STABILITY

BASIC COARSE

CHAPTER 3
A-DENSITY
B-RELATIVE DENSITY

A-DENSITY
DENSITY :
DEFINDED AS THE MASS PER UNIT VOLUME
MEASURED IN KG/M3 OR TON/M3 .
MASS IN KG OR TONS
DENSITY
=
---------------------------------kg/m3 or T/m3
VOLUME IN M3
VOLUME = L * B * D
(LENGTH * BREADTH * DEPTH )

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

SO

( L * B * DRAFT )
SHIPS MASS
DENSITY OF SHIP * DEPTH

= WATER DISPLACED MASS

= DENSITY OF WATER * DRAFT

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

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
MASS ( DIRECT PROPORTION ) WHICH MEANS
THAT
WHEN
DENSITY DECREASES THE MASS DECREASES
WHEN
DENSITY INCREASES
THE MASS INCREASES

EFFECT OF DENSITY ON SHIPS

VOLUME & DISPLACEMENT

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

PROPORTION

DENSITY 1 / VOLUME ( INV. PROPORTION ) WHICH

MEANS THAT
WHEN
WHEN

DENSITY DECREASES
DENSITY INCREASES

THE VOLUME 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
PORT A HAS WATER DENSITY 1.OOO
TO
PORT B HAS WATER DENSITY 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
=
SHIPS MASS AT
PORT B
WHERE THE MASS = 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
PORT A OF WATER DENSITY 1.OOO & DRAFT 7.0 mtrs
TO
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

PORT B

SHIPS VOLUME AT

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
54

Fresh
Summer

300mm
540mm

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 ) = 0.08 mtrs ( 80 mm )

25

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 )

EFFECT OF DENSITY ON VOLUME &

DISPLACEMENT

EXAMPLE
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 +
DWA
=
NEW DRAFT
7.0
+
200mm( 0.2mtrs)
=
7.2mtrs

STATIC STABILITY
CHAPTER 6

STATIC STABILITY

HEELING ,
IS THE ANGLE OCCURES WHEN IN THE SHIP WHEN HEELS TO ONE
SIDE DUE TO EXTERNAL FORCES (WIND,WAVES)
LIST,
IS THE ANGLE OCCURES IN THE SHIP WHEN HEELS 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

STATIC STABILITY

KM = KG + GM
KM = KB
+ BM
KG = KB
+ BG
KG = KM - GM
GM = KM
- KG
KB =
DRAFT , KG = DEPTHKB = DRAFT , KG =
DEPTH

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

STATIC

STABILITY

KG

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
GM COULD BE -VE ( G ABOVE M ) UNSTABLE SHIP
M
G
W

+ 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.
B

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 CONDOTION . THE STATICAL RIGHTENING MOMENT IS
THE SUM OF THE RIGHTENIG LEVER & THE SHIPS DISPLACEMENT.
STATICAL RIGHTENIG MOMENT = RIGHTENING 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
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
B
UNSTABLE SHIP
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

STATIC STABILITY
NEUTRAL SHIP
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

B
K
W

THE

B B
K
W

STATIC STABILITY
TENDER & STIFF SHIPS
TENDER SHIP
A SHIP SAID TO BE TENDER WHEN SHE
HAS A
SMALL GM ,
WHEN SHE HEELS
GZ SMALL
CONSEQUNTLY
STATICAL RIGHTENING MOMENT IS ALSO SMALL.
THERFORE
PERIOD OF ROLLING IS LONG
EXAMPLE : PASSENGER SHIPS , CARGO SHIPS

M
G

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
B

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.
2.
3.
4.

FILLING THE FULL BALLAST TANKS ( TO REMOVE FREE SURFACE)

LOWERING DOWN ANY UPPER LOADS ( CRANES , TOPSIDES
TODOUBLE BOTTOM TANKS)
FILLING THE D.B TANKS IN THE HEELED SIDE
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

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

Kg/m

MOMENT/ ton m

100

10

1000

200

5.0

1000

Total w

Total M

300

2000

FINAL KG = TOTAL MOMENT 2000 =

TOTAL W
300
IF THE SHIPS KM = 8 m
so the final G.M = KM - FINAL KG
8
6.6

FINAL KG

6.6m

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

G Z
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.

40
Max
GZ

Max GZ3.9m

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
90
INITIAL GM
GZ

= 4.0 m AT 39.0
= 1.3 m AT 57.3

RANGE OF STABILITY = 0
VANISHING ANGLE = 90

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
GZ
*
W
= MOMENT
3.0 * 5000 = 15000 Tm ( at 25 )
GZ
4
3
2
GM
1
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
MAX GZ AT 43

LOLL 17

VANISHING 83

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
-2
-3

|
-1

57.3

|
10

20

GM 3m

|
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 g1ALSO // G MOVED TO G
M
AS LIQUIDE HEELED
GZ < GZ
NEW MOMENY< OLD MOMENT
NEW G1M < OLD GM GG1 G1
= LOSS
Z1IN GM
G

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

B
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
TO THAT SIDE, & STOPS WHEN THE B
COMES JUST UNDER THE G ,AND ACTS
ON THE SAME LINE OF WORK.
SO THE SHIPS G , SETTELED AT G ,

TAN = GG
GM

IS THE LISTING ANGLE

G
B
K

G
B

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
1600ton

Moment
port

6750
FINAL GG

Moment
Strb

8000

1250 strb

TRANSVERSE STABILITY
LIST
LISTING MOMENT = 1250 STRB
TOTAL WEIGHT
= 1600 TON
FINAL GG = TOTAL MOMENT
0.781 mtrs.

TOTAL WEIGHT
IF THE FINAL GM = 5.5 mtrs M

1250 =
1600

TAN =

GG 0.781 = 85.5
strb
GM 5.50
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 THE DRAFTS AFT & FORE BY THE SAME
VALUE,THAT ONLY HAPPENS IF THE CENTRE OF FLOATATION IS
L
AMIDSHIP,IF NOT ,THE CHANGE
WILL DEPEND ON THE CHANGE IN
TRIM OCCURRED.& L1 ,L2 &
L.
LBP
L2
L1

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 G &G) COULD BE
CALCULATED FROM THE FINAL MOMENTS OF THE WEIGHTS &
TOTAL WEIGHTS.
GML

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 = _w * d
MEASURED IN TON METER
W
LBP

L2

L1

NEW
DRAFT
FORE

CF

Fig.1

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
MOMENTS OCCURRED & THE MCTC.
MEASURED IN CM = TRIMMING MOMENT
LBP
MCTC
L2
L1

NEW
DRAFT
FORE

CF

Fig.1

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
(L2 DIST FROM CF TO
FORE B )
L
( L1 DIST FROM CF TO AFT
B)
L
DRAFT AFT = L1_ * CHANGE OF TRIM
( L IS THE LBP )
L2
L1
L

NEW
DRAFT
FORE

CF

Fig.1

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 = _W _
IF A WEIGHT DISCH. THE EFFECT CALLED BODILY RISE
TPC
L
L2

L1

NEW
DRAFT
FORE

CF

Fig.1

NEW
DRAFT
AFT