shows ship’s displacement, deadweight, TPC,
MTC etc.
• The main use of the DWT scale is to observe DWT against draft.
• Weight in tonnes remains the same but the volume of
displacement will change with a change in density of the water
in which the ship floats.
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The Deadweight Scale

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Example:
Determine the TPC at the fully loaded draft from the DWT scale
(next slide) and
Show the final displacement in tonnes remains similar for fresh

and salt water
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Example:
.
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Solution:
FWA
Fresh Water Allowance
TPC
Summer Displacement
Tonnes Per Cm Immersion
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Solution:
From the figure above, TPC is approximately 31.45 and the permitted
fresh water sinkage as shown on the freeboard marks is 19 cm with
displacement being almost 23,900 T.
Consequently, the approximate load displacement in FW is given:

FW sinkage = W/TPC x 40cm; hence,
W= TPC x FW sinkage x 40
= 31.45 x 19 x 40
= 23,902 tonnes
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Solution:
 Hence this vessel has loaded up an extra 19cm of draft in fresh water
whilst keeping her displacement at 23,902T (Equivalent to salt water draft
9.17)
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Effect of change of density when displacement is constant
• When a ship moves from water of one density to another,
without changing her mass, the draft will change.
• This will happen because the ship must displace the same mass
of water in each case.
• Since the density of water has changed, the volume of water
displaced must also change. This can be seen from the formula:
Mass = Volume x Density
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Effect of change of density when displacement is constant
• If the density of the water increases, then the volume of water

displaced must decrease to keep the mass of water displaced
constant, and vice versa.
New draft Old draft

=
Old draft New density
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Box-shaped vessels
Example 1:
A box shaped vessel floats at a mean draft of 2.1 meters, in dock
water of density 1020 kg/cu.m. Find the mean draft for the same
mass displacement in salt water 1025 kg/cu.m.
a. 2.09 m
b. 3.09 m
c. 4.09 m
d. 5.09 m
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TPC ( Tonnes Per Centimetre Immersion)
• Defined as the number of tons loaded or discharged in order to

change ship’s draft by 1 cm in salt water
TPC = Water-Plane area x Density of water

100
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FWA ( Fresh Water Allowance)
• Defined as the number of mm that increases or decreases in
ship’s mean draft when the ship sails from salt water to fresh
water and vice versa
FWA = DISPLACEMENT
4 * TPC
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DWA ( Dock Water Allowance)
• Defined as the number of mm that increases or decreases in
ship’s mean draft when the ship sails from salt water to dock
water and vice versa
(1.025 - DWD)
DW A = FWA ----------------------
25
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Box-shaped vessels
Example:
A ship of 1000 tonnes displacement is floating in sea water. What
will the change of draft be when she sails into river water? TPC
at load line is 23.5 tonnes.
a. Increased 0.65 cm
b. Decreased 0.65 cm
c. Increased 0.85 cm
d. Decreased 0.85 cm
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Box-shaped vessels
Example:
A ship has a fresh water allowance of 2 cm and the harbour
specific gravity is 1,010. How much can the loadline be
submerged before proceeding to sea?
a. 1.00 cm
b. 1.30 cm
c. 1.60 cm
d. 1.50 cm
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Trim:
The difference in draft reading between the forward draft marks
and after draft marks
Trim (by head or stern)

If the forward reading is larger, the vessel is considered to be
trimmed by the head. If the after reading is larger, the vessel is
considered to be trimmed by the stern.
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Mean Draft and Trim:
Calculations for mean draft and trim are commonplace on
board ship
Example:
Consider a vessel with the following drafts:
Fwd draft = 3.60m and Aft draft = 3.80m,
Find the mean draft and trim of the vessel
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Hydrostatic Table:
• This table is found in the Stability manual onboard the vessel.
• The table lists variables used in the calculation of stability
• On smaller vessels, the mean draft is calculated and used to
enter on the hydrostatic table.
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Hydrostatic Table (extract from stability booklet M.V. Twosuch) :
Sample:
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Hydrostatic Table (extract from stability booklet M.V. Twosuch) :
Sample:
If the table is entered with a mean draft of 2.60m the values
associated with this draft can be viewed. The Displacement
would be 156.5 tonnes and all the other values in the table in
this row would be valid for this draft.
If the vessel had a draft of 2.75m the Displacement would be
174.0 tonnes.
If the vessel had a displacement of 168 tonnes, the mean draft
would be 2.70 metres.
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Longitudinal Stablity:
• Change of Trim: If any loads are added or removed from the
ship, there will an effect on the ships drafts and consequently on
the trim
• The loads will change the drafts for and aft by the same value,
that only happens if the Centre of Floatation is amidship, if not,
the change will depend on the change in trim
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Cargo Calculations and Cargo Plans

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DEFINITIONS:
Bale Capacity (packed cargo) – The space available for cargo
measured in cubic measurement to the inside of the cargo
battens, on the frames, and to the underside of the beams. It is
a measurement of capacity for cargo inbales, on pallets, etc.,
where the cargo does not conform to the shape of the ship.
Grain Capacity (loose bulk) – the cubic capacity of a cargo hold
when the length, breadth and depth are measured right up to
the plating; in this case, the cargo is free-flowing and is capable
of filling the spaces between the ship's frames; sometimes
known as Grain Cubic
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DEFINITIONS:
Stowage Factor (SF) - Indicates how
many cubic metres of space one
metric tonne (or cubic feet of space
one long ton) of a particular type of
cargo occupies in a hold of a cargo
ship.
SF = volume / weight
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DEFINITIONS:
Broken Stowage - The loss of space caused by irregularity in the shape
of packages. Any void or empty space in a vessel or container not
occupied by cargo.
Obstructions in holds, such as pillars, ladders, stanchions, large angle
brackets and beams, will promote broken stowage though modern
construction has minimized this.
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DEFINITIONS:
Ullage - describe the empty space in large tanks or holds used to
store or carry liquids or bulk solids such as grain.
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Converting Weight to Volume using SF

A vessel with a total grain capacity of 31958.8 m3 shall load
20,000MT bulk cargo with SF = 1.19 m3/MT. Determine if she can
take the cargo using all her holds.
Volume = weight x SF
= 20000 MT x 1.19 m3/MT
Volume = 23800 m3
The vessel can load the given Cargo.
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Converting Volume to Weight using SF

How many tons of maize cargo with SF of 1.32 m3/MT would fit
into a hold with grain capacity of 5712 m3?
Weight = volume / SF
= 5712 / 1.32
Weight = 4327 MT
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Solve:
A ship has a total grain capacity of 31,958.3 m3 shall load a bulk
cargo with SF of 1.219 m3 /MT. Based on the cubic capacity, how
many tons can the ship take of this cargo?
a. 26,217 MT
b. 38,957 MT
c. 26,271 MT
d. 38,579 MT
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Displacement
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DISPLACEMENT
Can be described in two ways:
(1) First, by way of displaced water. The displacement of a
floating ship is equal to mass of water which the submerged
portion of the ship displaces, (Archimedes Principle)
(2) Secondly, by accounting weights. Displacement is the weight

of the ship, denoting the weight of the hull and machineries,
including everything and everyone onboard.
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DISPLACEMENT
Can be described in two ways:
(1) Displacement = Underwater volume of the ship x density
(2) Displacement = Light Displacement + Deadweight

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DISPLACEMENT
 represented by the symbol ∆
 measured in tonnes
 when the mass of a ship changes, the mass of water displaced
changes an equal amount
 when displacement increases, the draft also increases
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DISPLACEMENT
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DISPLACEMENT
Activity :
-Explain the relationship
between the displacement
and mean draught using
the scale.
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DISPLACEMENT
Activity :
1. Find the dis-
placements
for the drafts
at 9.5m and
10.0m (SW)
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DISPLACEMENT
Activity :
2. Find the mean
draft for a
vessel with
22,000T disp
floating at FW
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DISPLACEMENT
Activity :
3. A vessel has a
draft of 9.81m,
find the approx
draft after loading
cargo of 1,500 T
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DISPLACEMENT
Activity :
4. A vessel has a
draft of 9.81m,
find the approx
amt. of cargo to
be discharged to
bring the draft to
9.70m
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DISPLACEMENT
 Load Displacement – is the mass of the ship floating even keel
at her summer load line in salt water (summer displacement)
 Light Displacement – is the mass of the ship when floating with

no cargo fuel, stores or any other weights not forming part of
the hull or machinery or fixed equipment of the ship. (lightship
or lightweight)
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DISPLACEMENT
 Deadweight (DWT) - is the difference between light
displacement and load displacement.
• Equal to the amount of cargo, fuel, fuel stores, ballast, etc.
which when added to he light displacement, will bring the
ship to her summer mark
• Deadweight = Displacement - Lightweight

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DISPLACEMENT
 Deadweight (DWT) – besides the cargo includes items called
weights on board, deductibles, or non-cargo weights:
 Fuel Oils  Fresh Water
 Diesel Oils  Stores
 Lube Oils  Constant or any weights not
 Ballasts forming part of the cargo
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DISPLACEMENT
 Deadweight (DWT)
Deadweight = Lightweight + Displacement

Or
Deadweight = Cargo weight + non cargo weights
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DISPLACEMENT
Activity :
5. Find the DWT
for the drafts
at 9.5m and
9.7m (SW)
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DISPLACEMENT
 TPC ( Tonnes Per Centimetre Immersion)
“Defined as the amount of weight in tons required to change
the draft by 1 cm”
• If the vessel is boxed shaped, it would have the same TPC value
irrespective of its draft
• Ships vary in shape as their draft changes and consequently the
TPC will vary as the draft changes.
• By using TPC we can convert a change in draft to an amount of
weight in tonnes.
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DISPLACEMENT
Activity :
6. Find the approx
TPC at draft of
9.6m
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DISPLACEMENT
 Block Coefficient (Cb)
“The Ratio of the underwater volume of the ship to the volume
of the block”
The purpose of the Cb is to measure the ship’s underwater

“fineness” and it is often used in the application of regulation,
such as those governing its freeboard or strength.
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DISPLACEMENT
Cb = underwater volume
(L x B x D)
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DISPLACEMENT
Activity:
1. A ship’s length at the waterline is 120m when floating on an
even keel at a draft of 4.5m. The maximum beam is 20m. If
the ship’s block coefficient is 0.75, find the displacement in
tonnes at this draft in salt water. (Answer: 8,302.5 tonnes)
Show your solution
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Buoyancy
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BUOYANCY
The upward thrust exerted by water on the submerged portion of
a body is called force of buoyancy.
The force of buoyancy is equal to the weight of the liquid

displaced by the body.
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BUOYANCY
Reserve Buoyancy- is the remaining volume of enclosed spaced
above the waterline. It provides the required buoyancy to
accommodate weights added to the ship, when compartments
are flooded, or the extra buoyancy required in stormy weather
condition.
It may be expressed as a volume or as a percentage of the total
volume of the vessel
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BUOYANCY
Activity:
Based on the given figure,

explain the relationship
between freeboard and
reserve buoyancy
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BUOYANCY
Load Line Mark- indicates the maximum
draft of the ship and the legal limit that a
ship may be loaded for specific water
types and temperatures in order to safely
maintain reserve buoyancy.
The purpose of a load line is to ensure that
a ship has sufficient freeboard (the height
from the water line to main deck) and
thus sufficient reserve buoyancy.
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BUOYANCY
Watertight Integrity- One of the most
important factor of design is to ensure that
the water in which your vessel floats, does
not enter the hull and cause progressive
flooding.
Naval Architects ensure that under normal
use water will not enter the hull in sufficient
quantities to sink it.
Shipyards ensures that is of sound
construction to meet these requirements.
This is verified at the initial survey carried out
by an Authority
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BUOYANCY
Watertight Integrity
Shipowners, operators and crew are
responsible for ensuring that the vessel’s
watertight and weathertight integrity is
maintained throughout its period of
service. This is ensured by periodic surveys
carried out by the survey authorities. In
general terms, the survey requirements
require the vessel to be watertight below
the freeboard deck and weathertight
above the freeboard deck
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BUOYANCY
This means that the shell plating must be
intact and the closures to all openings
leading to the hull should be in efficient
working order. No alterations should be
done to any structure that would adversely
affect the watertight integrity of the hull
without the approval of the appropriate
survey authority
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BUOYANCY
It is essential that you crewmembers are
thoroughly familiar with the locations
and closing mechanisms of all openings
on their vessel through which water may
enter the hull. This way it will not be
neglected to maintain, test and check the
efficiency of any of the closing
arrangements.
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BUOYANCY
Damage Stability
• 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.
• tact and damage stability are very important factors that govern the
overall stability of the ship.
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BUOYANCY
Damage Stability
• Ships over 150 metres but not exceeding 225 metres in length Such ships
must be capable of withstanding the flooding of anyone compartment, other
than the machinery space, designed to be empty in the summer load
condition. The permeability of the compartment is to be taken as 95 per
cent.
• Ships over 225 metres in length Such ships must be capable of withstanding
the flooding of anyone compartment, designed to be empty in the summer
load condition or the machinery space. The permeabilities of the machinery
space and other compartments are to be taken as 85 per cent and 95 per
cent respectively.
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BUOYANCY
Damage Stability
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BUOYANCY
Damage Stability
Tabular freeboard less than 8 but not less than 8-60
Ships over 100 metres but not exceeding 225 metres in length.
Such ship must be capable of withstanding the flooding of anyone
compartment (including the machinery space) when loaded to the
summer load :waterline. The permeabilities of the machinery space and
other compartments , are to be taken as 85 per cent and 95 per cent
respectively.
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BUOYANCY
Damage Stability
Tabular Freeboard less than B-60 but not less than B-100 .
Ships over 100 metres but not exceeding 225 metres in length.
Such ships must be capable of withstanding the flooding of any two
adjacent for and aft compartments, neither of which is the machinery
space, when loaded to the summer load waterline. The permeability of
each compartment is to be taken as 95 per cent.
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BUOYANCY
Damage Stability
Tabular Freeboard less than B-60 but not less than B-100 .
Ships over 225 metres in length .
Such ships must be capable of withstanding the flooding of the
machinery space alone or any two other adjacent fore and aft
compartments. The permeabilities of the machinery space and other
compartments are to be taken as 85 per cent and 95 per cent
respectively.
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BUOYANCY
Damage Stability
Requirements in the flooded condition
After flooding the ship must be capable of remaining afloat in the
following condition of equilibrium:
a. the final waterline after flooding should be below the top of any
ventilator coaming, the lower edge of any air pipe opening, the upper
edge of the sill of any access opening fitted with a weather-tight door
and the lower edge of any other opening through which progressive
flooding could take place.
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BUOYANCY
Damage Stability
b. The angle of heel due to unsymmetrical flooding should not normally
exceed 15 degrees but if no part of the deck is immersed an angle of
1 7 degrees may be accepted.
c. In the case of symmetrical flooding the metacentric height (GM)
calculated using the constant displacement method should have a
positive value of at least 50 mm in the upright condition after
flooding.
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BUOYANCY
Damage Stability
d. The residual stability should be not less than that indicated by the
statical stability curve shown.
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BUOYANCY
Damage Stability
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BUOYANCY
Damage Stability
STABILITY OF PASSENGER VESSELS IN DAMAGED CONDITION
1. Unsymmetrical flooding is to be kept to a minimum consistent with efficient
arrangements. Where it is necessary to correct large angles of heel, the means
adopted shall, where practicable, be self-acting, but in any case where
controls to cross-flooding fittings are provided they shall be operable from
above the bulkhead deck. These fittings together with their controls shall built
and installed to a recognized standard. The maximum angle of heel after
flooding but before equalization shall not exceed 15°.
Where cross-flooding fittings are required, the time for equalization shall not
exceed 15 minutes . Suitable information concerning the use of cross-flooding
fittings shall be supplied to the Master of the vessel .
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BUOYANCY
Damage Stability
2. The final condition of the vessel after damage and, in the case of
unsymmetrical flooding, after equalization measures have been taken
shall be as follows:
a) in the case of symmetrical flooding there shall be a positive residual metacentric
height of at least 0.05m as calculated by the constant displacement method;
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BUOYANCY
Damage Stability
2. The final condition of the vessel after damage and, in the case of
unsymmetrical flooding, after equalization measures have been taken
shall be as follows:
b) in the case of unsymmetrical flooding, the equilibrium angle of heel (өEQ) for one-
compartment flooding shall not exceed 7°. For the simultaneous flooding of two
or more adjacent compartments, the equilibrium angle of heel shall not exceed
12°;
c) in no case shall the margin line be submerged in the final stage of flooding. vessel
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BUOYANCY
Damage Stability
1. In intermediate stages of flooding, the maximum righting lever shall be at
least 0.05 m and the range of positive righting levers shall be at least 7° .
2. In intermediate stages of flooding, taking into account sinkage, heel and
trim, any one of the following shall not occur:
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BUOYANCY
Damage Stability
a. immersion of any vertical escape hatch in the bulkhead deck;
b. any controls intended for the operation of watertight doors, equalization
devices, valves on piping or on ventilation ducts intended to maintain the
integrity of watertight bulkheads from above the bulkhead deck become
inaccessible or inoperable;
c. immersion of any part of piping or ventilation ducts carried trough a watertight
boundary that is located within any compartment included in damage cases, if
not fitted with watertight means of closure at each boundary
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Fresh Water Allowance

