MMO5003 Modern Ship Design

Ship Stability

Ria Bruenig
Haugesund
Autumn 2024
Archimedes’ principle and buoyancy

› Buoyancy, is a gravitational force, a net upward force exerted

by a fluid that opposes the weight of a partially or fully
immersed object.

https://www.geeksforgeeks.org/buoyant-force/ https://en.wikipedia.org/wiki/Buoyancy 2
Displacement, Lightweight, Deadweight

› Lightweight:
› weight of the ship when completely empty, with boilers topped up to working level.
› made up of steel weight, wood and outfit weight, and the machinery weight.
› lightweight is evaluated by conducting an inclining experiment normally just prior to
delivery of the new vessel.
› this value will change over the years.
› Deadweight:
› weight that a ship carries.
› can be made up of oil fuel, fresh water, stores, lubricating oil, water ballast, crew and
effects, cargo and passengers.
› Displacement: This is the weight of the volume of water that the ship displaces

› Displacement = Lightweight + Deadweight

3
Effect of change of density when displacement is constant

› Mass = Volume x Density

› Draft changes when density of the water changes!

4
Exercise 1 - 4

5
Effect of adding or loading mass

› G.. Position of centre of gravity

before the mass has been loaded
› After mass of w tonnes has been
loaded, G will move to G1

6
Transverse statical stability

› 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 or
wind.
› 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 a weight transversely within the
ship. This is a fixed angle of heel.

7
Transverse statical stability

› The centre of gravity of a body ‘G’ 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. KG is VCG of the
ship.
› The centre of buoyancy ‘B’ is the point through
which the force of buoyancy is considered to
act vertically upwards with a force equal to the
weight of water displaced. It is the centre of
gravity of the underwater volume. KB is VCB of
the ship.
› To float at rest in still water, a vessel must
displace her own weight of water, and the
centre of gravity must be in the same vertical
line as the centre of buoyancy.

› KM = KB + BM also KM = KG + GM

8
The metacentre M
Stable equilibrium
› The verticals through the centres of
buoyancy at two consecutive angles of
heel intersect at a point called the
metacentre.
› For angles of heel up to about 15° the
vertical through the centre of buoyancy
may be considered to cut the centre line
at a fixed point called the initial
metacentre
› The height of the initial metacentre
above the keel (KM) depends upon a
ship’s underwater form

9
Equilibrium

Stable equilibrium Unstable equilibrium

› When inclined, ships tends to return › G above M
to initial position
› Negative GM
› G below M
› Positive initial GM › When inclined to a small angle, ships
tend to heel over further until B is in line
› Moment of Statical stability = W x GZ with G
› GZ.. Righting lever › Neutral condition (G = M)
› At small angles (<15°) › Angle of loll
› GZ = GM x sin Φ › Ship oscillates around
angle of loll

› Angle of Loll ≠ list

10
The GM value

› Typical working values:

11
Free surface effect

› 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.

› KG correction:
› KG corrected = KG + FSE

12
Angle of list

› A weight already onboard is shifted

› G shifts to G1:

13
Moment of statical stability at a small angle of heel (<15°)

14
Moment of statical stability at a large angle of heel (>15°)

› Force of buoyancy no longer considered to act vertically upwards through the initial
metacentre M

It can be shown that:

15
Trim or longitudinal stability

› measured as the difference between the drafts forward and aft

› A weight w is moved by distance d:

16
Trim or longitudinal stability

› F = centre of flotation or tipping centre

› Position of F depending on the shape
of the water-plane
› Often assumed to be amidships

17
Moment to change trim one centimetre

› MCT 1 cm or MCTC or MTC

› It can be shown that:

18
Change in draft due to change in trim

19
Stability curves

› KN cross curves of stability

› Constructed for an assumed KG of zero
› GZ = KN – KG sinΦ

20
KN curves

Obtain GZ from the curves/table at the concerned

displacement/draft

21
Statical stability curves

› Righting lever against angle of heel

› Curve for a ship with positive initial
metacentric height, GM (top)
› Curve for a ship with negative initial
metacentric height, GM (bottom)

› Observe:
› Range of stability
› Maximum GZ (tangent AB)
› Initial GM
› Tangent through origin (0X)
› Perpendicular through 57.3° (1 rad)
› Intersect on GZ scale gives GM

22
Hydrostatic curves

23
Dynamical Stability

› Unlike statical stability, which looks at the ship's righting moment at a

specific angle of heel, dynamical stability considers the energy involved
in both tilting the ship to a certain angle and bringing it back upright.

