STABILITY

BASIC COURSE

CHAPTER 3
A-DENSITY
B-RELATIVE DENSITY

A-DENSITY

DENSITY :
THE MASS PER UNIT VOLUME MEASURED IN KG/M3 OR TON/M3 .

MASS IN KG OR TONS
DENSITY
IN M3

VOLUME = L * B * D
(LENGTH * BREADTH * DEPTH )

---------------------------------kg/m3 or T/m3

VOLUME

B-RELATIVE DENSITY
RELATIVE DENSITY:

DEFFINED AS THE RATIO BETWEEN THE DENSITY OF

ANY LIQUID TO THE DENSITY OF FRESH WATER.
R.D = DENSITY OF ANY LIQUID
DENSITY OF FRESH WATER

DENSITY OF FRESH WATER = 1000 KG/M3 OR 1.000 T/M3

DENSITY OF SALT WATER

1025 KG/M3 OR 1.025 T/M3

CHAPTER 4
LAW OF FLOATATION

LAW OF FLOATATION

LAW OF FLOATATION
THE MASS OF ANY SUBSTANCE IS EQUAL TO THE MASS OF THE WATER THE SUBSTANCE
DISPLACES.

MASS OF SUBSTANCE
AS THE SHIP MASS

MASS OF WATER DISPLACED

DENSITY OF SHIP * SHIPS . VOLUME

( L * B * DEPTH)

AND
AS THE WATER MASS = DENSITY OF THE WATER * WATER VOLUME
DISPLACED BY THE PART UNDER WATER

SHIPS MASS

( L * B * DRAFT
= WATER DISPLACED MASS

DENSITY OF SHIP * DEPTH

= DENSITY OF WATER * DRAFT

)SO

LAW OF FLOATATION

THE WEIGHT OF ANY SHAPE IS ACTING ONLY AT A CERTAIN POINT WHICH IS

CALLED CENTRE OF GRAVITY
CENTRE OF GRAVITY :
IS DEFINED AS A POINT WHERE THE SHIPS WEIGHT IS CONCENTRATED , THIS
FORCE IS ACTING DOWNWARD & THE POINT ALWAYS LIES AT THE DEPTH OF
THE SHAPE
KG = DEPTH

EXAMPLE DEPTH = 4m SO KG = 2m

DEPTH

LAW OF FLOATATION
THE CENTRE OF BOUYANCY

IS DEFINED AS A POINT WHERE THE SHIPS BOUYANCY IS

CONCENTRATED, THIS FORCE IS ACTING UPWARD ,AND ALWAYS
CENTERED AT
THE DRAFT . KB = DRAFT ,e.g; DRAFT = 4m , SO KB = 2m

B
DRAFT

LAW OF FLOATATION
W
KG = DEPTH

DEPTH

G
B
K

DRAFT
KB = DRAFT

LAW OF FLOATATION
KG
DEFINED AS THE HEIGHT THAT LIES BETWEEN THE KEEL & THE
CENTRE of GRAVITY.

KB
DEFINED AS THE HEIGHT THAT LIES BETWEEN THE KEEL & THE
CENTRE OF BOUYANCY.

REMARK ( B FORCE , G FORCE )

BOTH FORCES ACTS AGAINEST EACH OTHER S , IF THE G FORCE
INCREASED OVER THE B FORCE THE SHIP STARTS TO GO DOWN
;INCREASING THE SHIPS DRAFT BY THE DIFFRENCE IN FORCES .

RESERVE BOUYANCY
DEFINED AS THE SPACE THAT LIES BETWEEN THE WATER SURFACE AND THE FIRST WATER TIGHT INTEGRITY ( MAIN DECK).

RESERVE BOUYANCY =
DEPTH - DRAFT
OR
RESERVE BOUYANCY = VOLUME OF SHIP - VOLUME UNDER WATER
OR
RESERVE BOUYANCY = AREA OF THE SHIP - AREA UNDER WATER

Reserve bouyancy

depth

draft

Volume under water

Area under water

EFFECT OF DENSITY ON SHIPS

VOLUME & DISPLACEMENT
A- BOX SHAPE VESSELS
B- SHIP SHAPE VESSELS

CHAPTER 5

A-BOX SHAPED
VESSELES

1-EFFECT OF DENSITY ON SHIPS

VOLUME
2-EFFECT OF DENSITY ON
SHIPDISPLACEMENT

EFFECT OF DENSITY ON SHIPS

VOLUME & DISPLACEMENT

ANY BOX SHAPED VESSEL SAILS FROM ONE PORT TO ANOTHER CERTAIN
CHANGES OCCURES OVER THE SHIP, AS A RESULT OF THE EFFECT OF
DENSITY ON SHIPS VOLUME & DISPLACEMENT
AS WE KNOW THAT THE

DENSITY

= MASS kg
VOLUME

A RELATION BETWEEN THE DENSITY & MASS WOULD BE ; DIRECT PROPORTION

DENSITY
WHEN
WHEN

MASS ( DIRECT PROPORTION ) WHICH MEANS THAT

DENSITY DECREASES

THE MASS DECREASES

DENSITY INCREASES

THE MASS INCREASES

EFFECT OF DENSITY ON SHIPS

VOLUME & DISPLACEMENT

A RELATION BETWEEN THE DENSITY & VOLUME WOULD BE ; INV.

