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*Q. What is GT & NT, DEADWEIGHT?
Gross tonnage (GT):
The gross tonnage of a vessel consists of its total measured cubic contents expressed in units of 100 cu.ft. Or
2,83 cu.m.
G.T is a common measurement of the total internal volume of a ship (holds, tanks, stores, E/R, bridge &
accommodation & any close areas.
One ton=2,83 m3
Gross tonnage (GT, G.T. or g.t) is a nonlinear measure of a ship's overall internal volume. Gross tonnage is
different from gross register tonnage. Neither gross tonnage nor gross register tonnage should be confused
with measures of mass or weight such as deadweight tonnage or displacement.
Net tonnage (NT):
The carrying capacity of vessel as ascertained according to government regulations and arrived at by
measuring the cubic contents of the space intended for revenue earning.
NT=GT – deductions for space occupied by crew accommodation, E/R, BRIDGE & TANKS.
It represents space available for cargo & passengers
Calculation
Both GT and NT are obtained by measuring ship's volume and then applying a mathematical formula. Gross
tonnage is based on "the moulded volume of all enclosed spaces of the ship" whereas net tonnage is based
on "the moulded volume of all cargo spaces of the ship". In addition, a ship's net tonnage is constrained to
be no less than 30% of her gross tonnage.
The gross tonnage calculation is defined in Regulation 3 of Annex 1 of The International Convention on
Tonnage Measurement of Ships, 1969. It is based on two variables, and is ultimately an increasing one-to-
one function of ship volume:
●V, the ship's total volume in cubic meters (m3), and
●K, a multiplier based on the ship volume.
The value of the multiplier K varies in accordance with a ship's total volume (in cubic metres) and is applied
as an amplification factor in determining the gross tonnage value. For smaller ships, K is smaller, for larger
ships, K is larger. K is calculated with a formula which uses the common or base-10 logarithm:
K= 0.2 +0.02 X log10 (v)
Once V and K are known, gross tonnage is calculated using the formula, whereby GT is a function of V:
GT =V X K
which by substitution is:
GT =V X 0.2 +0.02 X log10 (v)
12 or fewer passengers
The Net tonnage calculation is defined in Regulation 4 of Annex 1 of The International Convention on
Tonnage Measurement of Ships, 1969. It is based on two main variables:
●Vc, the total volume of the ship's cargo spaces in cubic meters (m³),
●d, the ship's moulded draft amidships in meters, and
●D, the ship's moulded depth amidships in metres
The first step in calculating NT is to find the value known as K2, a multiplier based on Vc. It is obtained by
using the following formula:
K= 0.2 +0.02 X log10 (vC)
And then these three values are used to calculate NT using this formula:
NT= K2 X VC X (4d/3D)2
Where the factor (4d/3D)2 will not exceed 1, the term K2 X VC X (4d/3D)2 will not be less than 0.25 GT, and the
final value of NT shall not be taken as less than 0.30 GT.
13 or more passengers
When calculating NT for ships certified to carry 13 or more passengers, an additional term is used in the NT
formula. It is based on three additional variables:
GT, the ship's gross tonnage,
●N1, number of passengers in cabins with not more than 8 berths, and
●N2, number of other passengers,
First, a multiplier K3, based on the ship's gross tonnage is found,
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K3 = [1.25 X (GT 10000)] /10000
Then the net tonnage is calculated:
NT= K2 X VC X (4d/3D)2 + K2 X (N1 + N2 / 10)
Where the factor (4d/3D)2 shall not be taken as greater than unity, the term K2 X VC X (4d/3D)2 will not be
less than 0.25 GT, and the final value of NT shall not be taken as less than 0.30 GT.
The difference between the cases of 12 of fewer passengers and 13 or more passengers is due to a
restriction given in the net tonnage definition that states "...when N1 + N2 is less than 13, N1 and N2 shall be
taken as zero."
Deadweight tonnage: the vessel’s lifting capacity. That a vessel will lift when loaded in saltwater to her
summer freeboard marks
*Q. WHAT IS GRT?
It represents the total internal volume of a vessel, where one register Ton is equal to a volume of 100 cubic
feet; a volume that is filled with fresh water would weight around 2088 kg or 2.8 tonnes.
*Q.WHY GT IS CALLED AS TONNAGE WHEN IT INVOLVES VOLUME?
Tonnage measurement are governed by one IMO convention (International Convention on Tonnage
Measurement of Ships, 1969)
Tonnage is a measure of the cargo carrying capacity of a ships. It specially refers to a calculation of the
volume or cargo volume of a ship.
As GT is also the measure of internal volume of ship, so, it is called as tonnage.
Tonnage should not be confused with Ton/displacement, which refers to the actual weight of vessel.
*Q. WHAT IS THE DIFFERENCE BETWEEN GT AND GRT?
GRT was replaced by GT in 1982 under tonnage measurement convention 1969.
Generally, GT is higher than GRT. The difference is that GRT excludes certain spaces from the volume
calculation and GT does not.
GT= GRT x {0.0616+0.0071 x log10 (GRT)}
GT is calculated based on the moulded volume of all enclosed spaces of the ship.
Whereas, the GRT is the measure of the volume of only certain enclosed spaces.
*DWT/Displacement refers the actual weigh in Ton, But GT/NT GRT are the measurement of volume not
weight.
*Q. EXPLAIN DWT?
This is the difference between the displacement of ship in salt water at summer load water line and the light
weight of the ship. How much weight a ship can carry is the DWT for that ship.
DWT is the sum of the weight of cargo, fuel, fresh water, ballast water, provisions, crew and stores when she
is fully loaded, so as her Plimsol line is at water level
DWT= Load Displacement-Light ship
*Light displacement is the displacement of a ship without cargo, fuel, lubricating oil, ballast water, fresh
water, stores, crew and their effects.
*Displacement= Deadweight +light weight; it is the total volume of water displaced by the weight of ship.
Δ = L X B X D X Cb x Density {density= Mass/Volume}
Q. WHAT IS TPC, MCTC, TMD?
TPC
The amount of weight which will sink the vessel 1 cm deeper in water.
TPC= (A x d)/ 100
Here ‘A’ is the area of water plane at a certain draft
‘d’ is the density of water at which the ship is floating.
So, TPC at any draft is the amount of weight I tonnes which should be loaded or discharged to change the
vessel mean draft by 1 cm in salt water.
TPCSW= Δ/ (4 x FWA) TPCDW= (RDDW/RDSW) x TPCSW
MCTC
Moment to change Trim by 01 centimeter- is the moment required to change the total trim of the vessel by
1 cm.
MCTC= (W x GML) / (100 x L)
Here, W= vessel Δ in tonnes