› Energy Perspective:
› Dynamical stability is concerned with the energy needed to heel the
ship to a certain angle and the energy that the ship's hull can
provide to return to its upright position. This energy is represented
by the area under the curve of statical stability (GZ curve) up to a
specific angle of heel.

› Area Under the GZ Curve:

› The larger the area under the GZ curve up to a given angle of heel,
the greater the dynamical stability. This area represents the energy
required to heel the ship and the energy available to right it.

› Response to Continuous Forces:

› Dynamical stability is particularly important when considering the
ship's behaviour in real-world conditions where forces are not just
momentary but continuous, such as in heavy seas. It determines
how much external energy (like from waves or wind) the ship can
absorb before it risks capsizing.
› Practical Importance: Ships with high dynamical stability can better
withstand extreme conditions, as they have a greater capacity to resist
capsizing even when exposed to sustained or varying forces.

https://www.marineinsight.com/naval-architecture/ship-stability-intact-stability-criteria-and-inclining-experiment/ 24
Inclining experiment

› Purpose to find KG for the light

condition
› The ship is forcibly inclined by shifting
weights a fixed distance across the
deck.
› The deflection of a plumb line along the
batten is noted.
› If the weight is now returned to its
original position the ship will return to
the upright.
› She may now be listed in the opposite
direction.

25
Inclining experiment

› GM is found by:

› W.. Ship’s displacement

› w.. Mass shifted

26
Fluctuations in a ship’s lightweight over a period of time

› Accretion of paintwork.
› Formation of oxidation or rust.
› Build up of cargo residue.
› Sediment in bottom of oil tanks.
› Mud in bottom of ballast tanks.
› Dunnage.
› Gradual accumulation of rubbish.
› Lashing material.
› Retrofits on accommodation fittings and in navigational aids.
› Barnacle attachment or animal growth on the shell plating.
› Vegetable growth on shell plating.
› Additional engineers’ spares and electricians’ spares.
› Changing a bulbous bow to a soft-nosed bow.
› Major ship surgery such as an addition to ship’s section at amidships.

27
Drydocking and Grounding

› 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
› It is essential that a 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.

28
Ship squat

› When a ship proceeds through water, she pushes water ahead of her. In order not to have a ‘hole’ in the
water, this volume of water must return down the sides and under the bottom of the ship. The streamlines
of return flow are speeded up under the ship. This causes a drop in pressure, resulting in the ship dropping
vertically in the water.
› As well as dropping vertically, the ship generally trims forward or aft. The overall decrease in the static
underkeel clearance, forward or aft, is called ship squat. It is not the difference between the draughts when
stationary and the draughts when the ship is moving ahead.

29
Ship squat

› Empirical formulae to estimate maximum ship squat:

› Ship’s speed relative to the water is main factor

30
Interaction

› 1. If two ships are on a passing or overtaking situation in a river the squats of both vessels
could be doubled when their amidships are directly in line.
› 2. If two ships are directly in line each ship will develop an angle of heel and the smaller
ship will be drawn bodily towards the larger vessel.
› 3. Both ships could lose steerage efficiency and alter course without change in rudder
helm.
› 4. The smaller ship may suddenly veer off course and head into the adjacent riverbank.
› 5. The smaller ship could veer into the side of the larger ship or worse still be drawn across
the bows of the larger vessel, bowled over and capsized.

› (a) a ship to ground interaction,

› (b) a ship to ship interaction,
› (c) a ship to shore interaction.

31
Interaction

32
Ship to ship interaction

https://www.youtube.com/watch?v=ABeXfwfZKnU 33
Ship to ship interaction

34
Ship to bank interaction

https://www.marineteacher.com/post/wall-or-bank-effect 35
Ever Given – 2021 Suez Canal obstruction

Strong winds and “bank effect”

Watch for more info

› https://youtu.be/Ty-
m4pm8oog?si=PC0GMnUwk7uNTN1H

By NASA JSC ISS image library - https://eol.jsc.nasa.gov/SearchPhotos/photo.pl?mission=ISS064&roll=E&frame=48480, Public Domain,

36
https://commons.wikimedia.org/w/index.php?curid=129747075
Trim and Stability book, Loading Manual