PROPORTION

DENSITY
THAT

1 / VOLUME ( INV. PROPORTION ) WHICH MEANS

WHEN

DENSITY DECREASES

THE VOLUME INCREASES

WHEN

DENSITY INCREASES

THE VOLUME

DECREASES

THE VOLUME IS THE SUM OF L * B * DRAFT ,

THE L & B NEVER CHANGE FROM PORT TO ANOTHER SO THE
ONLY PARAMETER THAT CHANGES IS THE DRAFT ,THERFORE THE
VOLUME CHANGES ASWELL

A-BOX SHAPED SHIPS

1-EFFECT OF DENSITY ON VOLUME

EFFECT OF DENSITY ON VOLUME

LETS SAY A BOX SHAPED VESSEL DISPLACES 20,000 TONS
SAILED
FROM
TO

PORT A HAS WATER DENSITY

PORT B HAS WATER DENSITY

1.OOO
1.025 ,

ACCORDING TO THE RELATION BETWEEN DENSITY AND

VOLUME INV.PROPORTIONS , WE DISCOVERS THAT AT PORT
B, THE VOLUME WILL DECREASES AS THE WATER DENSITY
INCREASES ( 1.000 PORT A TO 1.025 PORT B ) ,
WHILE THE SHIP STILL DISPLACES THE SAME 20,000TONS

SINCE THE VOLUME

= L * B * DRAFT ,

SO THE CHANGE IN THE VOLUME COMES FROM THE CHANGE IN

THE DRAFT

EFFECT OF DENSITY ON VOLUME

SHIPS MASS AT PORT A
WHERE THE MASS

SHIPS MASS AT PORT B

= DENSITY * VOLUME

( OLD DENSITY * OLD DRAFT )

= ( NEW DENSITY * NEW DRAFT )

A-BOX SHAPED SHIPS

2-EFFECT OF DENSITY ON DISPLACEMENT

EFFECT OF DENSITY ON
DISPLACEMENT
A BOX SHAPED VESSEL DISPLACES 20,000 TONS SAILED
FROM
TO

PORT A OF WATER DENSITY

1.OOO & DRAFT 7.0 mtrs

PORT B OF WATER DENSITY 1.025 ,

AS SHE ARRIVED TO PORT B , THE SHIPS DRAFT STAYED THE SAME 7.0 mtrs.
DESPITE THE DENSITY IS ALREADY CHANGED FROM 1.000 TO 1.025 ,

THAT MEANS A CHANGE OCCURRED ON THE SHIPS DISPLACEMENT (MASS)

YOU WILL FIND THE SHIP DISPLACEMENT BECAME 21,000 TONS AS EXAMPLE.

THE RELATION BETWEEN DENSITY & DISPLACEMENT (MASS) IS DIRECT

PROPORTIONS ,AS A RESULT THE DISPLACEMENT INCREASED WHEN DENSITY
INCREASED ( 1.000 TO 1.025)

EFFECT OF DENSITY ON
DISPLACEMENT
SHIPS VOLUME AT PORT A

SHIPS VOLUME AT PORT B

THE SHIP DISPLACES THE SAME VOLUME OF WATER IN BOTH PORTS A &
B
WHERE THE VOLUME =

OLD

MASS

-------------------------

OLD

DENSITY

NEW MASS

----------------------

NEW DENSITY

B- SHIP SHAPED
VESSELS
EFFECT OF DENSITY ON SHIPS VOLUME &
DISPLACEMENT

EFFECT OF DENSITY ON VOLUME &

DISPLACEMENT
INORDER TO UNDER STAND THE EFFECT WE SHOULD
VERY WELL UNDERSTAND THE PLYMSOL MARK ( DRAFT
MEASURES)

FREE BOARD
(RESERVE BOUYANCY )

Tropical

230mm

Tropical F
FWA

Fresh
Summer

300mm
540mm
54

Winter
WNA

EFFECT OF DENSITY ON VOLUME &

DISPLACEMENT

FWA ( FRESH WATER ALLOWANCE )

DEFINED AS THE NUMBER OF MM THAT INCREASES OR DECREASES IN

SHIPS MEAN DRAFT WHEN THE SHIP SAILS FROM SALT WATER TO FRESH
WATER & VISE VERSA

FWA = DISPLACEMENT
4 * TPC

T P C ( TONS PER CENTIMETRE)

DEFINED AS THE NUMBER OF TONS LOADED OR DISCHARGED INORDER
TO CHANGE SHIPS DRAFT 1 CM IN SALT WATER

EFFECT OF DENSITY ON VOLUME &

DISPLACEMENT
DWA (DOCK WATER ALLOWANCE)
DEFINED AS THE NUMBER OF MM THAT INCREASES OR DECREASES IN
SHIPS MEAN DRAFT WHEN THE SHIP SAILS FROM SALT WATER TO DOCK
WATER & VISE VERSA.