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GML= the longitudinal metacentric height in meters
L= vessel length in meters
GML= KB + BML – KG
KB= ½ Draft
BML=I/V
I = BL3/12 {I= Second moment of the free surface about the centre line (m4)}
TMD
True mean draft; in ship mid draft marking are the midship of the ship and normally, this is the average of
FWD + AFT draft, when CF is in the midship.
But if CF is FWD or AFT of midship then we have to calculate TMD correction to find actual mean draft.
TMD correction = {(Distance between CF ~ Midship) x Trim}/ LBP (m)
TMD = AMD +/- TMD Correction
{if trim and CF are in same side i.e. FWD / AFT of midship then TMD correction to be added. If Trim By the
astern and CF FWD of midship or vice-versa then TMD correction to be subtracted.
Q. EXPLAIN BROKEN STOWAGE, STOWAGE FACTOR AND LOAD DENSITY?
Broken stowage
It is the space between packages which remains unfilled. It is expressed as a percentage of the volume of the
cargo and not the space stored in. This factor varies with hold. It is greatest when the packages are larger
size and irregular shape. BS should always be added to SF to get the realistic space that the cargo will occupy
Stowage factor
It is the volume occupied by a unit weight of cargo usually expressed in m3/ mt.
Load density
It is the max. weight that can be safely loaded on a unit area. It is expressed in t/ m2
The height to which cargo can be loaded on the deck will depend on the load density of the deck and SF of
the cargo.
Q. WHAT IS SIMPLIFIED STABILITY INFORMATION?
Simplified stability information is the method or process by which we can quickly assess the stability
calculation with quick reference. There are three methods
1.Max. DWT moment table/ diagram
2.Max. permissible GM table / diagram
3.Max. permissible KG table / diagram.
Q. DESCRIVE WATERTIGHT AND WEATHER TIGHT DOORS?
Watertight
It means capable of preventing the passes of water through the structure in either direction with a proper
margin of resistance under the pressure due to the Max. head of water which it might have to sustain.
Over freeboard watertight doors.
Weathertight
It means in any sea conditions water will not penetrate into the ship. Below freeboard weathertight doors.
Q. DESCRIBE TENDER SHIP, STIFF SHIP, ROLLING PERIOD, RIGHTING MOMENT AND RADIOUS OF GYRATION?
Tender ship
●A tender ship is one with very small GM caused by KG being too large;
●This occurs if too much weights are placed high up within the ship
●The ship will have less stability, righting moment as compared to the stiff ship.
●This cause the ship to be sluggish and slow return to the upright.
Rolling characteristics
●Because of small righting moments the ship will only offer limited resistance to being rolled, causing the
ship to be rolled to larger angles of heel.
●Since the tender ship has small GM their rolling period will be long.
Stiff ship
●A stiff ship is one with a very large GM caused by the KG being too small.
●This occurs if too much weight is placed low down within the ship.
●The ship will be excessively stable, righting moment will be so large as to cause the ship to return to the
upright very quickly when heeled.