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FRESH WATER ALLOWANCE
Review:
 Density is the amount of mass in a given volume
 Density is a ratio or comparison of mass and volume
 Density is how tightly packed the atoms of an object are
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Review:
 Density
 Fresh water density = 1.000 t/m3 or 1,000kg/m3

 Sea water density = 1.025 t/m3 or 1,025kg/m3
Any density between stated is called brackish water/ dock water
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Activity:
 Using previously taken up knowledge (physics), explain why the
draught of a ship decreases when it passes from fresh water to
sea water and vice versa. (the use of illustration is encouraged)
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 Is the number of millimetres by which the mean draft changes

when a ship passed from salt water to fresh water, or vice versa.
 FW Draft = SW draft + FWA

 SW Draft = FW draft - FWA
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
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 When loading in fresh water before proceeding into sea water,

a ship is allowed a deeper maximum draught
 FWA (in mm) = Displacement (in tonnes)

4 x TPC (Tonnes per Cm Immersion)
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Example problem:
The load displacement of MV Max is 78,849 MT at draft of
13.295 m when floating in sea water density of 1.025 t/m3.
Using the DWT scale, we acquire a TPC of 64.4 T.
Solution:
FWA = Disp/ 4xTPC SW mean draft = 13.295m
FWA = 78,849/ 4x64.4 FWA in meters = 0.306 m
FWA = 306 mm or 0.306m FW mean draft = 13.601 m
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Activity:
The load displacement of MV Nara is 30,884 MT and draft
of 9.55 when floating in SW. TPC is 35.46. Find the FWA and her
draft when floating in FW.
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A hydrometer
is an instrument used to measure the specific gravity (relative
density) of liquids; that is, the ratio of the density of the liquid
to the density of water. A hydrometer is usually made of glass
and consists of a cylindrical stem and a bulb weighted with
mercury or lead shot to make it float upright.
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Hydrometer
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DOCK WATER ALLOWANCE – Is the number of millimetres by

which the mean draft changes when a ship passed from salt
water to water of density between 1.025 t/m3 (SW) and 1.000
t/m3 (FW)
 DWA (in mm) = FWA (1025- (dockwater density))
25
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DOCK WATER Density

remember the ship’s standard hydrometer is not an accurate
instrument when it comes to using it to determine tonnage for a
draft survey.
It makes no allowance for the temperature of the water which will
change the density as temperature changes. Always use the density
given by the draft surveyor if available, they have usually gone to
considerable lengths to find the apparent density which is weight of
water in air
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DOCK WATER Density - It is prudent to obtain samples of water

in which the vessel is floating at, or very close to, the time at
which the draught marks are read. This is particularly relevant
when the vessel is lying at a estuarial or river berth when
density of the water may be changing, due to the ebb or flow of
the tide.
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DOCK WATER ALLOWANCE
Example problem:
A ship is loading in dock water of density 1010kg/m3. FWA
= 150mm. Find the change in draft on entering salt water
Solution:
Let x = the change in draft in mm
Then x = 1025-1010 Answer:
FWA 25 Draft will decrease by 90mm, i.e. 9cm.
x = 150 x 15/25
x = 90mm
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Activity1:
The vessel MV Max Panama is fully loaded to her summer
displacement. Find the mean draft if she is floating in dock
water density of 1.012 t/m3. FWA is 306mm and summer draft =
13.295m
Answer:
Draft at DW = 13.454. Show your solution.
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Activity2:
The vessel MV Max Panama is fully loaded to her summer
displacement of 78,849 T. Find the mean draft if she is floating
in dock water density of 1.012 t/m3. TPC is 64.4T, and summer
draft = 13.295m
Answer:
Draft at DW = 13.452. Show your solution.
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Statical Stability
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STATICAL STABILITY
 It is defined as the ability of a ship to regain its upright
equilibrium position, after the removal of external factor which
caused the vessel to heel at an angle.
 It gives the stability information of a vessel under the condition
that the outside water is static.
 It is expressed in terms of metacentric height. i.e. GM ( for
angle of heel up to 10 degree) and righting lever GZ ( for angle
of heel above 10 degree)
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STATICAL STABILITY
 It’s unit is meter
 Static stability at two different angle of heel can be the same.
Terms to remember:
1. Heel. A ship is said to be heeled when she is inclined by an
external force. For example, when the ship is inclined by the
action of the waves of wind
2. List. A ship is said to be listed when she is inclined by forces
within the ship. For example, when the ship is inclined by shifting
weight transversely within the ship. This is a fixed angle of heel
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STATICAL STABILITY
 (G) The weight force of the ship is
considered to act at a point called center of
gravity. The location of the center of gravity
is described by the longitudinal, transverse
or vertical distance from a reference point.
Vertically, center of gravity is measured from
the keel and referred as KG.
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STATICAL STABILITY
 (B) Up thrust force is buoyancy is
considered to act at the geometric center
of the submerged portion of the ship. The
point is called the center of buoyancy. The
location of the center of buoyancy is also
described by longitudinal and vertical
distances from a reference point. The
distance or height of center of buoyancy
from the keel is called KB.
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STATICAL STABILITY
 The location of center of gravity (G) is
dependent on the distribution of weight on
the ship.
 The location of center of buoyancy (B) is
dependent on the draft of the ship
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STATICAL STABILITY
 The figure shows a ship which has
been inclined by an external force .
 The centre of buoyancy has
moved from B to B1 parallel to gg1,
and the force of buoyancy (b) acts
vertically upwards through B1.
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STATICAL STABILITY
 The weight of the ship (W) acts
vertically downwards through the
center of gravity (G).
 The perpendicular distance
between the lines of action of the
forces (GZ) is called the righting
lever.
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STATICAL STABILITY
 These two equal and opposite
forces produce a moment or couple
which may tend to right or capsize
the ship.
 The moment is referred to as the
moment of statical stability.
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STATICAL STABILITY
 The length of GZ will be different
at different angles of heel.
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STATICAL STABILITY
 Taking moment about the centre
of gravity, the moment of statical
stability is equal to the product of
the righting lever and the
displacement, or:
Moment of statical stability = W x GZ
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Initial Stability
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INITIAL STABILITY
 is the resistance of a boat to small
changes in the difference between the
vertical forces applied on its two sides.
 ( for angle of heel up to 10-15 degree)
 Metacenter (M) is the intersection point
of the vertical line of force acting through
B1 with the original line of force of
buoyancy
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INITIAL STABILITY
Ѳ
 for small angles of heel, M can be
considered as a fixed point on the
centreline on a diagram of a ship
 The triangle is bounded by the points M,
G and Z. The legnth of the ship’s righting
arm, GZ, is directly proportional to the
length of GM.
 GM is called the metacentric height.
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INITIAL STABILITY
Ѳ
 At these “initial” stages of inclination, the
GM can be used as a measure of the
“initial stability” of a ship since GM is a
function of GZ and GZ is a function of
righting moment.
GZ = GM x sin Ѳ
 As a general rule if initial stability of a ship
is improved, then stability at all angles of
inclination will also improve.
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INITIAL STABILITY M
 At greater angles of inclination, M will
Ѳ
move and the metacenter cannot be
reckoned as a fixed point anymore. The
GZ is no longer equal to GM x sinѲ.
Calculating GZ must be resorted to by
using other methods.
 for a cargo ship, the recommended
initial GM should not normally be less
than 0.15m
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INITIAL STABILITY
 STIFF SHIP
 Large GM when she heels,
 GZ is large
 Statical righting moment is large
 Rolling period is short
Ex: War ships, olympic sailing boats
 TENDER SHIP
 Small GM when she heels,
 GZ is small
 Statical righting moment is small
 Rolling period is long
Ex: Passenger ships, Cargo Ships
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INITIAL STABILITY
 Hydrostatic Particulars of a ship
Hydrostatic particulars of a real ship will be different. Consider the ship
whose lines plan is shown below. At different draughts, the ship will have
different waterplane areas, volumes and centroids. Hence, the hydrostatic
particularly will vary as the draughts changes.
If areas, volumes, moments, centroids of the waterplanes and sections of
the ships can be calculated, hydrostatic particulars of a ship can be
obtained. These are calculated at the design stage, once the shape and size
of the ship has been decided.
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INITIAL STABILITY
 Hydrostatic Particulars of a ship
The particulars can be presented in two forms, either as a set of curves
or in tabular format.
Hydrostatic Table (Tabular form) Hydrostatic Curves (Graph form)

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INITIAL STABILITY
 Activity1:
Calculate the trans-
verse height of meta-
center (KM) for the ff
drafts:
1. 6.50m Draft
2. 7.50m Draft
Note: KM = KB + BM Note: The subscript T and L means Transverse and

Longitudinal respectively
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INITIAL STABILITY
 Activity2:
Given the KGT =
3.50m, find the GM
at draft of 7.00m
Note: GM = KM- KG
Note: The subscript T and L means Transverse and

Longitudinal respectively
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Angle of Loll
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ANGLE OF LOLL
Stability Conditions
The positions of Gravity and the Metacenter will indicate the initial stability
of a ship. Following damage, the ship will assume one of the following three
stability conditions:
1. Positive Stability
2. Neutral Stability
3. Negative Stability
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ANGLE OF LOLL
 Positive Stability- The metacentre is
located above the ship’s center of
gravity. As the ship is inclined,
Righting Arms are created which tend
to return the ship to it’s original,
vertical position.
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ANGLE OF LOLL
 Neutral Stability- The metacenter
and the ship’s center of gravity are in
the same location. As the ship is
inclined, no Righting Arms are
created. (until the metacenter starts
to move after the ship is inclined past
7o-10o)
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ANGLE OF LOLL
 Negative Stability- The ship’s center
of gravity is located above the
metacenter. As the ship is inclined,
negative Righting Arms (called
upsetting arms) are created which
tend to capsize the ship.
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ANGLE OF LOLL
 It has been shown
previously that a ship
having a negative initial
metacentric height will
be unstable when in-
clined to a small angle.
This is shown in the
figure.
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ANGLE OF LOLL
 As the angle of heel
increases, the center
of buoyancy will
move out still further
to the low side. If the
center of buoyancy
moves out to a
position vertically
under G, the cap-
sizing moment will
have disappeared as
shown
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ANGLE OF LOLL
The angle of heel at
which this occurs is
called the Angle of
loll.
 It will be noticed
that at the angle of
loll, the GZ is zero. G
remains on the
centre line.
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ANGLE OF LOLL
If the ship is heeled
beyond the angle of
loll from θ1 to θ2, the
center of buoyancy θ 2 > θ1
will move out still
further to the low
side, and there will
be a moment to
return her to the
angle of loll.
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ANGLE OF LOLL
From this it can be seen
that the ship will oscillate
about the angle of loll
instead of about the θ 2 > θ1
vertical
If the center of buoyancy
does not move out far
enough to get vertically
under G, the ship will
capsize
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ANGLE OF LOLL
The angle if loll will be to
port or starboard and
back to port depending on
external forces such as θ 2 > θ1
wind and waves. One
minute it may flop over to
3degPort and then
suddenly over to
3degStbd.
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ANGLE OF LOLL
There is always the danger that G will rise above M and create a
situation of unstable equilibrium. This will cause capsizing of the ship.
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Curves of Statical Stability

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CURVES OF STATICAL STABILITY

GZ cross curves of stability – These are a set of curves from which the
righting lever about an assumed centre of gravity for any angle of heel
at any particular displacement may be found by inspection.
The curves are plotted for an assumed KG and, if the actual KG of the
ship differs from this, a correction must be applied to the righting levers
taken from the curves.
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GZ cross curves of stability
Above figure shows a set of Stability Cross Curves for a certain vessel,
assuming the KG is 9 meters.
Example: Using the given stability cross curves, find the GZs at 15-deg
intervals between 0 to 90 deg heel when the displacement is 35,000 T
and KG = 9m.
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GZ cross curves of stability
Answer:
Can be found by erecting a perpendicular through 35,000 T and read off
the GZs from the left-hand scale
Angle of heel 0° 15° 30° 45° 60° 75° 90°
GZ in Meters 0 0.86 2.07 2.45 1.85 0.76 -0.5
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KN cross curves of stability – It has already been shown that the Stability
Cross Curves for a ship are constructed by plotting the righting levers for
as assumed height of the centre of gravity above the keel. In some cases
the curves are constructed for an assumed KG is zero. The curves are
then referred to as KN curves, KN being the righting lever measured from
the keel. Below is an example.
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KN cross curves of stability – Let KN
represent the ordinate obtained
from the curves. Also, let the ship’s
center of gravity above the keel and
GZ represents the length of the
righting lever.
Now, GZ = XN = KN – KX
Thus, GZ = KN – KG sin θ
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KN cross curves of stability
• From this type of graph, a considerable amount of stability information may
be found by inspection:
• The range of stability – Is the range over which the ship has positive righting
levers.
• The angle of vanishing stability – is the angle of heel at which the righting
lever returns to zero, or is the angle of heel at which the sign of the righting
levers changes from positive to negative.
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• From this type of graph, a considerable amount of stability information may
be found by inspection:
• The maximum GZ – is obtained by drawing a tangent to the highest point in
the curve
• Initial metacentric height GM – is found by drawing a tangent to the curve
through the origin and erecting a perpendicular through an angle of heel of
57.3°
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Samples
Curve for a ship with negative initial metacentric height
Curve for a ship with positive initial metacentric height