DW A =

FWA

(1.025 - DWD)
---------------------25

Example : FWA 200mm (0.2mtrs) , DW DENSITY = 1.015

SO DWA = 0.2 * ( 10 )

25

= 0.08 mtrs ( 80 mm )

EFFECT OF DENSITY ON VOLUME &

DISPLACEMENT

IF THE SHIP SAILS FROM PORT A WHOSE WATER DENSITY IS 1.000 TO

PORT B WHOSE WATER DENSITY IS 1.025 ( THE DENSITY INCREASED) , SO
ACCORDING TO THE RELATION BETWEEN DENSITY & VOLUME.

DENSITY

1 / VOLUME ( INV. PROPORTION ) WHICH MEANS THAT

WHEN

DENSITY DECREASES

THE VOLUME INCREASES

WHEN

DENSITY INCREASES

THE VOLUME

DECREASES

THE SHIPS DRAFT WILL DECREASES , THE VALUE OF DRAFT DECREASING

EQUALS THE FWA.

Eg. SHIP SHAPE V/L SAILED FROM PORT A WITH DENSITY 1.000 TO PORT B
WITH DENSITY 1.025 FWA 200MM .OLD DRAFT 7.0mtrs so the new draft
will decrease to 7.0 mt FWA 200MM ( 20CM, 0.2mt )
7

0.2

6.8 mt ( NEW DRAFT )

EXAMPLE

EFFECT OF DENSITY ON VOLUME &

DISPLACEMENT

SHIP SHAPE V/L SAILED FROM PORT A WITH DENSITY 1.025 TO PORT B
WITH DENSITY 1.015 FWA 200MM .OLD DRAFT 7.0mtrs , DWA
200MM ,

SO THE NEW DRAFT WILL INCREASE ACCORDING TO THE INV.

RELATION BY THE VALUE OF THE DWA ( FROM SALT WATER DENSITY TO
DOCK WATER DENSITY ) ,
OLD DRAFT
7.0

+
+

DWA
200mm( 0.2mtrs)

NEW DRAFT

7.2mtrs

STATIC STABILITY
CHAPTER 6

STATIC STABILITY
HEELING ,
IS THE ANGLE CREATED BY THE SHIP WHEN HEELED TO ONE SIDE DUE TO
EXTERNAL FORCES (WIND,WAVES)
LIST,
IS THE ANGLE CREATED BY THE SHIP WHEN HEELED TO ONE SIDE DUE TO
INTERNAL FORCES , LIST PORTSIDE OR LIST STRB SIDE.
( BALLAST,CARGO)
TRIM,
IS THE DIFFRENCE BETWEEN THE FORWARD DRAFT & THE AFT DRAFT.
TRIM COULD BE BY FORE ( FORWARD DRAFT LARGER THAN AFT DRAFT)
10 M FORE - 8.0 M AFT = 2.0 M BY FORE ( TRIM )
TRIM COULD BE BY AFT ( AFT DRAFT LARGER THAN FORE DRAFT)

10 M FORE - 15 M AFT = 5.0 M BY AFT ( TRIM )

STATIC

STABILITY

M
G

B
K

B
K

KM =

STATIC STABILITY
KG

+ GM

KM =

KB

+ BM

KG

KB

+ BG

KG

KM

- GM

GM = KM

- KG

KB = DRAFT , KG = DEPTH
CENTRE OF BOUYANCY
ALWAYS MOVES TO THE HEELED SIDE TO BE CENTERED IN THE
UNDER WATER VOLUME

KG

STATIC

STABILITY

DEFINED AS THE HEIGHT BETWEEN THE KEEL & CENTRE OF

GRAVITY
KM DEFINED AS THE HEIGHT BETWEEN THE KEEL & METACENTRE .THE
HEIGHT
OF METACENTRE
GM DEFINED AS THE HEIGHT BETWEEN CENTRE OF GRAVITY &
METACENTRE .
CALLED ( METACENTRIC HEIGHT)
GM COULD BE +VE ( G BELOW M ) STABLE SHIP
M -VE ( G ABOVE M ) GUNSTABLE

GM COULD BE
SHIP
W
G
L
M

+ VEGM

-VE GM

STATIC STABILITY
METACENTRE POINT
DEFINED AS THE POINT THAT EXISTS WHEN THE SHIP HEELS OR LISTS
TO A SIDE , THIS POINT OCCURS WHEN THE LINE OF BOUYANCY THAT
ACTS UPWARD INTERSECT WITH THE CENTRE LINE.

M
G

W
B

L
B

K
W

STATIC STABILITY
EQUILIBRIUM
STABLE SHIP
STABLE SHIP MEANS THAT THE SHIP HAS A +VE GM . AND WHEN HEELS OR
LISTS A RIGHTING LEVER APPEARS , THE LEVER HAS A MOMENT TO
RIGHTEN THE SHIP & BRINGS HER BACK TO THE UPRIGHT CONDITION . THE
STATICAL RIGHTING MOMENT IS THE SUM OF THE RIGHTING LEVER & THE
SHIPS DISPLACEMENT.