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Rolling characteristics
●Since the stiff ships have large GM rolling period will be short
●The ship will offer greater resistance to being rolled and will be rolled to lesser angles of heel.
Rolling period
Generally, a ship’s natural rolling period is greater than the wave period. The natural rolling period for the
vessel is given by- T=2‫ﬨ‬k/√ (GM x g)
Here, T= period of roll in seconds
g= acceleration due to gravity (9.81 m/s2)
K= Radius of Gyration
GM= metacentric height
It can be seen from the above formula that if GM large rolling period small and if GM small rolling period
large.
Comfortable rolling period -10 to 12 seconds.
Radius of gyration
Radius of gyration of a body about an axis of rotation is defined as the radial distance to a point which would
have a moment of inertia the same as the body's actual distribution of mass, if the total mass of the body
were concentrated.
Righting moment (RM)
A moment that tends to restore a vessel to its previous attitude after any small rotational displacement is
righting moment. A vessel’s righting moment results from the interaction of two forces:
1.Her buoyancy, which is considered to act through her centre of buoyancy (CB) and
2.Her weight, which is considered to act through her centre of gravity.
Righting lever (GZ)
The separation between the lines of force of 1) Buoyancy 2) weight is known as the righting lever.
Q. DESCRIBE SHEAR FROCE AND BENDING MOMENT
Shear Force:
●It occurs when forces either side of a location are in opposite directions
●On ship the shear stress occur at bulkheads separating the various compartments particularly where one
compartment has excess weight and adjacent compartment has excess buoyancy.
Bending moments:
●It occurs when a force act at a distance from a location, so creating a tendency to bend the objects
●On the ship the bending moments occurs in two ways-
1.Hogging
2.Sagging
Q. DEFINE SHIP STABILITY?
A ship stability can be divided into two parts-
1. Intact stability: This field of study deals with the stability of a surface ship when the intactness of its hull is
maintained, and no compartment or watertight tank is damaged of freely flooded by sea water.
2. Damaged stability: The study of damaged stability of a surface ship includes the identification of
compartments or tanks that are subjected to damage and flooded by sea water.
*Q. IMO INTACT STABILITY CRITERIA, DIAGRAM-EXPLAIN? MAX. GZ OCCURS AFTER 30 DEGREE BUT UP TO
WHICH ANGLE?
General cargo ships (minimum intact stability requirements)
1.The area under GZ curve should not be less than:
2.0.055m-r up to an angle of 30°.
3.0.09m-r up to an angle of 40 degrees or angle of flooding (angle at which the lower edges of any openings
in the hull, superstructures or deck houses, being openings, which cannot be closed water tight are
immersed) whichever is lower.
4.0.03m-r between the angle of 30 degrees and 40 degrees or angle of flooding whichever is lower.
5.The righting lever shall be at least 0.2m at an angle of heel equal to or greater than 30 degrees.
6.The maximum righting lever shall occur at an angle of heel of not less than 30 degrees.
7.The initial transverse metacentric height (GM) shall not be less than 0.15m.

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Curve of Statical Stability

This is a curve that shows the following:
1. Angle of maximum stability
2. Maximum GZ
3. The righting lever at any angle
4. Angle of vanishing stability
5. The range of stability
6. Angle where deck-edge immersion begins
7. The amount of dynamic stability a vessel has
8. The point of contra flexure (where deck edge will immerse or shape
changes from concave to convex)
9. The angle of inclination
10. The initial GM
11. The radians for that vessel
Stability - This is an act of keeping the vessel stable.
Transverse or Statical Stability - The vessels ability to return to the upright position.
Reserve Buoyancy - This is the volume of air trapped in a watertight space above the waterline.
Center of Floatation - This is the center of the water-plane area of a vessel at any draught.
Deadweight - This is the cargo, stores water, fuel that you've taken aboard
Light Displacement - the total weight of the vessel, machinery etc that stays on the vessel and cannot be
moved, (stores, fuel water etc not included).
Lightship - the total weight of the vessel, machinery etc that stays on the vessel and cannot be moved,
(stores, fuel water etc not included).
A righting moment or a moment of Statical stability – The total weight x the righting lever (GZ).
A moment - A moment = weight x distance.
Loaded weight regarding the centre of gravity - When a weight is loaded onto a vessel the center of gravity
moves towards it.
Discharged weight regarding the centre of gravity - When a weight is discharged from a vessel the center of
gravity goes back to where it was before the weight came on board (Opposite direction from where the
weight was placed at on the vessel).
Shifted weight regarding the center of gravity - When a weight is shifted on a vessel the center of gravity
moves from where the weight was to the weights new position.
Dynamic stability - The amount of work taken to bring a vessel back to its upright position.
Range of positive stability - This is on a curve of Statical stability, where the curve starts on the angle of
inclination to where the curve stops at the point of vanishing stability.
Angle of vanishing stability - This is on the curve of Statical stability and where the curve comes down and
has no (GZ) (+ or -) then this is where stability vanishes.