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Example Activity:
-Construct the curve of statical stability for the sample vessel when the
displacement is 35,000 T and KG is 9 meters. From the curve you have
constructed find the following:
a. The range of stability
b. The angle of vanishing stability
c. The maximum righting lever and the angle of the heel at which it occurs
d. The approximate initial metacentric height
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Heel (θ) KN sinθ KG sin θ GZ = KN - KGsinθ
5° 0.9 0.087 0.783 0.12
10° 2.0 0.174 1.566 0.43
15° 3.2 0.259 2.331 0.87
20° 4.4 0.342 3.078 1.32
30° 6.5 0.500 4.500 2.00
45° 8.75 0.707 6.363 2.39
60° 9.7 0.866 7.794 1.91
75° 9.4 0.966 8.694 0.71
90° 8.4 1.000 9.000 -0.60
From KN cross curves

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The results (GZs) are then plotted against the Heel in degrees and these curve
of statical stability was constructed
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Range of Stability
ANSWERS from the Curve
GM
Max GZ
a. Range of Stability 0° to GZ curve
83.75°
b. Angle of vanishing GM curve
stability 83.75°
c. Maximum GZ = 2.39m Origin
occuring at 45° heel
d. Approximate GM = 1.4m
Vanishing
point
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It must be emphasized that only the early part of the curve up to about 40°
heel can be regarded as giving a reasonable representation of the actual GZ
value, since beyond that it is probable that:
1. cargo will have shifted
2. Equipment will have broken loose
3. Water will have entered the ship
Thus making invalid the assumption that G does not shift.
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MOVEMENT OF THE CENTER OF GRAVITY

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The center of gravity if a body is the point at which all the mass of the body
may be assumed to be concentrated and is the point through which the force
of gravity is considered to act vertically downwards, with a force equal to the
weight of the body. It is also the point about which the body would balance.
Let us now consider the effect on the center of gravity of a body when the
distribution of mass within the body is changed.
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Effect of removing or discharging mass
In each of the below figures, G represents the centre of gravity.
“w” represents the mass on board that is being discharged with a distance of d
meters from G.
G to G1 represents the shift of the ship’s center of gravity due to discharging the
mass.
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Effect of discharging mass
In figure (a), it will be
noticed that the mass is
vertically below G, and that
when discharged G will move
vertically upwards to G1
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In figure (b), the mass is
vertically above G and the
ship’s centre of gravity will
move directly downwards to
G1
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In figure (c), the mass is

directly to starboard of G
and the ship’s centre of
gravity will move directly to
port from G to G1
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In figure (d), the mass is

below and to port of G and
the ship’s centre of gravity
will move upwards and to
starboard from G to G1
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GG1 = w x d
meters
W-w
Where:
“w” = discharged mass
W = total displacement
d = distance of the mass
from G
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Effect of loading mass
For adding mass, G will move

directly towards the centre
of gravity of the added mass,
observed the figures on the
right. G to G1
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Effect of loading mass
GG1 = w x d
meters
W+ w
Where:
“w” =mass added
W = total displacement
d = distance of the mass
from G
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Effect of discharging/ loading mass
To sum both cases on discharging and loading masses:
GG1 = w x d
meters
W
Where:
“w” =mass added/ removed
W = final displacement (after loading or discharging)
d = distance of the mass from G
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Effect of shifting weights
In the figure, G represents the original
position of the gravity with a weight
of “w” tons in starboard side of the
lower hold having its center of gravity
in g1. It this weight is now discharged,
the ship’s center of gravity will move
from G to G1 directly away from g1.
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When the same weight is reloaded on
deck with its center of gravity at g2
the ship’s center of gravity will move
from G1 to G2
From this, it can be seen that if the
weight had been shifted from g1 to g2,
the ship’s center of gravity would have
moved from G to G2
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GG1 = w x d meters
W
Where:
“w” =mass moved
W = displacement of the ship
d = distance mass is moved
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Effect of suspended weights
Consider the center of gravity of a
weight suspended from the head of a
derrick as shown on the figure.
It can be seen that whether the ship is
upright or inclined in either direction,
the point in the ship through which
the force of gravity may be considered
to act vertically downwards is g1, the
point of suspension.
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Thus for any suspended weights
onboard, the centre of gravity is
considered to be at the point of
suspension.
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If the point of suspension is moved
horizontally, the centre of gravity of
the ship also moves horizontally
 If the point of suspension is raised
or lowered, the centre of gravity of
the ship is raised or lowered
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Example Activity
A ship has a displacement of 15,800 T. Some containers with a total
weight of 60 T are moved from aft deck to the fore deck of the ship
at a distance of 83m. By how much will the ship’s LCG (longitudinal
center of gravity) move?
a. 0.513 going forward
b. 0.153 going aft
c. 0.315 going forward
d. 0.315 going aft
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LIST AND ITS CORRECTION

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Consider a ship floating upright.
The centers of gravity and buoyancy
are on the centerline. The
resultant force acting on the ship is
zero, and the resultant moment
about the center of gravity is zero
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Now let a weight already on
board the ship be shifted
transversely such that G
moves to G1. (figure a) This
will produce a listing
moment of W x GG1, and
the ship will list until G1
and the center of buoyancy
are in the same vertical line
(figure B)
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In this position G1 will also lie
vertically under M so long
as the angle of list is small.
Therefore, if the final
positions of the meta-
center and the center of
gravity are known, the final
list can be found, using
trigonometry, in the
triangle GG1M which is
right-angled at G
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The list is removed by adding
a weight to the opposite
side of the list of removing
weights from the side of
the list. (This is so if you are
sure that the list is due to
the G off the center line)
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Example1:
A ship of 6000 tons
displacement has KM=
7.3m and KG= 6.7m and is
floating upright. A weight
of 60 tons already onboard
is shifted 12m transversely.
Find the resultant list
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Example:
Figure (a) shows the initial
position of G before the
weight was shifted and
figure (b) shows the final
position of G after weight
has been shifted.
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Example:
When the weight is shifted
transversely the ship’s
center of gravity will also
shift transversely from G to
G1. The ship will then list θ
degrees to bring G1
vertically under M the
metacenter
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GG1 = w x d = 60 x 12
W 6000
GG1 = 0.12 m
GM = KM – KG = 7.3 – 6.7 = 0.6m

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In triangle GG1M:
tan θ = GG1
GM
= 0.12 = 0.20
0.60
Ans. List θ is = 11°18.5’
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Example2:
A ship of 8000 tons displacement has KM= 8.7m and KG= 7.6m the
following weights are then loaded and discharged.
Load 250 tons cargo KG 6.1m and centre of gravity 7.6m to starboard of
the centerline
Load 300 tons fuel oil KG 0.6m and the centre of gravity 6.1m to port of
centerline
Discharge 50 tons of ballast KG 1.2m and center of gravity 4.6m to port of
centerline.
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Example2:
Note: In this type of
problem, find the final
KG by taking moments
about the keel, and the
final distance of the
center of gravity from
the centerline by taking
moments about the
centerline.
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Example2: Final KG = Final moment
Final displacement
Moments about the keel
= 62,445
Weight KG Moments
about the keel
8,500
8000 7.6 60,800 Final KG = 7.35 m
250 6.1 1,525
300 0.6 180 KM = 8.70m
-50 1.2 -60 Final KG = -7.35m
8500 62,445
Final GM = 1.35m
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GG1 = Final moment
Example2: Final displacement
Moments about the centerline = -300
Weight d Listing 8,500
Moments GG1 = 0.035 m to starboard
+250 -7.6 -1,900
tan θ = GG1
+300 +6.1 +1,830
GM
-50 +4.6 -230
= -0.035 = -0.0259
-300 1.35
Ans. Final List θ is = 1°29’ to Stbd
Note: For levers to port, use +
For levers to stbd, use -
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Example3:
A ship of 13,750 tons displacement has GM= 0.75m is listed 2.5° to stbd
and has yet to load 250 tons of cargo. There is space available in each
side of No. 3 tween deck (centre of gravity, 6.1m out from the centerline).
Find how much cargo to load on each side if the ship is to be upright on
completion of loading
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Example3:
Load ‘w’ tons to port and (250-w) tons to stbd
In triangle GG1M:
GG1 = GM tan θ
= 0.75 tan2.5°
GG1 = 0.0328 m
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Example3:
Moments about the centerline
If the ship is to Weight d Listing
Moments
complete loading
13,750 -0.0328 -451
upright, then
w +6.1 +6.1w
Listing Moment
(250-w) -6.1 -(1525-6.1w)
must be zero
0
-451 + 6.1w – 1525 + 6.1w = 0; w = 161.97 tones

Ans: Load 161.97 tons to Port and 88.03 tons to stbd
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Example3:
Moments about the centerline
If the ship is to Weight d Listing
Moments
complete loading
13,750 -0.0328 -451
upright, then
w +6.1 +6.1w
Listing Moment
(250-w) -6.1 -(1525-6.1w)
must be zero
0
-451 + 6.1w – 1525 + 6.1w = 0; w = 161.97 tones

Ans: Load 161.97 tons to Port and 88.03 tons to stbd
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Example4:
A ship of 5,000 tons displacement has KG= 4.2m and KM= 4.5m is listed 5° to
port. Assuming that the KM remains constant, find the final list if 80 tons of
bunker are loaded in No.2 stbd tank whose center of gravity is 1 meter above
the keel and 4 meters from the centerline.
Hint:
1. Always make a sketch from the given information
2. Use a moment of weight table
3. Use values from table to calculate the final requested data.
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EFFECT OF SLACK TANKS

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When the tank is completely filled with a liquid, the liquid cannot move
within the tank when the ship heels. For this reason, as far as stability
is concerned, the liquid may be considered as a static weight having
its center of gravity at the center of gravity of the liquid within the
tank.
Now consider the same ship floating at the same draft and having the
same KG, but increase the depth of the tank so that liquid now only
partially fills as show on the next figure.
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When the ship heels, as shown, the
liquid flows to the low side of the tank
such that its center of gravity shifts
from g to g1. This will cause the ship’s
center of gravity to shift from G to G1,
parallel to gg1.
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This indicates that the effect of the free
surface is to reduce the effective
metacentric height from GM to GvM.
GGv is therefore the virtual loss of GM
due to the free surface.
Any loss in GM is a loss in stability.
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If free surface be created in a ship with a
small initial metacentric height, the
virtual loss of GM due to the free
surface may result in a negative
metacentric height.
This would cause the ship to take up an
angle of loll which may be dangerous
and in any case is undesirable.
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This should be borne in mind when
considering whether or not to run
water ballast into tanks to correct an
angle of loll, or to increase the GM.
Until the tank is full there will be a
virtual loss of GM due to the free
surface effect of the liquid.
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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.
In tankers the tanks are often
constructed with a longitudinal
subdivision to reduce the breadth of
free surface.
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TRIM AND DRAUGHT CALCULATIONS USING

TRIM TABLES
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TRIM AND DRAUGHT CALCULATIONS
TRIM may be considered as the longitudinal equivalent of list. Trim is