STATICAL RIGHTING MOMENT = RIGHTING LEVER *

DISPLACEMENT
RM ( TON METER)
=
GZ (mtrs)
( tons )

THE RIGHTENING LEVER IS REPRESENTED BY GZ.

THE GZ THAT APPEARS , STARTS FROM THE G POINT TO THE LINE OF
BOUANCY MAKING A RIGHT ANGLE.

STATIC STABILITY
STABLE SHIP

STABLE SHIP
B

B
G
W

B
M

M
G
B
k
w

G
B

Z
B

K
W

STATICAL RIGHTENING MOMENT = GZ * DISPLACEMENT

A COUPLING IS SET TO BRING THE SHIP BACK TO UP RIGHT CONDOTION

STATIC STABILITY
UNSTABLE SHIP

UNSTABLE SHIP

MEANS THAT THE SHIP HAS A -VE GM ,THERFORE A CAPSIZING LEVER

WILL APPEARS ,WITH THE SHIPS DISPLACEMENT A CAPSIZING MOMENT
OCCURES; WHICH HEELS THE SHIP EVEN MORE TO THE HEELED OR THE
LISTED SIDE.
STATICAL CAPSIZING MOMENT =
DISPLACEMENT

- RM

- GZ

- GZ

STATIC STABILITY
UNSTABLE SHIP
UNSTABLE SHIPB
B

G
M

Z G

B
K
W

B B
K
W

STATICAL CAPSIZING MOMENT = - GZ * DISPLACEMENT

A COUPLING IS SET & INCREASES THE SHIPS HEEL OR LIST

NEUTRAL SHIP

STATIC STABILITY
NEUTRAL SHIP

DEFINED AS A SHIP HAS HER G POINT COINSIDE

WITH THE

M POINT

AS A RESULT NO LEVER APPEARS THERFORE NO MOMENT OCCURS ,&

NO COUPLING ARISES .THE SHIP STAYES HEELED . UNABLE TO BE UPRIGHT.

G M

G
W

THE

K
W

B B
K
W

STATIC STABILITY
TENDER & STIFF SHIPS

TENDER SHIP

A SHIP SAID TO BE TENDER WHEN SHE

HAS A
SMALL GM ,

M
G

WHEN SHE HEELS

GZ SMALL
CONSEQUNTLY
STATICAL RIGHTENING MOMENT IS ALSO SMALL.
THERFORE
PERIOD OF ROLLING IS LONG
EXAMPLE : PASSENGER SHIPS , CARGO SHIPS

STATIC STABILITY
TENDER & STIFF SHIPS
STIFF SHIP
A SHIP SAID TO BE STIFF WHEN SHE

HAS A
LARGE GM ,

WHEN SHE HEELS

GZ LARGE
CONSEQUNTLY
STATICAL RIGHTENING MOMENT IS ALSO LARGE.
THERFORE
PERIODE OF ROLLING IS SHORT
EXAMPLE : WAR SHIPS

STATIC STABILITY
ANGLE OF LOLL
ANGLE OF LOLL
THE ANGLE THAT APPEARS WHEN THE SHIP HEELS TO A SIDE WHILE THE
SHIP HAS A VE GM . A CAPSIZING MOMENT CREATED INCREASES THE
HEELING ,

BY THAT TIME THE CENTRE OF BOUYANCY B STARTS TO MOVE TO

THE HEELED SIDE UNTILL B REACHES A POINT JUST BELOW THE
LINE OF GRAVITY. THE ANGLE WHERE THAT HAPPENS IS CALLED
ANGLE OF LOLL .

WE NOTICE THAT THE SHIP AT THE ANGLE OF LOLL , HAS NO GZ, NO GM,
NO MOMENT AT ALL.AS A RESULT THE SHIP STAYES ON THIS CONDITION (
HEELED)

STATIC STABILITY
ANGLE OF LOLL
IF THE SHIP HEELED MORE CAUSE OF ANY REASON (WIND),
THE CENTRE OF BOUYANCY B MOVES FAR FURTHER AWAY IN
THE HEELED SIDE, AS A RESULT B IS NO MORE ACTING
BELOW THE SAME LINE OF GRAVITY, AND

A RIGHTNING MOMENT CREATED TO BRING BACK THE SHIP

NOT TO THE UPRIGHT CONDITION BUT TO THE ANGLE OF LOLL
AGAIN. THE SHIP KEEPPS ROLLING AROUND THE ANGLE OF
LOLL ,TILL THE PROBLEM IS SOLVED.

STATIC STABILITY
ANGLE OF LOLL

LOLL

WIND

WIND

Z G

M G

M
CAPSIZING
MOMENT

B
B

K
Fig.1

B
W

Fig.2

M
G Z

WIND

B
RIGHTENING MOMENT

Fig.

STATIC STABILITY
CORRECTING ANGLE OF
LOLL
INORDER TO CORRECT < OF LOLL

WE MUST LOWER THE

G BELOW M , PUTTING INTO CONSIDERATION THE SEQUENCE.

1.