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Initial GM - This is on the curve of Statical stability, on the angle of inclination at 57.3 degrees there is a
radian line, and a tangent line which starts from 0 degrees and leaves the first arc of the curve of Statical
stability and where the tangent line and the radian line at 57.3 degrees meet then this is the initial GM.
Angle of Maximum stability - This is on the curve of statical stability, on the curve itself at the top of the
curve down to the angle of inclination and this is the angle of maximum stability.
Maximum GZ (on curve of static stability) - This is on the curve of statical stability, at the top of the curve
look at the distance on the scale (meters) and this is the maximum GZ.
Importance of adequate freeboard - With freeboard raised then this will give:
●A greater range of stability
●A greater range of vanishing stability
●A greater maximum GZ.
●The maximum GZ occurs at a greater angle
●Greater dynamic stability
Angle of flooding: angle at which the lower edges of any openings in the hull, superstructures or deck
houses, being openings, which cannot be closed weather tight are immersed) whichever is lower.
Angle of deck edge immersion: it is an angle at which the deck edge immersed
in water; it is also known as point of contra fluxture.
Stable Equilibrium: This is when a vessel has a positive righting lever (G below M)
Neutral Equilibrium: This is when the vessel has no righting lever (G & M together) (Danger of Capsize)
Unstable Equilibrium: This is when the vessel has a negative righting lever (G above M) (Capsizing lever)
Stiff Vessel: This is a vessel with a very large righting lever (G near the Keel)
Tender Vessel: This is a vessel with a vessel small righting lever (G very near M)
Q. DAMAGE STABILITY CRITERIA?
●In no case shall the margin line be submerged in the final stage of flooding
●Residual GM at least 50 mm (0.05 m)
●Final heel not exceeding 70 for one compartment flooding or 120 for two or more compartment flooding
●Positive residual GZ curve within a range of at least 150
●Area under residual GZ curve at least 0.015 m-rad up to either 220 for one compartment flooding or 270 for
two or more compartment flooding whichever is least
● Residual GZ at least 0.10 m or (heeling moment/displacement +0.04m) whichever is greater.
Q. WHAT IS METACENTRIC HEIGHT (GM)?
The vertical distance between “G” and “M” is referred as the metacentric height.
Q. CAUSE OF NEGETIVE GM?
1.Un-even distribution of cargo
2.Effect of shifting of dry bulk cargo
3.Free surface effect
4.Free surface effect for two liquids
5.emoval of low weight (i.e. deballasting)
6.Addition of high weight (i.e. ice accretion)
7.Eccessive loading of deck cargo
8.Consumption of fuel oil in long voyage
9.Damage compartment.
*Q. KG 4.4, KM 4.45, BM 2.2-WHAT IS MY ACTION AS MASTER (AGAIN KG 4.55)
Calculate GM
MG (-) GM (+) 1st case 2nd case
G M KM=4.45 4.45
M G KG=4.40 4.55
B B GM=0.05 -0.10
K K
In 1ST case GM positive but very small and 2nd case GM negative.

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IMO criteria,
See above
Increase GM.
1.Check stability
2.Check sounding off all tanks
3.Reduce any free surface effect as follows:
●Ballast and press up slack DB tanks. Ballast low side first
●Deballast slack tanks to empty
4.Deballast high tanks to shift G downwards
5.Shift ballast/fuel from high tank to lower tanks
6.Jettison cargoes from on deck if necessary and practicable
7.Calculate stability. Ensure vessel has sufficient GM.
*Q. HOW TO CORRECT GM, FSE? EXPLAIN?
Free surface effect
When a tank is partially filled, the liquid’s centre of gravity position will change as the ship is inclined. Liquid
in partially filled tank always decreases the initial metacentric height GM, righting lever GZ, and angle of
vanishing stability.
A partially filled tank is known as a “slack tank”. The reduction of stability caused by the liquids in slack tanks
is known as free-surface effect. This adverse effect on the stability is referred to as a “loss in GM” or as a
“virtual rise in vertical centre of gravity KG” and is calculated as follows:
Loss in GM due to free surface effects (in metres) = Free surface moment (tones metres) x Specific gravity of
liquid in tank/Displacement of vessel in tonnes
The free-surface effect can endanger the ship or even lead to a negative metacentric height. Therefore, the
number of partially filled tanks should be kept to a minimum. When ballasting the vessel, only one transverse
pair or a single centreline ballast tank should be filled up. At sea, as far as possible, ballast tanks shall be
100% full or empty. When ballasted, wide double bottom tanks must be always 100% full.
FSC↑=FSM/W
OR
FSE=(LB3Xdx1)/12xWxn2
Free Surface Effect of Ships:
When any tank or a compartment is partially filled, the motion of the liquid (due to the ship’s rolling and
pitching motions) would reduce the stability of the ship, Because, when the ship is inclined, the liquid in the
tank shifts to the lower side of the tank, as shown in the following figure.