also known as ‘longitudinal stability’
Instead of trim being measured in degrees, it is measured as the
difference between the drafts forward and aft.
If the difference is zero then the ship is on even keel.
If forward draft is greater that aft draft, the vessel is trimmed by the
bow.
If aft draft is greater than the forward draft, the vessel is trimmed by
the stern.
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Causes of Trim:
1. Moving loads fore and aft from one point to another changes the
trim of the ship but not the mean draft
2. Adding or removing loads to and from the ship will involve a
decrease or increase of the mean draft as well as a change in trim
3. The change in water density where the ship floating changes the
mean draft as well as the trim of the ship.
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When on even keel, the center of
gravity (G) and the center of
buoyancy (B) will be in the same
vertical line.
Now, let a weight ‘w’, already on
board, be shifted aft through a
distance ‘d’. This causes the center
of gravity of the ship to shift from G
to G to G1 parallel to the shift of the
center of gravity shifted.
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GG1 = w x d
W
or W x GG1 = w x d
A trimming moment of W x GG1 is
produced, but W x GG1 = w x d,
Therefore,
The trimming moment = w x d
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The ship will now trim until the
centers of gravity and buoyancy are
again in the same vertical line.
Point F, the point about which the
ship trims, is the center of gravity of
the water-plane area.
The point F is called the ‘center of
flotation’ or ‘tipping center’
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A vessel with a rectangular water-
plane has its centre of flotation on
the centre line amidships but, on a
ship, it may be a little forward or
abaft amidships, depending on the
shape of the water-plane.
In trim problems, unless stated
otherwise, it is to be assumed that
the center of flotation is situated
amidships.
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A vessel with a rectangular water-
plane has its centre of flotation on
the centre line amidships but, on a
ship, it may be a little forward or
abaft amidships, depending on the
shape of the water-plane.
In trim problems, unless stated
otherwise, it is to be assumed that
the center of flotation is situated
amidships.
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The moment to change trim one centimetre (denoted by MCT 1 cm or MCTC)
The MCT 1 cm or MCTC, is the moment required to change trim by 1 cm,
and may be calculated by using the formula:
MCT 1 cm = W x GML
tons m/cm
100L
Where
W = the vessel’s displacement in tonnes
GML = the longitudinal metacentric height in meters
L = the vessel’s length in meters.
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Change of draft forward and aft due to change of trim
When a ship changes trim it will obviously cause a change in the drafts
forward and aft.
One of these will be increased and the other decreased.
Observe properly the next slide
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Trimming moment = displacement x trimming arm
Trimming moment = displacement x horizontal distance of GG1
At even keel the LCG and LCB are equal, hence the LCG at even keel can be
substituted by the value of LCB, Thus trimming arm also equals
Trimming arm (GB) = LCG-LCB
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Trim = Trimming moment
meters (the unit of trim is meter)
MTC x 100
or
Trim = Displacement x trimming arm meters
MTC x 100
or
Trim = Displacement x (LCG-LCB)
meters
MTC x 100
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Change of Trim = Trimming moment cm
MTC 1 cm
where
Change of draft (aft)= l X Change of trim cm l = the distance of the center of
L flotation from aft in meters
L = the ship’s length in meters
Therefore,
Change of draft (fwd) = Change of trim – Change of draft (aft)
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Change of Trim = Trimming moment cm
MTC 1 cm where
Change of draft (aft)= l X Change of trim cm l = the distance of the center of
L flotation from aft in meters
L = the ship’s length in meters
Change of draft (fwd)= (L – l) X Change of trim cm
or L
Change of draft (fwd) = Change of trim – Change of draft (aft)
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Example1:
A ship 126 m long is floating at drafts of 5.5m F and 6.5m A. The center of
flotation is 3m aft of amidships. MCT 1cm = 240 tons-m. Displacement =
6000 tons. Find the new drafts if a weight of 120 tons already on board is
shifted forward a distance of 45 meters.
Solution: Trimming moment = w x d
= 120 x 45
= 5,400 tons m by the head
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Example1:
Solution: Change of trim = Trimming moment/ MCT 1 cm
= 5,400 / 240
= 22.5 cm by the head
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Example1:
Solution: Change of draft (aft) = l / L x Change of Trim
= 60 / 126 x 22.5
= 10.7 cm
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Example1:
Solution: Change of draft (fwd) = (L-l) / L x Change of Trim
= (126 - 60) / 126 x 22.5
= 66/126 x 22.5
= 11.8 cm
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Example1:
Solution:
Original Drafts 6.500 m A 5.500 m F
Change due to trim -.107 m +0.118 m
Answers New drafts 6. 393 m A 5.618 m F
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Activity:
A ship 100m long, and with a displacement of 2,200 tons, has a longitudinal
metacentric height of 150m. The present drafts are 5.2m F and 5.3m A.
Centre of flotation is 3m aft of amidships. Find the new drafts if a weight
of 5 tons already onboard is shifted aft through a distance of 60m.
Hint: Review the formula for finding MCTC.
Show your complete solution.
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Effect of Loading and/or Discharging weights
When a weight is loaded at the centre of flotation it will produce no
trimming moment, but the ship’s drafts will increase uniformly so
that the ship displaces and extra weight of water equal to the weight
loaded.
When a weight is loaded away from the centre of flotation, it will cause
both a bodily sinkage and a change of trim.
When a weight is discharge away from the centre of flotation, it will
cause a bodily rise and a change of trim.
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Effect of Loading and/or Discharging weights
Bodily sinkage/ rise = w
TPC
Added or subtracted from the original drafts depending on
operation:
Loading – Added to original draft
Discharging- Subtracted from draft
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Example:
A ship 90m long, is floating at drafts 4.5m F and 5.0m A . The Centre of
flotation is 1.5m aft of amidships. TPC 10 tonnes. MCTC 120 tons m. Find
the new drafts if a weight of 450 tons already onboard is loaded in a
position 14m forward if amidships.
Solution: Bodily sinkage = w / TPC
= 450 / 10
Bodily sinkage = 45 cm (to be added on original draft)
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Example:
Solution: Change of trim = Trim moment / MCTC
= (450 x 15.5) / 120
Change of trim = 58.12 cm by the head
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Example:
= 43.5 / 90 x 58.12
= 28.09 cm
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Example:
= (90 – 43.5) / 90 x 58.12
= 46.5 /90 x 58.12
= 30.03 cm
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Example:
Solution: Original Drafts 5.00 m A 4.500 m F
Bodily Sinkage +0.450 m +0.450 m
5.540 m 4.950 m
Change due to Trim -0.281 m +0.300 m
Answers New drafts 5.169 m A 5.250 m F
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Activity1:
A box-shaped vessel 40m x 60m x 3m is floating in salt water on an evel keel
at 2m draft F and A. Find the new drafts if a weight of 35 tons is discharged
from a position 6m from forward. MCTC = 8.4 tons m.
Hint: Review the formula for finding TPC.
Show your complete solution.
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Example2:
A ship 100m long, arrives in port with drafts 3m F and 4.3m A . TPC 10 tons
and MCTC 120 tons m. The Centre of flotation is 3m aft of amidships. If 80
tons of cargo is loaded in a position 24m forward of amidships and 50
tones of cargo discharged from 12m aft of amidships, find the new drafts.
Solution: Bodily sinkage = w / TPC
Cargo Loaded 80 tons = 40/ 10
Cargo Discharged 40 tons = 4 cm (to be added on original draft)
Net loaded 40 tons
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Example2:
Solution: To find change of trim, take moments about the centre of flotation.
Weight Distance from Moment to change trim by
C.F. If resultant moment
head stern
is - negative sign, it
+80 -27 -2160 means by the head
-40 +9 -360
-2520
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Example2:
Solution: Change of trim = Trim moment / MCTC
= 2520/ 120
Change of trim = 21 cm by the head
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Example2:
= 47 / 100 x 21
= 9.87 cm
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Example2:
= (100 – 47) / 100 x 21
= 53 /100 x 21
= 11.13 cm
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Example2:
Solution: Original Drafts 4.300 m A 3.00 m F
Bodily Sinkage +0.040 m +0.040 m
4.340 m 3.040 m
Change due to Trim -0.099 m +0.111 m
Answers New drafts 4.241 m A 3.151 m F
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Activity2:
A ship of 6000 tons displacement has drafts of 7m F and 8m A. MCT1 cm 100 tons m,
TPC 20 tons, center of flotation is amidships; 500 tons of cargo is discharged from each
of the following four holds:
• No. 1 hold, centre of gravity 40m forward of amidships
• No. 2 hold, centre of gravity 25m forward of amidships
• No. 3 hold, centre of gravity 20m aft of amidships
• No. 4 hold, centre of gravity 50m aft of amidships
The following bunkers are also loaded:
• 150 tons at 12m forward of amidships
• 50 tons at 15 m aft of amidships.
Find the new drafts forward and aft. Show your solution
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Using the hydrostatic curves.
After the end drafts have been taken it is necessary to interpolate to find
the ‘mean draft’. This is the draft immediately below the LCF, which may
be aft, forward or even at amidships. This draft can be labeled dH.
Next slide shows an example of hydrostatic values for a 135.5m general
cargo ship about 10,000 tons deadweight.
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From those values, a set of hydrostatic curves were drawn

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Example.
Find the hydrostatic values for a mean draft of 6m. The Naval architect or mate
onboard ship draws a horizontal line parallel to the SLWL at 6m on the vertical
axis right across all of the hydrostatic curves.
At each intersection with a curve and this 6m line, he or she projects downwards
and reads off on the appropriate scale on the ‘x’ axis.
Obtained Values:
TPC = 19.70 t; KMT = 7.46m
MCTC = 152.5 tm/cm DispMT = 10,293T
LCB = 0.80m forward of amidships KML = 207.4m
LCF = 0.05m forward of amidships
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Hydrostatic curves.
These values can then be used to calculate the new end drafts and
transverse stability, if weights are added to the ship, discharged from the
ship or simply moved longitudinally or transversely within the ship.
LCF and LCB are distance measured from amidships or forward of the Aft
Perp. (FOAP indication)
Nowadays these values can be put on a spreadsheet in a computer package.
When the hydrostatic draft is keyed, the hydrostatic values appertaining to
this draft are then displayed ready for use.
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Hydrostatic curves.
In cases where the change of mean draught is large, calculation of change of
trim by taking moments about the centre of flotation or by means of
trimming tables should not be used
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ACTIONS TO BE TAKEN IN THE EVENT OF

PARTIAL LOSS OF INTACT BUOYANCY
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Actions to be Taken in the Event of Partial Loss of Intact Buoyancy
• The immediate actions which should be taken by the officer in charge of
the watch are aimed at limiting the volume of lost buoyancy to the
minimum.
• At the same time, if cross-flooding arrangements are required, they should
be put into operation immediately to restrict the angle of list.
• Whether anything can be done to stop or reduce the inflow of water will
depend upon the circumstances.
• In the event of loss of buoyancy due to damage to a hatch cover, a prompt
reduction in speed or alteration of course, or both, may be effective.
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Damage Stability
• In order to ensure sufficient floatability and stability after damage it is vital
to prevent water propagating further through the buoyant parts of the
ship
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Damage Stability
• In order to ensure sufficient floatability and stability after damage it is vital
to prevent water propagating further through the buoyant parts of the
ship
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Damage Stability
• The volume of tanks and spaces must be limited with watertight bulkheads
to improve stability
• Keeping watertight doors closed must be vital to survival.
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Damage Stability
• Internationally, more radical means of maintaining buoyancy have been
proposed, such as the use of high density foam in double hulled
compartments.
• Greater subdivision, the duplication of all ship systems to ensure that they
are not knocked out in a collision, grounding or fire are more conventional
approaches that will tend to be employed to make a loss of buoyancy less
likely in an accident.
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STRESS TABLES AND STRESS CALCULATING

EQUIPMENT
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STRESS TABLES AND STRESS CALCULATING EQUIPMENT
Stresses
• A stress is the mutual actual between the parts of a material to preserve
their relative positions when external loads are applied to the material.
• Thus, whenever external loads are applied to a material stresses are
created within the material.
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Stresses
Tensile and Compressive Stresses
When an external load is applied to a material in such a way as to cause an
extension of the material it is called a ‘tensile’ load. Whilst an external
load tending to cause compression of the material is a ‘compressive’ load.
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Stresses
 The shear forces and bending moments which act upon a ship’s structure
cause shear
Each ship above a specified length is required to carry a loading manual, in
which are set out acceptable loading patterns to keep shear forces and
bending moments within acceptable limits
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Stresses
 The use of onboard computers for stability calculations is not a
requirement of class.
However, a stability software installed onboard shall cover all stability
requirements applicable to the ship. This regulation, which requires only
software approval, applies to onboard computers which are provided with
software capable of performing stability calculations for the vessel.
 The requirements in this UR apply to stability software on ships
contracted for construction on or after 1 July 2005.
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Stresses
 The scope of a stability calculation software shall be in accordance with
the stability information as approved by the administration and shall at
least include all information and perform all calculations or checks as
necessary to ensure compliance with the applicable stability requirements.
 Approved stability software is not a substitute for the approved stability
information, and is used as a supplement to the approved stability
information to facilitate stability calculations.
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Calculation Systems
1. A passive system requires manual data entry;
2. an active system replaces the manual entry with sensors reading and
entering the contents of tanks, etc., and
3. a third system, an integrated system, controls or initiates actions based
on the sensor supplied inputs
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Types of Stability Software
1. Type 1 - Software calculating intact stability only (for vessels not
required to meet a damage stability criterion)
2. Type 2 - Software calculating intact stability and checking damage
stability on basis of a limit curve (e.g. for vessels applicable to SOLAS
Part B-1 damage stability calculations, etc.) or previously approved
loading conditions and
3. Type 3 - Software calculating intact stability and damage stability by
direct application of preprogrammed damage cases for each loading
condition (for some tankers etc.)
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Functional requirements
The calculation program shall present relevant parameters of each loading
condition in order to assist the Master in his judgement on whether the
ship is loaded within the approval limits. The following parameters shall be
presented for a given loading condition:
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Functional requirements:
1. deadweight data
2. lightship data
3. trim
4. draft at the draft marks and perpendiculars
5. summary of loading condition displacement, VCG, LCG and, if applicable, TCG
6. downflooding angle and corresponding downflooding opening
7. compliance with stability criteria: Listing of all calculated stability criteria, the
limit values, the obtained values and the conclusions (criteria fulfilled or not
fulfilled)
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DRAUGHT, TRIM AND STABILITY

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A ship will float to different drafts in water of different densities when her
displacement remains the same.
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Given either the draft or displacement of the ship, the change in draft
(either increase or decrease) can be estimated by:
1. Using FWA
2. Using DWA
3. Using the formula
4. Using the Hydrostatic Tables
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To find the new draft, apply the change in draft to the old draft as:
If change of draft is sinkage = Initial draft + change of draft

New draft
If change of draft is rise = Initial draft – change of draft

New draft
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Finding the New draft due to change in density when displacement is
constant FW draft = SW draft + FWA
SW draft = FW draft – FWA
Example: MV Max is 78,849 MT at draft of 13.295 in SW, Find the FWA and her draft when floating in FW. 64.4 TPC
Solution:
FWA = Displ / 4 x TPC
FWA = 78,849 / 4 x 64.4
FWA = 306 mm or 0.306 m
SW mean draft = 13.295 m
FWA = 0.306 m
FW mean draft = 13.601 m
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DWA = change in draft when a vessel is operating from SW then to density between FW and
SW or vice versa.
DWA = FWA (1025 – dd) or DWA = FWA (1.025 – dd)

25 0.025
Example: MV Max is fully loaded to her summer displacement. Find the mean draft is she is floating in DW
of 1.012 t/m3. FWA is 306 mm
Solution:
DWA = FWA (1025 – dd) SW mean draft = 13.295 m

25 + DWA in meters = 0.159 m
DWA = 306 (1025 – 1012) Final mean draft = 13.454 m
25
DWA = 159 mm or 0.159 m
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Trim – The difference in draft readings between
the forward draft marks and the after draft
marks.
Trim (by head or stern) – If the forwards
reading is larger, the vessel is considered to
be trimmed by the head. If the after reading is
larger, the vessel is considered to be trimmed
by the stern.
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To find the change of draft forward and aft due to change of trim.
• Consider a ship floating upright as shown
• F1 represents the position of the centre of flotation which is l metres from
aft. The ship’s length is L metres and a weight ‘w’ is on deck forward.
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• Let this weight now be shifted aft a distance of ‘d’ metres.
• The ship will trim about F1 and change the trim ‘t’ cms by the stern as
shown in Figure
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• W1C is a line drawn parallel to the keel.
• ‘A’ represents the new draft aft and ‘F’ the new draft forward.
• The trim is therefore equal to AF and, since the original trim was zero, this
must also be equal to the change of trim.
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• Let ‘x’ represent the change of

draft aft due to the change of
trim and let ‘y’ represent the
change forward.
• In the triangles WW1F1 and
W1L1C, using the property of
similar triangles:
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The effect of shifting weights already on board

• Example: A ship 126 m long is floating at drafts of 5.5 m F and 6.5 m A. The
centre of flotation is 3 m aft of amidships. MCT 1cm 240 tonnes m.
Displacement 6000 tonnes. Find the new drafts if a weight of 120 tonnes
already on board is shifted forward a distance of 45 metres.
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The effect of shifting weights already on board

• Example: A box-shaped vessel 90m 10m 6 m floats in salt water on an even
keel at 3 m draft F and A. Find the new drafts if a weight of 64 tonnes already
on board is shifted a distance of 40 metres aft.
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The effect of loading and/or discharging weights (cont…)

• Similarly, when a weight is being discharged, if the weight is first shifted to
the centre of flotation it will produce a change of trim, and if it is then
discharged from the centre of flotation the ship will rise bodily.
• Thus, both a change of trim and bodily rise must be considered when a
weight is being discharged away from the centre of flotation.
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The effect of loading and/or discharging weights

• When a weight is loaded at the centre of flotation it will produce no trimming
moment, but the ship’s drafts will increase uniformly so that the ship
displaces an extra weight of water equal to the weight loaded.
• If the weight is now shifted forward or aft away from the centre of flotation,
it will cause a change of trim. From this it can be seen that when a weight is
loaded away from the centre of flotation, it will cause both a bodily sinkage
and a change of trim.
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The effect of loading and/or discharging weights (cont…)