FILLING THE FULL BALLAST TANKS ( TO REMOVE FREE SURFACE)

2.

LOWERING DOWN ANY UPPER LOADS ( CRANES , TOPSIDES TODOUBLE

BOTTOM TANKS)

3.

FILLING THE D.B TANKS IN THE HEELED SIDE

4.

THEN FILL THE D.B TANKS IN THE OTHER SIDE TO THE HEELED SIDE &
THAT SHOULD BE GRADUALLY.

WHY THE HEELED SIDE FIREST ?

AS FILLING THE TANKS IN THE HEELED SIDE THE G WILL MOVE UP SLOWLY
&INCREASING LOLL ANGLE ;DUE TO FREE SURFACS ,BUT EVENTUALLY
AFTER A WHILE THE G STARTS TO MOVE DOWN ,ANGLE OF LOLL STARTS
TO BE REDUCED GRADUALLY ,UNTILL IT DISAPPEARS . G RETURNS
BELOW M TO THE + VE CONDITION CREATING A RIGHTENING MOMENT,
MAKES THE SHIP BACK TO THE UPRIGHT CONDITION.

STATIC STABILITY
CORRECTING ANGLE OF
LOLL
IF WE STARTS FILLING D.B TANKS IN THE HIGH SIDE , THE

TANKS GETS FILLED GRADUALLY ,AND OFCOARSE FREE

SURFACE WILL MAKES THE G MOVES MORE UP ,INCREASING
THE HEEL;& ANGLE OF LOLL ; EVENTUALLY THE FREE
SURFACE EFFECT STARTS TO DISAPPEAR & THE SHIP STARTS
TO BE ADJUSTED & RETURNS TO THE UPRIGHT CONDITION
CAUSE THE G STARTS TO MOVE DOWN ,ANGLE OF LOLL
DECREASES GRADUALLY , & THEN DISAPPEARS , & G TURNS
TO BE BELOW THE M (+VE GM),A RIGHTENING MOMENT IS
CREATED BUT VERY STRONG ONE.

UNFORTUNATLY ,THE GZ CREATED IS VERY LARGE , THE

RETURN WILL BE VERY SEVERE ,STIFF AND IN A MATTER OF
SECONDS; & LEADS TO A VERY DANGEROUS SITUATION TO
THE SHIP.

FINAL KG
CHAPTER

FINAL KG
ANY SHIP DURING LOADING / DISCHARGING CARGO; THE CENTRE OF GRAVITY G STARTS TO MOVE EITHER TOWARD OR AWAY
FROM THE CENTRE OF GRAVITY g OF THE WEIGHTS LOADED / DISCHARGED .

As WE SEE(fig.1) G MOVED TO G RELATED TO g of the weight

As WE SEE(fig.2) G MOVED TO G RELATED TO g of the weight

G
G

G
G
g
K

Fig. 1

Fig.2

FINAL KG
ACCORDING TO THE ILLUSTRATION , WE DISCOVER THAT
THE G OF THE SHIP KEEPS MOVING UP AND DOWN WITH THE
g OF THE WEIGHTS LOADED /DISCHARGED ,UNTILL IT IS SET
IN A FINAL POSITION AFTER FINISHING THE
LOADING/DISCHARGING PROCESS.

SO ,WE HAVE AN INITIAL KG , ENDS UP BY FINAL KG .

THE FINAL KG LEADS TO THE FINAL GM.

FINAL
- FINAL
KGKG
FINAL GM
GM= =KMKM
- FINAL

FINAL KG
INORDER TO GET THE FINAL KG , EVERY WEIGHT HAS ITS Kg , THE G MOVES BY THE EFFECT OF THE MOMENT OCCURRED FROM THE Kg & w ,TILL G STOPS AT A FINAL POSITION ( KG )

w/tons

FINAL KG = TOTAL MOMENT

Kg/m

MOMENT/ ton m

100

10

1000

200

5.0

1000

Total w

Total M

300

2000

2000

TOTAL W

FINAL KG

300

6.6m

IF THE SHIPS KM = 8 m

so the final G.M = KM - FINAL KG

6.6

final GM

1.4m

FINAL KG
GGIS THE MOVE OF

100 T

G TO G DURING LOAD/DISCH

LEADING TO THE FINAL KG, & FINAL GM

M
G

200 T

Final GM

INITIAL GM

10m (kg)

G
FINAL KG

5m (kg)

Initial KG

GZ CURVES
CHAPTER

GZ CURVES
GZ IS THE LEVER THAT OCCURES WHEN THE SHIP HEELS ,THE GZ LEVER IS RESPONSIBLE FOR RETURNING THE
SHIP BACK TO THE UP RIGHT CONDITION.
THE LENGTH OF GZ LEVER DEPENDS ON TWO PARAMETERS ,
GM & ANGLE OF HEEL.

GZ = GM * SIN
M

heel

G Z
G

B
K

GZ CURVES
GM
AS THE

INCREASES , GZ INCREASE TILL REACHES THE MAX THEN DROP DOWN AGAIN TO REACH THE VANISHING ANGLE.