Figure: Free surface effect.

In the above figure, the ship tank extends from the bottom to the tank top (shown in red), and is only
partially filled. When the ship is in upright position, the free surface of liquid in the tank is shown as AA1.
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When the ship inclines to a certain angle of heel (say ‘theta’ Ɵ) the free surface of the liquid now changes to
TT1. Also, the center of buoyancy shifts from ‘B’ to ‘B1’.
What happens as a result of this? Do note that when the liquid in the tank is transferred to the lower side,
the volume of the liquid within the wedge between points ‘A’ and ‘T’ has now shifted to the lower side
between the points A1 and T1. So basically, the center of gravity of that volume of liquid has shifted from ‘g’
to ‘g1’.
As a result of the weight shift within the ship, the center of gravity of the ship now shifts from ‘G’ to ‘G 1’. The
effect of this shift of liquid is such that the resultant weight of the entire system acts through a virtual point
which is much higher than the actual center of gravity of the ship. This virtual center of gravity ‘G V’ is
obtained by extending a vertical line from the new center of gravity ‘G1’ to the centreline of the ship. So, the
resultant KG increases, therefore reducing the metacentric height of the ship.
The new metacentric height with free surface effect is now ‘GVM’, and the new righting lever is ‘GVZV’, both
of which are significantly less than the original values (without free surface effect). It is this reduction in the
metacentric height, or rise in the CG of the ship due to free surface effect, that reduces the stability of the
ship or may even render it unstable.
This reduction in metacentric height due to free surface effect can be calculated by the following expression:

In the above expression,

?L = Density of the liquid in the tank.
?S = Density of seawater.
IL = Area moment of the free surface about the tank’s longitudinal centre line.
∇S = Mass displacement of the ship in sea water.
There are some very important conclusions that can be drawn from the above expression, and these are
used to develop design methods to combat free surface effect on ships. They can be enlisted as:
●The effect of free surface is independent of the position of the tank. That is, a tank may be at any height
within the ship, or at any longitudinal position, and the development of any free surface in it would affect the
ship in the same way irrespective of its location.
●Reduction of metacentric height due to free surface effect is more for denser liquids.
●The shape of the tank plays a major role in the evaluation of free surface effect. That is because, reduction
in the stability of the ship is directly proportional to the area moment of the free surface about the tank’s
longitudinal centreline. What does this imply? The lesser transverse surface area of the free surface, lesser
its area moment of inertia about the tank’s longitudinal centreline, lesser the reduction in GM due to free
surface effect.
In order to attain this, a design priority during the design of tanks is to reduce the longitudinal moment of
the free surface by providing longitudinal bulkheads in tanks having large surface area, as shown in the figure
below.

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Figure: Longitudinal division of a tank to reduce free surface effect.

In the first case, a tank with breadth same as the beam of the ship (b) would have produced significantly
high reduction in GM due to a free surface. If the same tank is compartmentalised into three equal parts by
providing two longitudinal bulkheads, the free surface would reduce by a factor of cube of the breadth of the
tank (b). If you study the tank plan of any ship, you would notice that large fuel and fresh water tanks are
divided into Port, Center, and Starboard compartments for this reason.
Free Surface Effect for Two Liquids:
There are cases where one tank contains two immiscible liquids. In fuel compensation tanks, the volume of
fuel oil used is replaced by sea water. In gasoline tanks, seawater is introduced into the tank in order to
prevent leaving any spaces for inflammable vapours. Gasoline being lighter than sea water, always forms the
top layer, and is extracted from the top of the tank.

Figure: Free surface effect in twin-fluid tanks.