• Example: A ship 90 m long is floating at drafts 4.5 m F and 5.0mA. The centre
of flotation is 1.5 m aft of amidships. TPC 10 tonnes. MCT 1 cm. 120 tonnes
m. Find the new drafts if a total weight of 450 tonnes is loaded in a position
14 m forward of amidships.
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Note:
• In the event of more than one weight being loaded or
discharged, the net weight loaded or discharged is used
to find the net bodily increase or decrease in draft, and
the resultant trimming moment is used to find the change
of trim.
• Also, when the net weight loaded or discharged is large, it
may be necessary to use the TPC and MCT at the original
draft to find the approximate new drafts, and then rework
the problem using the TPC and MCT 1cm for the mean of
the old and the new drafts to find a more accurate result.
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Example: A box-shaped vessel 40m 6m 3 m is

floating in salt water on an even keel at 2 m
draft F and A. Find the new drafts if a weight of
35 tonnes is discharged from a position 6 m
from forward. MCT 1cm 8.4 tonnes m.
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Example: A ship 100 m long arrives in port with drafts 3 m F and 4.3m A. TPC 10 tonnes.
MCT 1 cm 120 tonnes m. The centre of flotation is 3 m aft of amidships. If 80 tonnes of
cargo is loaded in a position 24 m forward of amidships and 40 tonnes of cargo is
discharged from 12 m aft of amidships, what are the new drafts?
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Example: A ship of 6000 tonnes displacement has drafts 7 m F and 8 m A. MCT 1 cm 100
tonnes m, TPC 20 tonnes, centre of flotation is amidships; 500 tonnes of cargo is discharged
from each of the following four holds:
No. 1 hold, centre of gravity 40 m forward of amidships
No. 2 hold, centre of gravity 25 m forward of amidships
No. 3 hold, centre of gravity 20 m aft of amidships
No. 4 hold, centre of gravity 50 m aft of amidships
The following bunkers are also loaded:
150 tonnes at 12 m forward of amidships
50 tonnes at 15 m aft of amidships
Find the new drafts forward and aft.
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Example: A ship arrives in port trimmed 25 cm by the stern. The centre of flotation is
amidships. MCT 1 cm 100 tonnes m. A total of 3800 tonnes of cargo is to be discharged
from 4 holds, and 360 tonnes of bunkers loaded in No. 4 double bottom tank; 1200 tonnes
of the cargo is to be discharged from No. 2 hold and 600 tonnes from No. 3 hold. Find the
amount to be discharged from Nos. 1 and 4 holds if the ship is to complete on an even keel.
Centre of gravity of No. 1 hold is 50 m forward of the centre of flotation
Centre of gravity of No. 2 hold is 30 m forward of the centre of flotation
Centre of gravity of No. 3 hold is 20 m abaft of the centre of flotation
Centre of gravity of No. 4 hold is 45 m abaft of the centre of flotation
Centre of gravity of No. 4 DB tank is 5 m abaft of the centre of flotation
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Total cargo to be discharged from 4 holds 3800 tonnes
Total cargo to be discharged from Nos. 2 and 3 1800 tonnes
Total cargo to be discharged from Nos. 1 and 4 2000 tonnes
Let ‘x’ tonnes of cargo be discharged from No. 1 hold

Let (2000 x) tonnes of cargo be discharged from No. 4 hold
Take moments about the centre of flotation.

Original trim = 25 cm by the stern, i.e. + 25 cm
Required trim =0
Change of trim required = 25 cm by the head, i.e. - 25 cm
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Using trim to find the position of the centre of flotation
Example: A ship arrives in port floating at drafts of 4.50 m A and 3.80 m F. The following cargo
is then loaded:
100 tonnes in a position 24 m aft of amidships
30 tonnes in a position 30 m forward of amidships
60 tonnes in a position 15 m forward of amidships
The drafts are then found to be 5.10 m A and 4.40 m F. Find the position of the
longitudinal centre of flotation aft of amidships.
Original drafts 4.50 m A 3.80 m F give 0.70 m trim by the stern, i.e. 70 cm.
New drafts 5.10 m A 4.40 m F give 0.70 m trim by the stern, i.e. 70 cm.
Therefore there has been no change in trim, which means that…
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The moment to change trim by the head = The moment to change trim by the stern.
Let the centre of flotation be ‘x’ metres aft of amidships. Taking moments, then,
Ans. Centre of flotation is 3.16 metres aft of amidships.

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Loading a weight to keep the after draft constant
• When a ship is being loaded it is usually the aim of those in charge of the operation to
complete loading with the ship trimmed by the stern. Should the ship’s draft on sailing be
restricted by the depth of water over a dock-sill or by the depth of water in a channel, then
the ship will be loaded in such a manner as to produce this draft aft and be trimmed by the
stern.
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Loading a weight to keep the after draft constant
• Assume now that a ship loaded in this way is ready to sail. It is then found that the ship has
to load an extra weight. The weight must be loaded in such a position that the draft aft is
not increased and also that the maximum trim is maintained.
• If the weight is loaded at the centre of flotation, the ship’s drafts will increase uniformly
and the draft aft will increase by a number of centimetres equal to w/TPC. The draft aft
must now be decreased by this amount.
• Now let the weight be shifted through a distance of ‘d’ metres forward. The ship will
change trim by the head, causing a reduction in the draft aft by a number of centimetres
equal to l/L Change of trim.
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Loading a weight to produce a required draft
Example: A ship 150 metres long arrives at the mouth of a river with drafts 5.5 m F and 6.3 m A. MCT 1 cm 200
tonnes m. TPC 15 tonnes. Centre of flotation is 1.5m aft of amidships. The ship has then to proceed up the river
where the maximum draft permissible is 6.2 m. It is decided that SW ballast will be run into the forepeak tank
to reduce the draft aft to 6.2 m. If the centre of gravity of the forepeak tank is 60 metres forward of the centre
of flotation, find the minimum amount of water which must be run in and also find the final draft forward.
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Using change of trim to find the longitudinal metacentric height

(GML)
• Earlier it was shown in this chapter that, when a weight is shifted longitudinally within a ship, it will
cause a change of trim. It will now be shown how this effect may be used to determine the longitudinal
metacentric height.
• Consider the figure shown next slide which represents a ship of length ‘L’ at the waterline, floating
upright on an even keel with a weight on deck forward. The centre of gravity is at G, the centre of
buoyancy at B, and the longitudinal metacentre at ML. The longitudinal metacentric height is therefore
GML.
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Now let the weight be

shifted aft horizontally as
shown in Figure. The ship’s
centre of gravity will also
shift horizontally, from G to
G1, producing a trimming
moment of W x GG1 by the
stern.
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The ship will now trim to

bring G1 under ML as shown
in Figure.
In the Figure W1L1 represents
the new waterline, F the new
draft forward and A the new
draft aft.
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If the angle between the new and old verticals is equal to , then the angle between the
new and old horizontals must also be equal to (the angle between two straight lines
being equal to the angle between their normals).
It will also be seen in Figure that the triangles GG1ML and CDE are similar triangles.
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STABILITY
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Simpson's Rules (Ship Stability)

• Simpson's rules are a set of rules used in Ship Stability and naval
architecture, to calculate the areas and volumes of irregular figures.
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Simpson's 1st rule

• Also known as the 1-4-1 rule (after the multipliers used )
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Simpson's 2nd rule

• Also known as the 1-3-3-1 rule, Simpson's second rule is a simplified
version of Simpson's 3/8 rule.
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Simpson's 3rd rule

• Also known as the 5 - 8 -1 rule
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Use of Simpsons rules
• Simpson's rules are used to calculate the volume of lifeboats,
and by surveyors to calculate the volume of sludge in a ship's oil
tanks.
• For instance, in the latter, Simpson's 3rd rule is used to find the
volume between two co-ordinates.
• To calculate the entire area / volume, Simpson's first rule is
used.
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DYNAMICAL STABILITY
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DYNAMICAL STABILITY
• Defined as the work done in
inclining a ship.
• Consider the ship shown in Figure.
When the ship is upright the force
‘W’ acts upwards through B and
downwards through G.
• These forces act throughout the
inclination; b = w.
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• This is known as Moseley’s formula for dynamical stability.
• If the curve of statical stability for a ship has been constructed the
dynamical stability to any angle of heel may be found by multiplying
the area under the curve to the angle concerned by the vessel’s
displacement. i.e.
• Dynamical stability = W x Area under the stability curve
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• It should be noted that in finding the area under the stability curve by
the use of Simpson’s Rules, the common interval must be expressed in
radians:
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APPROXIMATE GM BY MEANS OF ROLLING

PERIOD TEST
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APPROXIMATE GM BY MEANS OF ROLLING PERIOD TEST

• A ship will not normally roll in still water but if a study be made of such
rolling some important conclusions may be reached.
• For this study it is assumed that the amplitude of the roll is small and that
the ship has positive initial metacentric height.
• Under the conditions rolling is considered to be simple harmonic motion
so it will be necessary to consider briefly the principle of such motion.
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APPROXIMATE GM BY MEANS OF ROLLING PERIOD TEST

• Ships up to 70m in length, the GM can be verified in still water by causing
the ship to roll and noting the rolling period
• Rolling period - is the time taken for one complete oscillation from the
extreme end of a roll to one side, right across to the extreme on the other
side and back to the original position
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• For small angles of roll in still water, the initial metacentric height, GMo is given
by:
GMo= [fB / Tr]2
Where:
f = rolling factor
B = breadth of the ship
Tr = rolling period in seconds
• The formula may be given as:
GMo= F / Tr2
Where the F-value is provided by the Administration
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• For small angles of roll in still water, the initial metacentric height, GMo is given
by:
GMo= [fB / Tr]2
Where:
f = rolling factor
B = breadth of the ship
Tr = rolling period in seconds
• The formula may be given as:
GMo= F / Tr2
Where the F-value is provided by the Administration
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Test Procedure in determining the approx. GM by Rolling Period Test
The rolling period required is the time for one complete oscillation of the ship and to
ensure the most accurate results in obtaining this value the following precautions
should be observed:
1. The test should be conducted with the ship in harbour, in smooth water with the
minimum interference from the wind and tide.
2. Starting with the ship at the extreme and of a roll to one side (say port) and the ship
about to move towards the upright, one complete oscillation will have been made
when the ship has moved right across to the other extreme side (i.e. starboard) and
returned to the original starting point and is about to commence the next roll.
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3. By means of stop-watch, the time should be taken for not less than about
five of these complete oscillations; the counting of these oscillations
should begin when the ship is at the extreme end of a roll. After allowing
the roll to completely fade away, this operation should be repeated at
least twice more. If possible, in every case the same number of complete
oscillations should be timed to establish that the readings are consistent,
i.e. repeating themselves within reasonable limits. Knowing the total time
for the total number of oscillations made, the mean time for one complete
oscillation can be calculated.
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4. The ship can be made to roll by:
• rhythmically lifting up and putting down a weight as far off the middle-line as
possible;
• by pulling on the mast with a rope;
• by people running athwartships in unison; or by any other means.
However, and this most important, as soon as this forced rolling has commenced, the
means by which it has been induced should be stopped and the ship allowed to roll
freely and naturally. If rolling has been induced by lowering or raising a weight it is
preferable that the weight is moved by a dockside crane. If the ship’s own derrick is
used, the weight should be placed on the deck, at the middle-line, as soon as the
rolling is established.
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5. The timing and counting of the oscillations should only begin when it is judged that the
ship is rolling freely and naturally, and only as much as is necessary to accurately count
these oscillations.
6. The mooring should be slack and the ship “breasted off” to avoid making any contact
during its rolling. To check this, and also get some idea of the number of oscillations
that can be reasonably counted and timed, a preliminary rolling test should be made
before starting to record actual times.
7. Care should be taken to ensure that there is a reasonable clearance of water unde the
keel and at the sides of the ship.
8. Weights of reasonable size which are liable to swing (e.g. lifeboat), or liable to move
(e.g. a drum), should be secured against such movement. The free surface effects of
slack tanks should be kept as small as is practicable during the test and the voyage.
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LIMITATION to the use of this method:
• A long period of roll, corresponding to a GM0 of 0.20 m or below, indicates a condition
of low stability. However, under such circumstances, accuracy in determination of the
actual value of GM0 is reduced.
• If, for some reason, these rolling test are carried out in open, deep but smooth waters,
inducing the roll, for example, by putting over the helm, then the GM0 calculated by
using the method and coefficient should be reduced by (figure to estimated by the
Administration) to obtain the final answer.
• The determination of stability by means of the rolling test in disturbed waters should
only be regards as a very approximate estimation.
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• Figure below shows the resulting rolling periods based on the Rolling Period formula,
with the variables of GMT up to 5 m and breadth B up to 60m incorporated.
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Inclining test
•An inclining test is a test performed on
a ship to determine its stability, lightship
weight and the coordinates of its center of
gravity.
•The test is applied to newly constructed
ships greater than 24m in length, and to
ships altered in ways that could affect
stability.
•Inclining test procedures are specified by
the International Maritime Organization
and other international associations.
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THE INTACT STABILITY CODE

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INTACT STABILITY
The only time a vessel can be assumed to be stationary and in upright
position is when it is in dry dock or before it is launched to the sea. Once
in the sea, the ship has to sustain different environmental conditions,
along with effects of various external and internal changes.
A ship is always acted upon by several forces from factors such as
seawater, wind, internal mass weight, free surface effect etc. Thus, it is of
utmost importance for a vessel to always remain stable and afloat in all
conditions.
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INTACT STABILITY
Ship stability can be defined in simple terms as its characteristics or
tendency to return to its original state or upright state, when an external
force is applied on or removed from the ship.
A ship is at equilibrium when the weight of the ship acting down through
centre of gravity is equal to the up thrust force of water acting through
centre of buoyancy and when both of these forces are in same vertical
line.
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INTACT STABILITY
B is center of buoyancy and G is center of gravity
A ship will come to its upright position or will become stable, when an
external force is applied and removed, if the centre of gravity remains in
the same position well below metacentric height of the ship. When ship is
inclined, centre of buoyancy shifts from B to B1, which creates a
movement and the righting lever returns the ship to its original position
and makes it stable.
M is metacenter and GZ is righting lever
A ship is seaworthy if it fulfills two important stability criteria- Intact and
Damage stability.
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The International Code on Intact Stability 2008 (2008 IS CODE),

Presents mandatory and recommendatory stability criteria and other
measures for ensuring the safe operation of ships, to minimize the risk to
such ships, to the personnel on board and to the environment. The 2008 IS
Code took effect on 1 July 2010.
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Requirements for Intact and Damage Stability of the Ship
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.
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Requirements for Intact and Damage Stability of the Ship (cont..)
The angle of down flooding is an angle at which deck immersion takes
place with subsequent water ingress.
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Ship’s Stability Information should comprise of:
stability characteristics of typical loading conditions
information to enable the master to assess the stability of the ship in all
loading conditions differing from the standard ones
information on the proper use of anti-rolling devices, if fitted
information enabling the master to determine GMo by means of a rolling test
corrections to be made to GMo for free surface liquids
for ships carrying timber deck cargoes information setting out changes in deck
cargo from that shown in the loading conditions, when the permeability of the
deck cargo is significantly different from 25%
for ships carrying timber deck cargoes, indications of the maximum
permissible amount of deck cargo
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Damage Stability
A damage stability criterion varies from ship to ship and the requirement
Under all the criteria as applicable, vessel margin line should not be
Intact and damage stability are very important factors that govern the
overall stability of the ship.
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INTACT STABILITY REQUIREMENTS FOR THE