THE RED LINE CALLED ARCHI . LINE ,FROM THIS LINE WE GET THE INITIAL GM OF THE SHIP. FROM 57.3 EXTEND UP A LINE TO CUT THE ARCHI
.LINE AT A POINT. FROM THIS POINT WE EXTEND A HORIZONTAL LINE TO READ THE GM, ON THE GZ SCALE .THE ARCHI LINE DRAWN AS A
TANGENT FROM 0 AND SLOPE OF THE CURVE AS SHOWN BELOW.

3.9m

40
Max
GZ

Max GZ

3
GZ

ARCHI LINE

2
GM 1.1 m

Vanishing angle
91

10

20

30

40

50

60

57.3

70

80

90

GZ CURVES
STABLE SHIP
MAX

GZ

INITIAL GM

4.0 m AT 39.0

1.3 m AT 57.3

RANGE OF STABILITY = 090

VANISHING ANGLE

= 90

GZ

STABLE SHIP +VE GZ

4
3
2

GM

1.3

GM

1
0
10

20

30

40

50 57,3 60

70

80

90

GZ CURVES
STATICAL MOMENT
IF THE SHIP DISPLACEMENT = 5000T THE MOMENT AT 25 WOULD BE

3.0

GZ

5000

= MOMENT

15000 Tm

( at 25 )

GZ

GM

10

20 25 30

40

50

57,3 60

70

80

90

GZ CURVES
UNSTABLE SHIP
GZ

RANGE OF STABILITY 17 --- 83

MAX GZ 3.8m at 43

4.0

LOLL 17

VANISHING 83

MAX GZ AT 43

UNSTABLE SHIP VE GZ CURVE

3
GZ
2

< LOLL

1
0
-1

10
20
LOLL
17

30

40

50

43

60

70

80
83

-2
RANGE OF UNSTABILITY 0 --17

90

GZ CURVES
UNSTABLE SHIP
GZ

UNSTABLE SHIP -VE GZ

4_

RANGE OF UNSTABILITY 0--- 22

RANGE OF STABILITY 22 -- 92
INITIAL GM - 3 m

3_

2_

LOLL
22

1_

0
-1

10

20

-2
-3

GM 3m

57.3
|

30

40

50

60

70

80

90

100

FREE SURFACE
CHAPTER 7

FREE SURFACE
FREE SURFACE
IS DEFINED AS THE SURFACE THAT CAN MOVE FREELY FROM ONE SIDE TO ANOTHER FREELY ,
EXAMPLE A TANK FULL OF BALLAST .

THE FREE SURFACE HAS A NEGATIVE EFFECT OVER THE SHIPS STABLE CONDITION,
MORE CLEARLY THE FREE SURFACE LEADS TO LOSS IN THE G M , WHICH MEANS THAT IT COULD
REDUCES THE GM TO THE EXTENT OF CONVERTING THE +VE GM
TO -VE GM ( STABLE SHIP TO UNSTABLE SHIP ),SPECIALLY IF THE SHIP STARTED HER VOYAGE
WITH A SMALL INITIAL G.M , AS A RESULT THE SHIP CAN EASILY CAPSIZE & SINKS.

FREE SURFACE
THE FREE SURFACE REDUCES THE SHIP RIGHTENING MOMENT BY REDUCING THE
GZ LEVER, THE LEVER WHICH USED TO BRING THE SHIP BACK TO THE UPRIGHT
CONDITION .
, THE FREE SURFACE MAKES AN EXTRA CAPSIZING MOMENT OVER THE SHIP,
AS A RESULT OF THE EXTRA WEIGHT ADDED FROM THE LIQUID IN THE FULL
TANK IN THE HEELED SIDE.
g moved to g1

ALSO // G MOVED TO G

AS LIQUIDE HEELED
GZ < GZ

NEW MOMENY< OLD MOMENT

NEW G1M < OLD GM GG1 = LOSSG1

IN GM

Z1
Z
B

FREE SURFACE
CONSEQUENTLY IT IS OBVIOUS THAT THE EFFECT OF THE FREE SURFACE
ON THE SHIPS STABILITY IS SIMMILLAR AS SHIFTING A LOAD VERTICALLY
UP.

THE RIGHTENING MOMENT IS AFFECTED FROM THE FREE SURFACE ,AS THE
G MOVES HORIZONTALLY TO G & PARALLEL TO g g1 , THAT MEANS THE
GZ WILL BE REDUCED TO GZ AND CONSEQUENTLY THE RIGHTENING
MOMENT WILL ALSO BE REDUCED .
RM = GZ * W
IN PRESENCE OF FREE SURFACE ,THE EFFECT

RM =

GZ *W

AS THE G ALSO MOVES UP VERTICALLY TO G1 , GM REDUCED BY THE

VALUE OF THE MOVE OF G TO G1 & THAT IS CALLED THE LOSS IN GM
(LOSS IN STABILITY) , THE NEW IS G1M

FREE SURFACE
SUMMARY
1.

FREE SURFACE COMES FROM FULL TANKS

2.