If these tanks are always full- the interface of the two liquids act as a free surface. So, when the ship inclines,
the interface will remain parallel to the waterline. In order for this to happen, the certain volume of the
heavier liquid needs to shift to the lower side of the ship, replacing certain volume that was occupied by the
lighter liquid. The replaced volume of the lighter liquid in turn, shifts to the upper side. The resultant effect is
a shift of CG due to the motion of fluids, which creates a free surface effect.
Metacentric height
The vertical distance between G and M is referred to as the metacentric height. The relative positions of
vertical centre of gravity G and the initial metacentre M are extremely important with regard to their effect
on the ship’s stability. The ship is in stable equilibrium if G is below M, in neutral equilibrium if VCG and M
are coincident and in unstable equilibrium if VCG is above M. If the metacentric height of a ship is small, the
righting arms that develop will be small. Such a ship is “tender” and will roll slowly. However, if the
metacentric height (GM) of a ship is large, the righting arms that develop, at small angles of heel, will be
large. Such a ship is “stiff” and will resist roll.
It is advisable to avoid excessive values of metacentric height, since these might lead to acceleration forces
which could be dangerous to the ship, its equipment and cargo. The metacentric height can become
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negative if the centre of gravity is too high. Even with negative metacentric height, ships with certain forms
can still find a position of stable equilibrium at an angle of heel called angle of loll. The angle of loll should be
corrected only by lowering the gravity center. The moving masses transversally can endanger the ship.
Centre of gravity
The point at which the total weight of all the items which make up a vessel total weight may be considered
as concentrated.
Concept of Heel, List, and Loll:
We have used all the three terms a number of times in this and the previous articles of this series. While all
the three terms would mean that a ship is inclined to a certain angle, they do not mean the same. As in, they
are terms used to understand the cause behind the inclined condition of the ship.
List: A ship is said to be in a condition of list when the upsetting moments are caused by internal shift of
weight that can be caused due to the following actions:
●Shift of cargo within the ship.
●Free surface effects.
●Crowding of passengers on one side of the ship.
●Asymmetrical icing on the superstructure.

Figure: A ship listing due to internal weight shift

A list is a "permanent" inclination of a ship, caused by one of the following conditions:

1. Off-Center Weight (99% of the time)
2. Negative GM (1% of the time)
3. Combination of Off-Center Weight and -GM
Tan ꝋ=Listing Moment / (GM x Δ) (here ꝋ=list)
Heel: A vessel is said to be heeling when the upsetting moments are caused by external agents, for example:
●Beam winds.
●Heel due to a high-speed turn.
●Heel due to a missile shot in transverse direction (in warships).

Figure: Ship heeling to port while executing a sharp turn to starboard.

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Loll: The condition of loll is completely different from the above two. A ship is said to have an angle of loll
when it is investigated that the ship has a negative initial stability, or a negative initial metacentric height, as
shown in the curve below.
A negative initial GM may occur due to the following reasons:
●Free surface effects.
●Flooded compartments.
●Top heaviness – or excessive loading on upper decks.
●Accumulation of green waters on the weather deck due to clogged scuppers.

Figure: Condition of Loll due to negative initial GM.

The analogies discussed above leave us with two very important inferences:
A ship with a heel or a list is not necessarily unstable, as heel or list does not imply that a ship has a negative
value of GM. However, the case of instability cannot be ruled out unless the GM values are checked. But a
ship with a loll is definitely an unstable ship because it has a negative GM in upright condition.
LIST CAUSED BY OFF-CENTER WEIGHT
Whenever the center of gravity of a ship is moved off centreline, the ship will create an inclining moment. If
no external forces are present, the ship will assume a list. This was discussed in section 4.02 where the
cosine correction was applied to the static stability curve.

Righting arms are significantly reduced when the center of gravity is off-centreline. This reduction results in
the ship having a negative righting arm (upsetting arm) at “0” inclination. Where the corrected curve crosses
the horizontal axis, positive righting arms are achieved. This is the angle of list; the ship will roll about this
point.
Possible Causes
1. Unequal distribution of weight on either side of center line due to loading.
2. Shift of weight transversely.
3. Addition or removal of weight unsymmetrically about center line.
How to Recognize
1. Vessel assumes a permanent list to one side only.
2. Vessel has an average roll period about this permanent list.
3. If known weight is in excess on one side.
4. If a positive GM is known to exist.
Corrective Measures
1. Determine Cause of list first.
2. Shift weight transversely to higher side
3. Add weight to high side or remove weight from low side.

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NEVER attempt to correct list by the above methods unless you are certain that GM is positive
LIST CAUSED BY NEGATIVE GM
When a ship's center of gravity moves vertically upwards and slightly above the Metacentre, the ship will
develop a list (or possibly capsize.) The vessel may also "flop" over, developing the same list to the other
side.