CARRIAGE OF GRAIN
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INTACT STABILITY REQUIREMENTS FOR THE CARRIAGE OF GRAIN

The intact stability characteristics of any ship carrying bulk grain shall be
shown to meet, throughout the voyage, at least the following criteria after
taking into account in the manner described in Part B of the International
Code for the Safe Carriage of Grain in Bulk.
1. The angle of heel due to the shift of grain shall not be greater than 12°
or in the case of ship’s constructed on or after 1 Jan 1994 the angle at
which the deck edge is immersed, whichever is lesser
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2. In the statical stability diagram, the net or residual area between the
heeling arm curve and the righting arm curve up to the angle of heel of
maximum difference between the ordinates of the two curves, or 40° or
the angle of flooding, whichever is the least, shall in all conditions of
loading be not less than 0.075 metre-radians.
3. The initial metacentric height, after correction for the free surface effects
of liquids in tanks, shall not be less than 0.30 m
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Before loading bulk grain, the master shall, if so required by the
Contracting Government of the country of the port of loading,
demonstrate the ability of the ship at all stages of any voyage to comply
with the stability criteria required.
After loading, the master shall ensure that the ship is upright before
proceeding to sea.
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Where:
Stowage factor = volume per unit weight of

grain cargo
Displacement = weight of ship, fuel, fresh
water, stores, etc and cargo
The righting arm curve shall be derived from

cross-curves which are sufficient in number to
accurately define the curve for the purpose of
these requirements and shall include cross-
curves at 12° and 40°
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Grain Loading Information includes:

Curves or tables of grain heeling moments for every compartment, whether filled or
partly filled
Tables of maximum permissible heeling moments or other information sufficient to
allow the master to demonstrate compliance with the requirements
Details of the requirements for temporary fittings and the provisions for the bundling
of bulk grain
Typical loaded service departure and arrival conditions and, where necessary,
intermediate worst service conditions
A worked example for the guidance of the master
loading instructions in the form of notes summarizing the requirements of SOLAS,
chapter VI
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ROLLING OF SHIPS
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ROLLING OF SHIPS
• The time period of roll is
completely independent of the
actual amplitude of the roll so
long as it is a small angle.
• The time period of roll varies
directly as K, the radius of
gyration. Hence if the radius of
gyration is increased, then the
time period is also increased. K
may be increased by moving
weights away from the axis of
oscillation. Average K value is
about 0.35 x Br. Mld.
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ROLLING OF SHIPS
• The time period of roll varies
inversely as the square root of
the initial metacentric height.
Therefore ships with a large
GM will have a short period
and those with a small GM will
have a long period.
• The time period of roll will
change when weights are
loaded, discharged or shifted
within a ship, as this usually
affects both the radius of
gyration and the initial
metacentric height.
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Several anti-rolling devices have
been designed to reduce rolling:
• bilge keels,
• anti-rolling tanks
• and stabilizing fins
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• A ship generally heels when turning
• While turning, the ship is subject to an acceleration towards the centre of the turn
• The force producing the acceleration acts at the underwater centre of lateral
resistance, which is situated at about half-draught above the keel
• The force in the above statement is called the centripetal force, given by:
F = Mv2 / r
Where: M = mass of the ship in tonnes
v = speed in metres per second
r= radius of turn in metres
F = centripetal force in kilonewtons
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DRYDOCKING AND GROUNDING

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• When a ship enters a drydock she must have a positive initial GM, be upright,
and trimmed slightly, usually by the stern.
• On entering the drydock the ship is lined up with her centreline vertically over
the centreline of the keel blocks and the shores are placed loosely in position.
• The dock gates are then closed and pumping out commences.
• The rate of pumping is reduced as the ship’s stern post nears the blocks.
• When the stern lands on the blocks the shores are hardened up commencing
from aft and gradually working forward so that all of the shores will be hardened
up in position by the time the ship takes the blocks overall.
• The rate of pumping is then increased to quickly empty the dock.
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• As the water level falls in the drydock there is no effect on the ship’s
stability so long as the ship is completely waterborne, but after the stern
lands on the blocks the draft aft will decrease and the trim will change by
the head.
• This will continue until the ship takes the blocks overall throughout her
length, when the draft will then decrease uniformly forward and aft.
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• The interval of time between the stern post landing on the blocks and the
ship taking the blocks overall is referred to as the critical period.
• During this period part of the weight of the ship is being borne by the
blocks, and this creates an upthrust at the stern which increases as the
water level falls in the drydock.
• The upthrust causes a virtual loss in metacentric height and it is essential
that positive effective metacentric height be maintained throughout the
critical period, or the ship will heel over and perhaps slip off the blocks
with disastrous results.
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• The Figure shows the longitudinal section of a ship during the critical period.
• ‘P’ is the upthrust at the stern and ‘l’ is the distance of the centre of flotation
from aft. The trimming moment is given by P l.
• But the trimming moment is also equal to MCTC change of trim.
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• Now consider this Figure which shows a
transverse section of the ship during the
critical period after she has been inclined to a
small angle ( degrees) by a force external to
the ship. For the sake of clarity the angle of
heel has been magnified.
• The weight of the ship (W) acts downwards
through the centre of gravity (G).
• The force P acts upwards through the keel (K)
and is equal to the weight being borne by the
blocks.
• For equilibrium the force of buoyancy must
now be (W - P) and will act upwards through
the initial metacentre (M).
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• There are, thus, three parallel forces to consider when calculating the effect
of the force P on the ship’s stability.
• Two of these forces may be replaced by their resultant in order to find the
effective metacentric height and the moment of statical stability.
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Method (a)
• In the figure, consider 2 parallel forces P and (W – P).
Their resultant W will act upwards through M1 such
that:
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• There are now two forces to consider: W acting
upwards through M1 and W acting downwards
through G.
• These produce a righting moment of W x GM1 x sin .
• Note also that the original metacentric height was
GM but has now been reduced to GM1.
• Therefore MM1 is the virtual loss of metacentric
height due to drydocking. Or,
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Method (b)
• Now consider the two parallel forces W and
P in the Figure. Their resultant (W x P) acts
downwards through G1 such that:
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• There are now two forces to consider: (W - P) acting
upwards through M and (W - P) acting downwards
through G1. These produce a righting moment of (W
P) x G1M x sin
• The original metacentric height was GM but has now
been reduced to G1M. Therefore GG1 is the virtual
loss of metacentric height due to drydocking. Or,
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The virtual loss of GM after taking the blocks overall
• When a ship takes the blocks overall, the water level will then fall uniformly about
the ship, and for each centimetre fallen by the water level P will be increased by a
number of tonnes equal to the TPC. Also, the force P at any time during the
operation will be equal to the difference between the weight of the ship and the
weight of water she is displacing at that time.
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Example
• A ship of 5000 tonnes displacement enters a drydock on an even keel.
KM = 6m, KG = 5.5m and TPC = 50 tonnes. Find the virtual loss of
metacentric height after the ship has taken the blocks and the water
has fallen another 0.24 m.
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Example
• A ship of 5000 tonnes displacement enters a drydock on an even keel. KM = 6m, KG = 5.5m and
TPC = 50 tonnes. Find the virtual loss of metacentric height after the ship has taken the blocks
and the water has fallen another 0.24 m.
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Example
• A ship of 5000 tonnes displacement enters a drydock on an even keel. KM = 6m, KG = 5.5m and
TPC = 50 tonnes. Find the virtual loss of metacentric height after the ship has taken the blocks
and the water has fallen another 0.24 m.
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SHEAR FORCE, BENDING MOMENTS AND

TORSIONAL STRESS
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SHEARING STRESS
• A shearing stress is a stress within a material which tends to break or shear
the material across.
• Shearing stresses are resisted by the material but shearing will take place
when the shear stress reaches the ultimate shear stress of the material.
• Shear force at a given point of a simply supported beam is equal to the
algebraic sum of the forces to one side of that point.
• For a beam in equilibrium, the sum of forces to one side of a point is equal
to the sum of the forces on the other side with the sign reversed.
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BENDING MOMENT
• The bending moment at any section within the beam is the total moment
tending to alter the shape of the beam,
• And is equal to the algebraic sum of the moments of all loads acting
between the section concerned and either end of the beam.
• The bending moment measured to opposite sides of a point are
numerically equal but opposite in sense.
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Shear force and bending moment diagrams

• The shear forces and bending moments created in a beam which is
supported and loaded in a particular way can be illustrated graphically.
• Consider first the case of cantilevers which are supported at one end only.
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Case 1
• The beam AB in the Figure is fixed at one end only and carries a
weight ‘W’ at the other end.
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Case 1 (cont…)
• If the weight of the beam is ignored then
at any point Y in the beam, which is at
distance X from the end B, there is a
positive shearing force W and a positive
bending moment W x X. There is thus a
positive shearing force W at all sections
throughout the length of the beam.
• This is shown graphically in the Figure
where AB represents the length of the
beam (l), and the ordinate AC, which
represents the shearing force at A, is
equal to the ordinate BD which
represents the shearing force at B.
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Case 1 (cont…)
• The bending moment at any section of
the beam is the algebraic sum of the
moments of forces acting on either
side of the section.
• In the present case, the only force to
consider is W which acts downwards
through the end B.
• Thus the bending moment at B is zero
and from B towards A the bending
moment increases, varying directly as
the distance from the end B.
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Case 1 (cont…)
• The maximum bending moment, which occurs
at A, is equal to W l. This is shown graphically
in the Figure by the straight line BGE.
• The shearing force and bending moment at
any point in the length of the beam can be
found from the graph by inspection.
• For example, at Y the shearing force is
represented by the ordinate YF and the
bending moment by the ordinate YG.
• It should be noted that the bending moment
at any point in the beam is equal to the area
under the shearing force diagram from the end
of the beam to that point.
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Case 2
• Now consider a solid beam of constant cross-section which is supported at
one end as shown in Figure 49.8. Let w be the weight per unit length of the
beam.
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Case 2 (cont…)
• At any section Y in the beam, which is at distance ‘X’ from B, there is a
positive shearing force wX where wX is the weight of the beam up to that
section and, since the weight wX may be taken to act half-way along the
length X, there is a bending moment
• This is shown graphically in the Figure on the next slide, where AB
represents the length of the beam (l).
• The shearing force at B is zero and then increases towards A, varying directly
as X, to reach its maximum value at A of wl. This is represented in the Figure
by the straight line BFC.
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Case 2 (cont…)
• The bending moment at any
point in the beam is equal to
wX2/2. It is therefore zero at
B and then increases
towards A, varying directly
as X2, to reach its maximum
value of wl2/2 at A. The
curve of bending moments
is therefore a parabola and
is shown in the Figure by the
curve BGE.
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Case 2 (cont…)
• Since the bending moment at any section
is equal to the area under the shearing
force diagram from the end of the beam to
that section, it follows that the bending
moment curve may be drawn by first
calculating the area under the shearing
force diagram from the end of the beam to
various points along it and then plotting
these values as ordinates of the curve.
• For example, at section Y in the Figure the
ordinate YF represents the shearing force
at this section (wX), and the area under the
shearing force diagram between B and the
ordinate FY is equal to 1⁄2 x wX x X or
wX2/2.
• The ordinate YG could now be drawn to
scale to represent this value.
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Freely supported beams - Case I
• Consider now a beam which is simply supported at its ends, and loaded in the
middle as shown in the Figure. In this figure AB represents the length of the
beam (l) and W represents the load. If the weight of the beam is neglected
then the reaction at each support is equal to W/2, denoted by RA and RB.
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Freely supported beams - Case I (cont…)

• To plot the shearing force diagram first
draw two axes of reference as shown in
the Figure with AB representing the
length of the beam (l).
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Freely supported beams – Case 2
• Now consider a beam of constant cross-sectional area, of length l, and weight
W per unit length. Let the beam be simply supported at its ends as shown in
the Figure, at reactions RA and RB.
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Freely supported beams – Case 2 (cont…)
• It should be noted that the shearing force
at any point Y which is at a distance X from
the end A is given by the formula:
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• Also, the bending moment at Y is given by
the formula:
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• The maximum bending moment occurs at
the mid-point of the beam. Using the
formula:
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Loading Manual and Loading Instruments

• Each ship above a specified length is required to carry a loading manual, in which are set
out acceptable loading patterns to keep shear forces and bending moments within
acceptable limits
• The classification society may also require a ship to carry an approved means of calculating
shear forces and bending moment at stipulated stations
• The loading manual and instrument, where provided, should be used to ensure that shear
forces and bending moments do not exceed the permissible limits in still water during
cargo and ballast handling.
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TORSIONAL STRESS
• When any body is subjected to a twisting
moment, which is commonly referred to as
torque, that body is said to be in ‘torsion’.
• A ship heading obliquely to a wave will be
subjected to righting moments of opposite
direction at its ends twisting the hull and putting
it in ‘torsion’.
• In most ships, torsional moments and stresses
are negligible but in ships with extremely wide
and long deck openings they are significant.
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TORSIONAL STRESS
• Wave-induced torsional stresses are allowed for
in the design of the ship
• Cargo-induced torsional stresses are a problem
mainly in container ships
• Classification societies specify maximum
permissible torsional moments at a number of
specified cargo bays
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EFFECTS OF FLOODING ON TRANSVERSE

STABILITY AND TRIM
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Definitions:
• Margin line – a line that is 75mm below the bulkhead at side
• Bulkhead deck – This is the uppermost deck to which the transverse water
tight bulkheads are carried
• Permeability of a space - This is the amount of water that can enter a
compartment after the compartment has been bilged. It is denoted as ‘μ’
and given as a percentage. If the compartment was initially empty, then ‘μ’
would be 100%.
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Definitions:
• Floodable Length - This is the maximum allowable length of a
compartment at any point along the length (with that point as centre),
that can be flooded without submerging the margin line. Vessel to be
always upright, with no heel.
• FL curve (Floodable length curve) – This is the curve, which at every point
in the vessel’s length, has an ordinate representing the length of the ship
that may be flooded without the margin line being submerged. Vessel to
be upright.
• PL curve (Permissible length curve) - This is a lower curve, obtained after
the floodable length curve ordinates have been modified for contents
within the compartments being considered.
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Definitions:
• Factor of subdivision (FS) - This is the factor of subdivision. It can range in
value from 0.50 to a maximum of 1.00. The 1.00 value signifies that very
few passengers are being carried on board. The 0.50 value signifies that a
very large number of passengers are being carried on the ship. By using
the following formula, FS is used to determine the permissible length
ordinates.
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Definitions:
• Subdivision load line - This is the waterline corresponding to the normal
designed waterline. It is drawn parallel to the ship’s keel.
• Subdivision length (L) - This is the length measured between the
perpendiculars erected at the ends of the subdivision load line.
• Subdivision beam (B) - This is the greatest breadth, at or below, the ship’s
deepest subdivision load line.
• Subdivision draft (d) - This is the moulded draft to the subdivision load
waterline.
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Definitions:
• Criterion of service numeral (Cs) - If the ship’s subdivision length is greater
than 131 m, then CS will have as per regulations, a range of values of 23 to
123. The lower limit of 23 applies for Type ‘A’ ships (carrying liquid in bulk).
The upper limit of 123 applies for Type ‘B’ ships. The regulations state CS is
to be:
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Definitions:
• Curve of permissible lengths - In any ship, the closer the main transverse
bulkheads are, the safer will be the ship. However, too many transverse
bulkheads would lead to the vessel being commercially non-viable. The
Regulations Committee suggested that the PL ordinates should be some
proportion of the FL ordinates. To achieve this, it was suggested that a
factor of subdivision (FS) be used, where:
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Definitions:
• Cargo–Passenger vessels - are vessels that never carry more than 12
passengers.
• Passenger–Cargo vessels - are vessels that carry more than 12 passengers.
Changing cargo spaces into accommodation spaces will alter the factor of
subdivision. It will decrease its value. This will make the permissible
lengths smaller and make for a safer ship. If some compartments are
designed to carry cargo on some voyages and passengers on others, then
the ship will be assigned more than one subdivisional load line.
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• The triangles all have a height that is
equal to the base. Thus, the slope is
2:1.
• The base in fact is the permissible
length of the newly designed
compartment.
• If need-be, the apex of any of these
triangles could go up as far as the PL
curve. This would make the
compartment have the maximum
length within the regulations.
Subdivision curves for a passenger liner: diagrammatic sketch.