FREE SURFACE LEADS TO LOSS IN SHIPS STABILITY

(LOSS IN GM)

3.

FREE SURFACE REDUCES THE SHIPS RIGHTENING MOMENT

4.

FREE SURFACE REDUCES THE GZ

5.

FREE SURFACE EFFECT ON SHIPS STABILITY IS EQUIVILANT TO THE

EFFECT OF SHIFTING A LOAD VERTICALLY UPWARD .

6.

FREE SURFACE MAKES THE LIQUID IN TANK TO LEAN TO THE HEELED

SIDE , & ADDS AN EXTRA HEELING MOMENT(CAPSIZING) ,I.E REDUCES
THE RIGHTENING MOMENT WHICH MAKES THE SHIP TO HEEL WITH A
LARGER

TRANSVERSE
STABILITY
LIST
CHAPTER

TRANSVERSE STABILITY
LIST
LIST

IS THE ANGLE THAT OCCURES WHEN THE SHIP LEAN TO

EITHER SIDE
PORT OR STRB AS ARESULT OF THE EFFECT OF AN INTERNAL FORCE
SUCH AS BALLAST TANKS , CARGO DISTRIBUTION / SHIFTING .

DURING LOADING /DISCHARGING A SHIP, THE WEIGHTS

ADDED/REMOVED FROM THE SHIPS SIDES LEADS TO LIST HER TO
EITHER SIDE.
THE LIST THAT OCCURES DEPENDS ON THE MOMENT THAT EXISTS
FROM THE SUM OF WEIGHTS ADDED /REMOVED & THERE DISTANCE
FROM THE CENTRE LINE.

LIST MOMENT = W * d ( distance from centre line)

TRANSVERSE STABILITY
LIST

The IDEA IS EQUIVILANT FROM THE point of VIEW OF A SIMPLE BALANCE .

2OO
100

3OO

3OO

1OO

5O
Fig .1

AS THE Fig . 1 SHOWS, EVERY WEIGHT IS FAR FROM THE CENTRE BY d ,

INORDER TO KNOW WHICH SIDE IS HEAVIER AND LEADS THE BALANCE TO
LEAN ,WE SHOULD GET THE TOTAL MOMENT PORT & TOTAL MOMENT STRB
,
MOMENT = W * D

TRANSVERSE STABILITY
LIST
The SHIP LIST IS VERY SIMILLAR TO THE LAST EXAMPLE
CONCEPT.
PORT
STB

100

d
200

150
d

d
d

d
150

50

300

50

300

200

100

SO ,EACH WEIGHT IN THE SHIP IS FAR FROM THE CENTRE LINE BY DISTANCE
d
The SHIP WILL LEAN TO ONE SIDE ACCORDING TO THE MOMENT OF EACH
SIDE.
MOMENT = W * D

TRANSVERSE STABILITY
LIST
A

DEEPER VIEW TOWARD THE EFFECT OVER THE SHIPS STBILITY GM

THE G MOVES TO THE WEIGHT g

FINALLY THE SHIPS G

GETS OUT OF THE CENTRE

LINE TO THE SIDE WHICH

HAS THE BIGGER MOMENT;

AS A RESULT THE SHIP LEANS

G
B

TO THAT SIDE, & STOPS WHEN THE B

COMES JUST UNDER THE G ,AND ACTS

ON THE SAME LINE OF WORK.

G
B

SO THE SHIPS G , SETTELED AT G ,

TAN = GG

GM

IS THE LISTING ANGLE

TRANSVERSE STABILITY
LIST
w

D ( gg)
Distance from
centre line

50

10

500

200

20

4000

150

10

1500

300

1500

100

500

100

10

1000

200

1000

150

10

1500

50

250

300

10

3000

1600

Moment
port

6750

Moment
Strb

8000

TRANSVERSE STABILITY
LIST
LISTING MOMENT = 1250 STRB
TOTAL WEIGHT

= 1600 TON

FINAL GG = TOTAL MOMENT

1250 = 0.781 mtrs.

TOTAL WEIGHT
IF THE FINAL GM = 5.5 mtrs

1600

M
8

TAN =

GG 0.781 = 8 strb
GM 5.50

5.5
G

G
0.781

LONGITUDINAL
STABILITY
TRIM
CHAPTER

LONGITUDINAL STABILITY
TRIM
TRIM IS THE DIFFERENCE BETWEEN THE AFT DRAFT & THE FORE DRAFT. TRIM COULD BE BY
AFT OR BY FORE.
IF THE FOR & AFT DRAFT WERE EQUAL & HAD NO DIFFERENCE ,THEN THE SHIP SAID TO BE ON
AN EVEN KEEL.

L2

LBP

LBP IS THE LENGTH BETWEEN PERPENDICULAR

L1 DISTANCE FROM AFT B. TO MID SHIP ,CF
L2 DISTANCE FROM FORE B. TO MID SHIP,CF

L1

MIDSHIP

LONGITUDINAL STABILITY
TRIM
IF ANY LOADS ADDED OR REMOVED FROM THE SHIP
,THERE WILL BE AN EFFECT ON THE SHIPS DRAFTS &
CONSEQUENTLY ON THE TRIM.
THE LOADS WILL CHANGE
L THE DRAFTS AFT & FORE BY
THE SAME VALUE,THAT ONLY HAPPENS IF THE CENTRE OF
LBP NOT ,THE CHANGE WILL
FLOATATION IS AMIDSHIP,IF
L2 CHANGE IN TRIM OCCURRED.&
L1
DEPEND ON THE
L1 ,L2 &
L.