Possible Causes
1. Removal of low weight
2. Addition of high weight (ice, volcanic ash)
3. Moving weight upward
4. Free Surface Effect
5. Free Communication Effect
How to Recognize
1. Vessel will not remain upright and will assume a list to either port or starboard.
2. Vessel "flops" to port or starboard.
3. Vessel will have a very long, slow roll period about the angle of list.
4. A small GM is known to exist plus any of the above.
Corrective Measures
1. Eliminate Free Surface and Free Communication Effects.
2. Add low weight symmetrically about centreline.
3. Remove high weight symmetrically.
4. Shift weight down symmetrically.
LIST CAUSED BY OFF-CENTER WEIGHT AND NEGATIVE GM

The vessel's stability is reduced by both an increase in the height of the center of gravity and movement
from centreline. A negative GM condition exists, represented by the "uncorrected" curve. An off-center
weight, represented by the cosine curve, is added and a larger list develops.
Possible Causes
1. A combination of the previous causes of list.
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How to Recognize
1. Vessel will assume a permanent list either port or starboard (vessel will not flop).
2. Very slow roll period about this permanent list.
3. The known off-center weight isn’t proportional to the ship’s list.
Corrective Measures
1. Correct Negative GM first.
a. Eliminate Free Surface and Free Communication Effects.
b. Shift weight down, add weight low, or jettison weight high.
2. Correct for Gravity Off Centreline
a. Add weight to higher side
b. Remove weight from lower side
c. Shift weight to higher side
ALWAYS correct Negative GM prior to shifting weights transversely
Angle of loll
The angle at which a ship with a negative initial metacentric height will lie at rest in still water. In a seaway,
such a ship will oscillate between the angle of loll on SB and the one on PS. Depending upon external forces
such as wind and waves a ship may suddenly flop over from PS to SB and then back again to PS. Such abrupt
oscillation, different from a continuous roll, is characteristic for negative metacentric heights.
An angle of loll can be corrected only by lowering the centre of gravity, not by moving loads transversely.
This can be done by moving weight downwards, adding water ballast in double bottom tanks or removing
weight above the ship vertical centre of gravity.
Where empty ballast tanks are available these will afford the simplest means of lowering the ship’s centre of
gravity. The correct procedure is to add ballast on the low side of the ship. The first effect will be to increase
the angle of heel and to cause a loss of stability due to the free surface of the water, but this effect is soon
cancelled and the angle of heel will rapidly decrease.
Danger to a vessel with an angle of Loll
●Residual dynamical stability is much reduced.
●Range of stability reduced compared to that when vessel upright
●Max. GZ reduced compared to when the vessel has positive GM and is upright
● Vessel may be prone to roll to large angle of heel with inherent dangers of flooding, cargo shift and/or
personal injury
●Danger of vessel gathering moment as it rolls through the vertical to loll on the other side. This may be
enough to capsize the vessel.
The corrective actions for angle of loll and list
An angle of loll situation can arise in a ship for a number of reasons:
1.Ships carrying timber deck cargoes
(Deck cargoes will absorb moisture that will cause G to rise. An allowance of 15% of the weight of timber
carried on deck should be made when conducting calculations and determining GZ values for the condition in
question.)
2.Consumption of fuel and water and introduction of free surfaces
(Fuel and water will be consumed from low down in the ship raising G due to the removal of weight from low
down in the ship and the introduction of free surfaces in tanks that may have been initially full. Even ballast
tanks that are initially full may become slack as a voyage progresses due to the constant rolling and pitching
of the ship at sea causing water to escape from tank air pipes on deck. Tanks may require to be topped up
occasionally, particularly when stability is considered marginal at any stage during the voyage. Poor cargo and
ballast tank management resulting in excessive free surface moments is the most common cause of loll
situations excepting damage scenarios.)
3.Heavy lift operations using ship’s lifting gear
An instantaneous loss of GM will take place immediately that a weight is lifted either off the deck or from a
position over the side. Such large increases in KG must be considered prior to any heavy lift operations and
calculations should be conducted prior to any such operation to ensure that:
●The ship has adequate stability at all stages during the lift, and;
●Maximum list is restricted to an acceptable limit.