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• In most cases, the top apex of
these shown triangles are not
connected to the PL curves.
However, in ‘two compartment
flooding’, the regulations do allow
the PL curve to be crossed. This is
when the adjacent bulkhead
sloping line does not extend
beyond the FL curve.
• It is also possible to arrange for
‘three compartment flooding’. The
resulting smaller length
compartments may be used as
baggage spaces or storerooms.

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• Note how the curves of aft body
and for’d body do not join those of
the machinery space.
• This is because differences in
permeability ‘’ in these localities of
the ship.
• For examples, passenger spaces
have a permeability of about 95%,
grain spaces have a permeability of
60% to 65% whilst the machinery
spaces will have a permeability of
80% to 85%.

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• Floodable lengths - the basic features that affect the floodable curves for a
ship are the block coefficient, sheer ratio, freeboard ratio and
permeability.
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• A DfT ‘standard ship’ is used as a basis ship - This ship is assigned two
permeability values. One is 60% and the other is 100%. Interpolation
methods are used to obtain a first estimation of the FL values for the new
design being considered. These values are adjusted for sectional area
ratios and permeability factors (PF), where:
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• A DfT ‘standard ship’ is used as a basis ship - This ship is assigned two
permeability values. One is 60% and the other is 100%. Interpolation
methods are used to obtain a first estimation of the FL values for the new
design being considered. These values are adjusted for sectional area
ratios and permeability factors (PF), where:
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Type A vessel
• A ship that is designed to carry only liquid cargoes in bulk, and in which
cargo tanks have only small access openings, closed by watertight
gasketed covers of steel or equivalent material.
• The exposed deck must be one of high integrity.
• It must have a high degree of safety against flooding, resulting from the
low permeability of loaded cargo spaces and the degree of bulkhead
subdivision usually provided.
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Type B vessel
• All ships that do not fall under the provisions for Type ‘A’ vessels. For these
ships it may be based on:
• The vertical extent of damage is equal to the depth of the ship.
• The penetration of damage is not more than 1/5 of the breadth moulded (B).
• No main transverse bulkhead is damaged.
• Ship’s KG is assessed for homogeneous loading of cargo holds, and for 50% of the
designed capacity of consumable fluids and stores, etc.
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Type (B-60) vessel
• The vessel must have an LBP of between 100 and 150 m. It must survive
the flooding of any single compartment (excluding the machinery space). If
greater than 150 m LBP, the machinery space must be considered as a
floodable compartment. A typical ship type for a Type (B-60) vessel is a
bulk carrier.
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Type (B-100) vessel
• The vessel must have an LBP of between 100 and 150 m. It must survive
the flooding of any two adjacent fore and aft compartments (excluding the
machinery space). If greater than 150 m LBP, the machinery space must be
considered as a floodable compartment. Such a vessel may be classified as
a Type ‘A’ vessel.
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BILGING & PERMEABILITY

(Effects of Flooding on Trim and Stability
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Bilging amidships compartments
• When a vessel floats in still water it
displaces its own weight of water. The
Figure shows a box-shaped vessel floating
at the waterline, WL.
• The weight of the vessel (W) is considered
to act downwards through G, the centre of
gravity.
• The force of buoyancy is also equal to W
and acts upwards through B, the centre of
buoyancy; b W.
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• Now let an empty compartment
amidships be holed below the waterline
to such an extent that the water may
flow freely into and out of the
compartment.
• A vessel holed in this way is said to be
‘bilged’.
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• The Figure shows the vessel in the bilged
condition.
• The buoyancy provided by the bilged
compartment is lost.
• The draft has increased and the vessel
now floats at the waterline W1L1, where
it is again displacing its own weight of
water.
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• ‘X’ represents the increase in draft due
to bilging.
• The volume of lost buoyancy (v) is made
good by the volumes ‘y’ and ‘z’.
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• Let ‘A’ be the area of the water-plane
before bilging, and let ‘a’ be the area of
the bilged compartment. Then:
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Answer the problem:
• A box-shaped vessel is 50 metres
long and is floating on an even
keel at 4 metres draft. A
amidships compartment is 10
metres long and is empty. Find
the increase in draft if this
compartment is bilged.
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Answer the problem:
• A box-shaped vessel is 150 metres long 24 metres
wide 12 metres deep, and is floating on an even keel
at 5 metres draft. GM 0.9 metres. A compartment
amidships is 20 metres long and is empty. Find the new
GM if this compartment is bilged.
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Permeability, μ
• Permeability is the amount of water that can enter a compartment or tank after it
has been bilged. When an empty compartment is bilged, the whole of the
buoyancy provided by that compartment is lost. Typical values for permeability, ,
are as follows:
• Empty compartment 100%
• Engine room 80% to 85%
• Grain-filled cargo hold 60% to 65%
• Coal-filled compartment 36% approximately
• Filled water ballast tank 0%
(when ship is in salt water)
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Permeability, μ
• Consequently, the higher the value of the permeability for a bilged
compartment, the greater will be a ship’s loss of buoyancy when the ship is
bilged. The permeability of a compartment can be found from the formula:
• The broken stowage to be used in this formula is the broken stowage per
tonne of stow.
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Permeability, μ
• When a bilged compartment contains cargo, the formula for finding the
increase in draft must be amended to allow for the permeability. If ‘μ’
represents the permeability, expressed as a fraction, then the volume of lost
buoyancy will be ‘μv’ and the area of the intact water-plane will be ‘A - μv’
square metres. The formula then reads:
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Problem No. 1
• A box-shaped vessel is 64 metres long and is floating on an even keel at 3
metres draft. A compartment amidships is 12 m long and contains cargo
having a permeability of 25 per cent. Calculate the increase in the draft if this
compartment be bilged.
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Problem No. 2
• A box-shaped vessel 150m 20m 12 m is floating on an even keel at 5 metres
draft. Acompartment amidships is 15 metres long and contains timber of
relative density 0.8, and stowage factor 1.5 cubic metres per tonne. Calculate
the new draft if this compartment is now bilged.
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Problem No. 2
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Problem No. 3
• A ship is floating in salt water on
an even keel at 6 metres draft. TPC
is 20 tonnes. A rectangular-shaped
compartment amidships is 20
metres long, 10 metres wide and 4
metres deep. The compartment
contains cargo with permeability
25 per cent. Find the new draft if
this compartment is bilged.
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Bilging end compartments

• When the bilged compartment is situated in a position away from
amidships, the vessel’s mean draft will increase to make good the lost
buoyancy but the trim will also change.
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Bilging end compartments
• A trimming moment of W B1B2 by the head is produced and the vessel will
trim about the centre of flotation (F), which is the centre of gravity of the
new water-plane area:
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Problem No. 1
• A box-shaped vessel 75 metres long 10 metres wide 6 metres deep is floating in salt water on
an even keel at a draft of 4.5 metres. Find the new drafts if a forward compartment 5 metres
long is bilged.
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Problem No. 1
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Problem No. 1
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Problem No. 2
• A box-shaped vessel 100 metres long x 20 metres wide x 12 metres deep is
floating in salt water on an even keel at 6 metres draft. A forward
compartment is 10 metres long, 12 metres wide and extends from the
outer bottom to a watertight flat, 4 metres above the keel. The
compartment contains cargo of permeability 25 per cent. Find the new
drafts if this compartment is bilged.
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Problem No. 2
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Problem No. 2
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Problem No. 2
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Problem No. 2
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Effect of bilging on stability
• It has already been shown that when a compartment in a ship
is bilged the mean draft is increased.
• The change in mean draft causes a change in the positions of
the centre of buoyancy and the initial metacentre.
• Hence KM is changed and, since KG is constant, the GM will be
changed.
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Example
• A box-shaped vessel 40 metres long, 8 metres wide and 6
metres deep, floats in salt water on an even keel at 3 metres
draft. GM 1 metre. Find the new GM if an empty compartment
4 metres long and situated amidships is bilged.
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Example
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Example
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Example
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THEORIES AFFECTING TRIM AND STABILITY

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Effects of free surface of liquids on stability
When a tank is completely filled with a liquid, the liquid cannot move
within the tank when the ship heels. For this reason, as far as stability is
concerned, the liquid may be considered as a static weight having its
centre of gravity at the centre of gravity of the liquid within the tank.
The effect of the free surface is to reduce the effective metacentric
height. Therefore there is a virtual loss of GM due to the free surface. Any
loss in GM is loss in stability
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Effects of free surface of liquids on stability
If free surface be created in a ship with a small initial metacentric height,
the virtual loss of GM due to the free surface may result in a negative
metacentric height. This would cause the ship to take up an angle of loll
which may be dangerous and in any case undesirable.
This should be borne in mind when considering whether or not to run
water ballast into tanks to correct an angle of loll, or to increase the GM.
Until the tank is full there will be a virtual loss of GM due to the free
surface effect of the liquid.
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Free Surface Effect

Showing the vessel at rest
with a part filled undivided
double bottom tank.
The GM shown is the Gmsolid,
all of which are on the
centreline of the vessel.
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Free Surface Effect

When the vessel instable
equilibrium is inclined by an
external force, buoyancy is lost on
the raised side and an equal
amount created on the submerged
side
This creates a shift of buoyancy
from b to b1 in the vessel, moving
the overall buoyancy of the vessel
along a parallel line from B to B1
This creates a righting lever of GZ.
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Free Surface Effect

• As the ballast moves to the
low side this causes a shift of
weight of g to g1
• This causes a shift of the
overall centre of gravity of
the vessel G along a parallel
line to a new position of G1
• This reduces the righting
lever to G1Z1
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Free Surface Effect

• If a perpendicular line is drawn
upwards through G1 to the
centreline of the vessel, the GZ can
be redrawn between the centreline
and the BM line. This gives G2Z2
which is equal to G1Z1
• The distance along the centreline
measured between G and G2 is the
“virtual loss of GM”.
• This is also known as the Free
Surface Effect (FSE).
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Using Free Surface Moments in Stability Calculations

Another method of representing the free surface effect is to elevate the ship's
center of gravity by a suitable amount.
This simplifies the calculation of righting moments as a function of heel since
the tank's contribution to the center of gravity is considered to be fixed.
The amount by which the C.G. is elevated may be chosen such that the
additional righting moment produced by a small change of heel is the same as
would be produced by the shifting of the tank's contents.
This elevation of the C.G., multiplied by the weight of the ship, is called the
free surface moment, or FSM.
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Using Free Surface Moments in Stability Calculations

The primary disadvantage of using the FSM is that it does not accurately
represent the tank's effect on stability beyond a small increment of heel,
since the FSM itself can be very different at different heel angles.
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Maximum Permissible Deadweight-Moment Curve

Is simply a graph of displacements against maximum-deadweight moments.
The deadweight moment has been calculated about the keel.
It is very important to realize that the total deadweight-moment at any
displacement must not under any circumstances exceed the maximum
deadweight at this displacement.
If it does, then deficient stability will occur for the ship.
For example when the displacement is 1000 tons, then the deadweight-
moment of 1200tm is acceptable. However, a deadweight-moment of 1480 tm
would mean this shop has deficient stability and is not acceptable.
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Use of DWT-Moment Curve

Load displacement is 1175 tons
Ship’s present condition:
Displ 800 tons
Deadweight moment 600 tm
Cargo loaded: 250 tons at KG 2.8m
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Effect on stability of ice formation on superstructure

In Arctic ocean conditions, the formation of ice on
the upper structures of vessels can cause several
problems.
Ice build-up can be formed from snowfall, sleet,
blizzards, freezing fog, and sea spray in sub-zero
temperatures.
In the Arctic, the air temp. can be as low as -40°C.
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Icing allowances must be made:
Rise in G. Loss of Transverse stability
Increase in weight. Increase draft due to increased weight
Loss of freeboard due to increased weight
Decrease in underkeel clearance
Contraction of steel due to temperature
Increased brittleness in steel structures
Nonsymmetrical formation of ice
Angle of list. Angle of loll
Change of Trim
Impairment of maneuverability
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Formation of ice on the upper works of the

vessel must be removed as quickly as
possible by:
Cold water pressure
Hot water and steam
Break-up ice with tools such as ice-crows,
ice-picks etc..
Heating of upper structures
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WATER ABSORPTION BY DECK CARGO DURING

CARRIAGE
Timber cargoes carried on weather deck of
vessels affect their seaworthiness: on the one
hand, they increase buoyancy and stability at
large heeling angles; on the other hand, they
reduce initial stability due to higher center of
vessel’s gravity and to timber property to
absorb water and gain weight.
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Code of Safe Practice for Carrying Timber Deck Cargoes, 1991

The purpose of the Code is to ensure that timber deck cargoes are so
loaded, stowed and secured as to prevent as far as practicable, damage or
hazard to the ship and persons on board as well as loss of cargo overboard.
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Intact Stability Requirements as per Timber Deck Cargo Code
Stability calculations to assess the vessels compliance with minimum stability
criteria should include 15% increase in weight of the timber deck cargo due to
water absorption
Alternate KN tables taking into account the increase in freeboard due to
timber deck cargo to be used. Such tables must assume reserve buoyancy of
75% of the total deck timber
Initial GM not less than 0.05m (SOLAS gives GN not less than 0.10m)
Max GZ not less than 0.2m and angle of max Gz not less than 30°
Area under curve upto 30° not less than 0.055mr
Area under curve upto 40° not less than 0.09mr
Area between 30° and 40° not less than 0.03mr
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Stability Requirements for Dry Docking