DRAFT
FORE

CF

DRAFT
AFT

LONGITUDINAL STABILITY
TRIM
WHEN A LOAD IS ADDED ,THE G WILL MOVE TOWARD
THE g of the weight,making THE SHIP TO LEAN FORWARD
.THE SHIP STOPS LEANING FORWARD ONCE B MOVES &
REACH JUST BELOW THE G , WHICH MEANS BOTH G &
B ACTS AGAIN ON THE SAME LINE OF WORK. THE FINAL
GG ( DISTANCE BETWEEN
GML G &G) COULD BE
CALCULATED FROM THE FINAL MOMENTS OF THE
WEIGHTS & TOTAL WEIGHTS.
W

G
B

G
B

LONGITUDINAL STABILITY
TRIM
CENTRE OF FLOATATION

IS THE CENTRE WHERE THE

LINES OF WATER INTERSECTS . THE SHIP TRIM LONGITUDINALY
AROUND THIS POINT. THE DRAFT AT THIS POINT IS CONSTANT.

LBP
L2

L1

NEW
DRAFT
FORE

CF

NEW
DRAFT
AFT

LONGITUDINAL STABILITY
TRIM
IF A LOAD IS ADDED AFT ,THE SHIPS DRAFT AFT WILL BE
INCREASED WHILE THE SHIPS DRAFT FORE DECREASES, AS
SHOWN IN THE fig. 1 BELOW. THE EFFECT OF THE WEIGHT OVER
THE SHIPS TRIM COMES FROM THE MOMENT IT MAKES.
TRIMMING MOMENT IS THE MOMENT TO CHANGE THE SHIPS
TRIM ,& IT IS THE SUM OF THE W & DISTANCE OF W FROM CF.
trimming moment = _wLBP
* d
L2

NEW
DRAFT
FORE

MEASURED IN TON METER

CF

Fig.1

L1

NEW
DRAFT
AFT

LONGITUDINAL STABILITY
TRIM
TRIMMING MOMENT = w * d

MEASURED IN TON METER

W

MCTC : IS THE MOMENT THAT CHANGE THE TRIM BY 1 CM .

CHANGE OF TRIM IS THE TOTAL CHANGE IN THE SHIPS TRIM
FROM THE RATIO
BETWEEN THE
LBP MCTC.
MOMENTS OCCURRED & THE
L2

L1
MEASURED IN CM = TRIMMING MOMENT

NEW
DRAFT
FORE

CF

Fig.1

MCTC
d

NEW
DRAFT
AFT

LONGITUDINAL STABILITY
TRIM
THE TOTAL CHANGE IN TRIM IN CM ,WILL BE DISTRIBUTED
BETWEEN THE DRAFTS FORE & AFT. IF THE CF OF THE SHIP IS
COINSIDE WITH THE MID SHIP POINT ,THE CHANGE IN TRIM WILL
BE DIVIDED EQUALLY ON BOTH DRAFTS.
EXAMPLE . CHANGE IN TRIM = 6 CM

CF MID SHIP

SO DRAFT AFT = +3 CM
DRAFT FORE = - 3 CM
LBP
L2

L1

CF
Fig.1

LONGITUDINAL STABILITY
TRIM
THE TOTAL CHANGE IN TRIM IN CM ,WILL BE DISTRIBUTED
BETWEEN THE DRAFTS FORE & AFT. IF THE CF OF THE SHIP IS
NOT IN THE MID ,THE CHANGE IN TRIM WILL BE DISTRIBUTED
BETWEEN THE DRAFTS BY THE FOLLOWING.
DRAFT FORE = L2 * CHANGE OF TRIM
TO FORE B )
L

L
B)

( L1 DIST FROM CF TO AFT

L2

L1

DRAFT AFT = L1_ * CHANGE OF TRIM

NEW
DRAFT
FORE

(L2 DIST FROM CF

CF

Fig.1

( L IS THE LBP )
W

NEW
DRAFT
AFT

LONGITUDINAL STABILITY
TRIM
THE ADDED /DISCHARGED WEIGHT ALSO HAS AN EFFECT OVER THE
SHIP , THE EFFECT APPEARS OVER THE SHIPS MEAN DRAFT
CALLED BODILY SINKAGE/RISE ,THIS CHANGE ADDED OR
REMOVED TO BOTH DRAFTS FORE & AFT.
IF A WEIGHT ADDED THE EFFECT CALLED BODILY SINKAGE =
L
IF A WEIGHT DISCH. L2
THE EFFECT CALLED L1
BODILY RISE
TPC

NEW
DRAFT
FORE

CF

Fig.1

_W _

NEW
DRAFT
AFT