› The T&S book is a like an operator’s manual for the entire vessel.
› Typically contains:
› Vessel characteristics, including principal dimensions, tonnage, location of draft marks,
builder, official and registry numbers, etc.
› Instructions for use of the nomograms, curves, and other data in the booklet to calculate
stability and trim of the vessel for given loading conditions.
› General operating instructions and precautions.
› Tabulated tank and hold capacities.
› Hydrostatic properties (KM, LCB, LCF, etc.) tabulated or plotted as a function of mean draft.
› Metacentric Height (GM) diagram, showing GM for tabulated conditions of loading and
minimum required GM for vessel service.
› Trim diagram to calculate vessel trim when weights are added at locations other than the
vessel center of gravity.
› Weight distribution and stability information for various conditions of loading.
› Liquid loading diagram, showing the location, capacity, and effect on list and trim of the
ship’s tanks.

37
Linking Ship Stability and Ship Strength

› Statical forces due to:

› The weight of the structure which varies throughout the length of the ship.
› Buoyancy forces, which vary over each unit length of the ship and are constantly
varying in a seaway.
› Direct hydrostatic pressure.
› Concentrated local weights such as machinery, masts, derricks, winches, etc.
› Dynamical forces due to:
› Pitching, heaving and rolling.
› Wind and waves.

These forces cause bending in several planes and local strains are set up due to
concentrated loads. The effects are aggravated by structural discontinuities.

38
Forces on a ship

› Hogging › Sagging

39
Longitudinal stresses in still water

Dokkum, K. V. (2013). Ship knowledge: ship design, construction and operation. 40

Torsion of the Hull

Dokkum, K. V. (2013). Ship knowledge: ship design, construction and operation.

41
Local stresses

› Panting stresses during pitching as a result of hydrodynamic pressure

› Pounding or slamming when pitching becomes heavy
› Diagonal loads due to asymmetrically load or during rolling
› Vibration stresses due to main engine, rotation of the propeller or wave impact
› Dry docking loads

42
IMO – Intact Stability Code (IS 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)).
› 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.
› 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.
› 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.
› *SLF.. Stability and Load Lines and on Fishing Vessel Safety

43
44
IMO - Second Generation Intact Stability Criteria

› Ships vary widely in type, size, operational profile and associated environmental conditions which has made it difficult to develop
generic dynamic stability criteria which are applicable for all ships subject to the International Code on Intact Stability, 2008 as it
has been acknowledged that some ships are more at risk of encountering critical stability in waves than others.
› The IMO is currently in the process of developing performance-based criteria for assessing five dynamic stability failure
modes in waves, namely, dead ship condition, excessive acceleration, pure loss of stability, parametric rolling and surf-
riding/broaching. One of the obstacles encountered by the IMO has been that the physics and evaluation methods for these five
stability failure modes had not been well understood or developed when the mandatory intact stability criteria were established.
› The current draft Interim Guidelines on second generation intact stability criteria (Interim Guidelines) have been finalized by the
IMO Sub-Committee on Ship Design and Construction (SDC) at its seventh session (3 to 7 February 2020) and awaiting approval
at the next session of the Maritime Safety Committee (MSC). The Interim character of the draft Guidelines reflect a certain degree
of uncertainty in the recommendations developed but it is the first standalone instrument developed by IMO* to address dynamic
stability failures building on best practices and the most advanced scientific tools available. The methodologies contained in these
Interim guidelines are based on general first-principle approaches derived from the analysis of ship dynamics and latest
technology, as opposed to predominant use of casualty records which form the basis of the mandatory intact stability criteria. For
this reason, the presented dynamic stability criteria may be considered as the second generation intact stability criteria. However,
in the development process, it was also necessary to simplify some of the assessment methodologies and to perform some semi-
empirical tuning.
› Once MSC approves the Interim Guidelines on second generation intact stability criteria, they may be used by Administrations to
assess and approve ship designs which deviate from conventional concepts. In order to facilitate the use of the Interim Guidelines
the SDC Sub-Committee is also in the process of developing associated Explanatory notes on the second generation intact
stability criteria. However, neither the Interim Guidelines nor their associated Explanatory Notes are intended to be mandatory.

https://www.imo.org/en/OurWork/Safety/Pages/ShipDesignAndStability-default.aspx 45
Source

Barrass, B., & Derrett, C. D. (2011). Ship Dokkum, K. V. (2013). Ship knowledge: ship design,
stability for masters and mates. Elsevier. construction and operation.

46