When a ship enters a dry dock she must
have:
positive initial GM
Be upright
And trimmed slightly, usually by the stern
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When dealing with stabilityu during dry docking, it is simplest to consider the
righting moment when heeled by taking moments about the centre of
buoyance, which produces the equation:
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By making use of KM = KG ÷ GM, the alternative expression for righting lever
can be obtained. This approach has the advantage of showing that, although
different values of GM are obtained, the value of the righting moment is the
same in each case. The value of P for which GM - 0 is also the same for both
expressions.
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Angle of LOLL
When a ship with negative initial metacentric
height is inclined to a small angle, the
righting lever is negative, resulting in a
capsizing moment. This effect is shown in
the figure below, and it can be seen that
the ship will tend to heel still further.
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Angle of LOLL
At a large angel of heel the centre of buoyancy
will have moved further out the low side and
the force of buoyancy can no longer be
considered to act vertically upwards through
M, the initial metacentre.
If, by heeling still further, the centre of buoyancy
can move out far enough to lie vertically under
G the centre of Gravity, the righting lever and
thus the righting moment, will be zero.
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Angle of LOLL
The angle of heel of heel at which this occurs is
referred to as the angle of loll and may be defined
as the angle to which a ship with negative initial
metacentric height will lie rest in still water.
If the ship should now be inclined to an angle greater
than the angle of loll, the righting lever will be
positive, giving a moment to return the ship to the
angle of loll.
From this it can be seen that the ship will oscillate
about the angle of loll instead of the upright.
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Angle of LOLL
The curve of statical stability for a ship in this condition of loading is shown in the figure.
Note from the figure that the GZ at the angle of loll is zero. At angles of heel less than the
angle of loll the righting levers are negative, whilst beyond the angle of loll the righting
levers are positive up to the angle of vanishing stability.
Note how the range of stability in this case is measured from the angle of loll and not from
the ‘o-o’ axis.
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Angle of LOLL
To correct for loll the following should be observed:
1. Verify if it’s a LOLL not List
2. Lower the center of Gravity by:
a) Taking Ballast
b) Remove the cause
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Angle of LOLL
To calculate the angle of loll
Where:
Ѳ = the angle of loll
GM = a negative initial metacentric height
BM = the BM when upright
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Synchronous rolling
• Synchronous rolling takes place because of resonance between, the
natural period of roll of the ship & the natural period of the
oscillation of the waves. The rolling will gradually increase to high
capsizing values.
• If the synchronous rolling is encountered immediately alter the
course of the ship, if synchronism was occurring in on the original
course it will not occur at new course.
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Parametric Rolling
• During rough seas while moderately pitching the vessel rolls to one
side simultaneously because it is thrown up & down on water.The
bow is down inside water & ship has rolled to one side the sudden
immersion of large flare (this specially takes place in container
vessels since they have very large flares) causes the restoring
buoyancy force to push the bow upwards & to roll to other side. The
opposite happens to the other side & with in few cycles the angle of
roll will reach the large angles. The maximum angle of roll would
occur at the maximum dip of the bow during pitching.
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ACTIVITY:
Research the effects of side winds on ship stability.
List the main factors which affect the rolling period of a vessel.
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RESPONSIBILITIES UNDER THE INTERNATIONAL

CONVENTIONS AND CODES
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RESPONSIBILITES UNDER THE INTERNATIONAL CONVENTIONS AND CODES
The most familiar load line feature is the well-known “Plimsoll mark” on each side
of the hull amidships. The marks indicate the maximum waterline to which the
vessel can be legally loaded. However, there is more to load lines than that: the
purpose of load line assignment is to ensure the overall seaworthiness of the
intact (undamaged) vessel. This is accomplished by:
Ensuring a robust hull that can withstand severe sea conditions (i.e., structural
design, construction, and maintenance);
Ensuring weathertight and watertight integrity of hull penetrations and
superstructure openings (i.e., coamings around exposed openings, and that
doors, hatches, vents, hull valves, etc, are fitted with covers or closures that are
in good working condition);
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Ensuring that the vessel has reserve buoyancy (by a requiring a minimum
freeboard above the waterline);
Ensuring that the vessel is not overloaded (by limiting the maximum
loaded draft);
Ensuring that the vessel has adequate stability and strength for all loading
and operating conditions (by providing approved stability documentation
and loading instructions for use by the master);
Ensuring rapid drainage of water on deck (from boarding seas) (by
adequate arrangement of scuppers and freeing ports in bulwarks);
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Ensuring safety of crew while working on deck (by increased freeboard to
reduce boarding seas, and guardrails around deck edges);
Ensuring that modifications to the vessel do not compromise
seaworthiness (modifications must be approved by the load line-assigning
authority); and
Periodic inspections (afloat and drydocked) to verify that the above are
properly maintained (by the load line-assigning authority)
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The Intact Stability Code
IMO has long developed intact stability criteria for various types of ships,
culminating in the completion of the Code on Intact Stability for All Types
of Ships Covered by IMO Instruments (IS Code) in 1993 (resolution
A.749(18)) and later amendments thereto (resolution MSC.75(69)).
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The IS Code included fundamental principles such as general precautions
against capsizing (criteria regarding metacentric height (GM) and righting
lever (GZ)); weather criterion (severe wind and rolling criterion); effect of
free surfaces and icing; and watertight integrity. The IS Code also
addressed related operational aspects like information for the master,
including stability and operating booklets and operational procedures in
heavy weather.
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In 2008, the Maritime Safety Committee, at its eighty-fifth session, adopted
the International Code on Intact Stability, 2008 (2008 IS Code), following
extensive considerations by the SLF Sub-Committee and taking into
account technical developments, to update the 1993 Intact Stability
Code. MSC 85 also adopted amendments to the SOLAS Convention and to
the 1988 Load Lines Protocol to make the 2008 IS Code mandatory, which
entered into force on 1 July 2010.
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The 2008 IS Code provides, in a single document, both mandatory
requirements and recommended provisions relating to intact stability that
will significantly influence the design and the overall safety of ships.
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The use of Weather Criterion
Notwithstanding minor changes as a result of global warming, the weather
and its effect on ships has been present since the beginning of time and
ships and, in the main, undesirable. Amazingly, however, the effect of
waves on ship safety was considered explicitly for the first time as part of
Resolution 14 of the 1995 IMO SOLAS Convention whilst prior to this
various attempts to account for this effect culminated to considering
explicitly only the effect of beam wind in what is known as the Weather
Criterion adopted by the IMO Assembly Resolution A.562 in 1985.
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Basics of the criterion
The stability standard known as Weather Criterion, adopted by IMO as
Resolution A.562, is based on a number of simplifying assumptions as
described next:
a. The ship attains a stationary angle of heel θ0 due to side wind loading
represented by a lever lw1 l , which is not dependent on the heel angle
and is the result of a 26 m/s wind,
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b. Around this angle the ship is assumed to perform resonant rolling
motion due to side wave action, as a result of which it reaches a
momentary maximum angle θ1 on the weather side.
c. As at this position the ship is most vulnerable in terms of weather-side
excitations, it is further assumed that the ship is acted upon by a gust
wind represented by a lever lw2 = 1.5 ⋅ lw1 . This is translated into an
(sq.rt) of 1.5 = 1.2247 increase of the wind velocity, assumed to affect
the ship for a short period of time but at least equal with half of the
natural period under the assumption of resonant ship response.
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d. The requirement for stability is formulated as follows: should the ship roll
freely from the off-equilibrium positionθ1 with zero angular velocity, the
limiting angle θ2 to the lee-side calculated on the basis of the condition b > a
(Figure 1) should not be exceeded during the ensuing half-cycle. This limiting
angle is either the angle where significant openings are downflooded, the
vanishing angle θv , or the angle of 50 deg, which can be assumed as an
explicit safety limit, whichever of the three is the lowest. Expressed as an
energy balance, the work done by the wind excitation as the ship rolls from
the weather-side to the lee-side should not exceed the potential energy at the
limiting angleθ2 .
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d. The requirement for stability is formulated as follows: should the ship
roll freely from the off-equilibrium positionθ1 with zero angular velocity,
the limiting angle θ2 to the lee-side calculated on the basis of the
condition b > a (Figure 1) should not be exceeded during the ensuing
half-cycle.
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d. …This limiting angle is either the angle
where significant openings are
downflooded, the vanishing angle θv , or
the angle of 50 deg, which can be
assumed as an explicit safety limit,
whichever of the three is the lowest.
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d. …Expressed as an energy balance, the
work done by the wind excitation as the
ship rolls from the weather-side to the
lee-side should not exceed the potential
energy at the limiting angleθ2 .
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The heeling lever lw1 is calculated from the following formula
Where: and centre of underwater lateral area (or approximately to

P - steady wind pressure P = 504 N/m2 a point at one half the draught) [m]
A - projected lateral area of the ship and deck cargo  - Ship displacement [t]
above the waterline (m2) g - gravitational acceleration 9.81 [m/s2]
z - vertical displacement between centre of the A area
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International Grain Code Requirements
Grains such as wheat, rye, maize, rice, oats, seeds and their processed forms
have been commonly transported by ships. Grains have a tendency to
settle and shift within a ship's cargo compartments.
A compartment may be full when the cargo is loaded but, due to ship's
vibration and other movements, the grain settles leaving space at the top
of the cargo. This space allows cargo to move from side to side in
conjunction with the rolling and pitching of the vessel.
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As the cargo shifts the vessel lists to one side. The International Grain Code
was written at a time when grain was predominantly carried onboard
general cargo vessels, employing methods including saucering, bundling
and strapping. However, modern bulk carriers are designed and
constructed taking the problems of carrying grain into consideration. The
BLU Code refers to loading and discharging operations and develops an
understanding of procedures.
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SOLAS regulation VI/9.1 (Requirements for cargo ships carrying grain)
provides that a cargo ship carrying grain must hold a Document of
Authorization as required by the International Grain Code, and for the
purposes of regulation 9, the requirements of the Code should be treated
as mandatory. A ship without a Document of Authorization must not load
grain until the master satisfies the flag State Administration, or the SOLAS
Contracting Government of the port of loading on behalf of the
Administration, that the ship will comply with the requirements of the
International Grain Code in its proposed loaded condition (regulation 9.2).
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The International Code for the Safe Carriage of Grain in Bulk is commonly
called the “International Grain Code” was adopted by the IMO Maritime
Safety Committee by resolution MSC.23(59). It applies to ships regardless
of size, including those of less than 500gt, engaged in the carriage of grain
in bulk, to which part C of chapter VI of the 1974 SOLAS Convention, as
amended, applies (A 1.1).
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A copy of the Document of Authorization, grain loading stability data and
associated plans must be placed on board so that the master, if required,
may produce them for inspection by the SOLAS Contracting Government
at the loading port (A 3.4).
The flag State Administration, or a SOLAS Contracting Government on its
behalf, may exempt individual ships or classes of ship from particular
requirements of the Code if it considers that the sheltered nature and
conditions of the voyage are such as to render their application
unreasonable or unnecessary.
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Grain Code defines “grain” as including wheat, maize (corn), oats, rye,
barley, rice, pulses, seeds and processed forms thereof, whose behaviour
is similar to that of grain in its natural state .
A Document of Authorization must be issued by or on behalf of the flag
State Administration for every ship loaded in accordance with the Code,
and must be accepted as evidence that the ship is capable of complying
with the Code (A 3.1).
SEAM 4
The Document of Authorization must accompany or be incorporated into
the Grain Loading Manual provided to enable the master to meet the
requirements of A 7 (A 3.2). The Manual must meet the requirements of A
6.3 (A 3.2).
The Document of Authorization, grain loading stability data and associated
plans may be in the official language or languages of the issuing country. If
the language used is neither English nor French, the text must include a
translation into either English or French.
SEAM 4
Information in printed booklet form (i.e. a Grain Loading Manual) must be
provided to enable the master to ensure that the ship complies with the Code
when carrying grain in bulk on an international voyage (A 6.1). Information to be
in the booklet is listed in A 6.2 and A 6.3. The information in A 6.2 must be
acceptable to the flag State Administration (or a Contracting Government on its
behalf), while the information in A 6.3 must be approved by that body.
A ship not having on board a Document of Authorization issued in accordance
with A 3 of the Code may be permitted to load bulk grain subject to certain
conditions, one of which is that the total weight of the bulk grain does not
exceed one third of the ship’s deadweight (A 9.1).
SEAM 4
FIN

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Seamanship IV

Table A-II/1 and A-II/2

Specification of minimum standard of competence for officers in charge

(ML) Specification of minimum standard of competence for masters

• Cargo Handling and Stowage

• Controlling the Operation of the Ship and Care

Draught, Trim and Stability

States that when a body is

History of the Plimsoll mark

Identifies Loadline seasonal zones namely:

The Deadweight Scale

The Deadweight Scale

Show the final displacement in tonnes remains similar for fresh

Consequently, the approximate load displacement in FW is given:

• If the density of the water increases, then the volume of water

New draft Old draft

• Defined as the number of tons loaded or discharged in order to

TPC = Water-Plane area x Density of water

Trim (by head or stern)

Cargo Calculations and Cargo Plans

Converting Weight to Volume using SF

Converting Volume to Weight using SF

(2) Secondly, by accounting weights. Displacement is the weight

(1) Displacement = Underwater volume of the ship x density

(2) Displacement = Light Displacement + Deadweight

 Light Displacement – is the mass of the ship when floating with

• Deadweight = Displacement - Lightweight

Deadweight = Lightweight + Displacement

The purpose of the Cb is to measure the ship’s underwater

The force of buoyancy is equal to the weight of the liquid

Based on the given figure,

Fresh Water Allowance

 Fresh water density = 1.000 t/m3 or 1,000kg/m3

 Is the number of millimetres by which the mean draft changes

 FW Draft = SW draft + FWA

 When loading in fresh water before proceeding into sea water,

 FWA (in mm) = Displacement (in tonnes)

DOCK WATER ALLOWANCE – Is the number of millimetres by

DOCK WATER Density

DOCK WATER Density - It is prudent to obtain samples of water

Hydrostatic Table (Tabular form) Hydrostatic Curves (Graph form)

Note: KM = KB + BM Note: The subscript T and L means Transverse and

Note: The subscript T and L means Transverse and

Curves of Statical Stability

CURVES OF STATICAL STABILITY

CURVES OF STATICAL STABILITY

Curve for a ship with negative initial metacentric height

Curve for a ship with positive initial metacentric height

From KN cross curves

MOVEMENT OF THE CENTER OF GRAVITY

In figure (c), the mass is

In figure (d), the mass is

For adding mass, G will move

LIST AND ITS CORRECTION

GM = KM – KG = 7.3 – 6.7 = 0.6m

-451 + 6.1w – 1525 + 6.1w = 0; w = 161.97 tones

-451 + 6.1w – 1525 + 6.1w = 0; w = 161.97 tones

EFFECT OF SLACK TANKS

TRIM AND DRAUGHT CALCULATIONS USING

TRIM may be considered as the longitudinal equivalent of list. Trim is

From those values, a set of hydrostatic curves were drawn

ACTIONS TO BE TAKEN IN THE EVENT OF

STRESS TABLES AND STRESS CALCULATING