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4.Shift of bulk cargo
The vertical component of a shift of solid bulk cargo may be sufficient to reduce GM sufficiently to cause a loll
situation, particularly if accompanied by one of the above. The larger horizontal component will also create
listing moments compounding the situation further.
The following procedures should be carefully observed taken:
1.Alter course to put the ship’s head into the predominant waves.
(If the ship is in a lolled situation it is essential that the ship stays lolled to the same side. Wave action may
cause the ship to roll through the vertical to loll on the other side. This is a dangerous situation since the ship
will heel from the vertical of its own accord and the momentum it will have in lolling over to the other side
may be sufficient to capsize it. In any event, the ship will initially heel beyond the angle of loll before settling
at the angle of loll whereby cargo shift may result, which will worsen the situation further.)
2.Check that port and starboard listing moments are the same.
(By verifying tank soundings and checking for cargo shift it should be possible to account for any listing
moments that may cause the ship to be in a listed situation. If it is calculated that there are no net listing
moments then a case of instability may be assumed and the ship will be lying at an angle of loll. Recalculation
of the ship’s effective KG should also be undertaken to verify the ship’s GM.)
3.Check for slack tanks
(In carrying out (2) above it should also be evident if there are excessive free surface moments causing a loss
of GM sufficient enough to make the ship unstable. In this case a loll situation may be confirmed.)
If a loll situation is confirmed:
4.Take action to lower G (reduce KG)
(It would be impractical to consider shifting weights on board using ship’s lifting equipment at sea. If the ship
has high ballast tanks that are full then these may be emptied, discharging ballast from the high side tank first
– the greater vertical distance between G of the ship and g of the weight being discharged will ensure that the
greatest lowering of G will take place in the first instance. Once the high side tank is empty the one on the low
side may then be emptied.)

Empty high up ballast tank on the high side first to ensure greatest lowering of G
5.Minimize Free surfaces
(Having sounded all the tanks any that are slack will be identified. Minimise the loss of GM due to free surface
effect by topping up low down ballast tanks and transferring fuel as necessary. This action alone may remedy
the situation.)
6.Ballast tanks low down in the ship
(Select a set of suitably subdivided double bottom tanks to ballast. ideally start with tanks that have the
smallest free surface areas to minimise the effects of free surface whilst filling. The order of filling is as follows
and must be strictly adhered to:
●Start by filling the tank on the low side (No. 1) as shown. Because of the introduction of more free surfaces
whilst filling the first tank the situation will initially worsen.
●When the first tank is completely full, fill the centre tank (No. 2).
●When the centre tank is full, fill the final tank (No. 3)
●If G is lowered sufficiently then the ship should complete in an upright condition (having initially verified that
the port and starboard moments were the same).

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The movement of G after completely filling each of the tanks is as depicted in figure below (ignoring the
upward movement of G which arises as a result of the introduced free surface at intermediate stages of filling
the tanks)

If the situation is not remedied then a second set of tanks must be chosen for filling, the process is repeated.
Note
Once a loll situation is confirmed only ever fill one tank at a time. Always start by filling the low side tank first.
The angle of loll may initially worsen because the introduced free surfaces when initially starting to fill the tank
may cause a greater rise of G than the fall of G caused by the added bottom weight. Hence the importance of
filling small tanks first.
Where a DB tank is sub-divided into three equal water tight compartment then:
●It is logical to fill centre tank first, Since the added weight will cause the G to move vertically downwards.
Neither it will cause the vessel to roll over to the high side since the added weight is not off-centre.
●Then fill the low side tank completely.
●Finally, fill the high side tank. By this time this tank is completely full the vessel will be in upright condition as
the vessel’s stability is improved by this time and GM being positive
Where there are four athwartship tank the order recommended is:
●Ballast the inner low side first
●Ballast the inner high side completely
●Ballast the outer low side completely
●Ballast the outer high side completely
If there is any doubt as to whether the ship is lolled or listed, always initially assume it is a lolled situation and
take appropriate action, monitoring the situation carefully.
When correcting a list, it is sufficient to shift a weight to the high side. This may be Achieved by shifting weights
on deck or by transferring ballast from a listed side tank to a high side tank. Alternatively, excess ballast from
the listed side (possibly low down in the ship) may be discharged or a low tank on the high side should be filled.
To treat a loll situation in the same way as for list would have disastrous consequences for reasons already
explained.
Prior considering any of the above if the vessel is at sea when the ship is rolled over than following shall be
carefully observed:
●Alter course to put the ship’s head into the predominant waves
●It is essential that the ship stays in lolled to the same side.
*HOW YOU WILL LOWER “G” OF A FULLY LOADED SHIP?
Using FW and ballast. I will segregate FW and Ballas from 01 to relevant multiple tanks, so “G” will go down,
Thus GM will increase.
Q. HOW TO DETERMINE GM? WHAT METHOD YOU WILL USE?
1.By taking moment of Δ (displacement) and cargo loading /discharging about keel.
Weight KG Vertical moment
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1. Loading --- -- ----
2. Discharging--- -- ---
Final Δ Resultant vertical moment
2.Now final KG= Final V. M/Final Δ
3.FSC↑= FSM/Δ or FSE = (LB3 x d x 1)/ (12 x Δ x n2)
4.By using stability booklet I will find KM against my Δ.
5.GMs=KH-KG
GMf = GMs – FSC (m)
Q. USE OF STABILITY BOOKLET? CONTENTS OF TRIM AND STABILITY BOOKLET?
USE
By using Δ from stability booklet I can find TPC (cm), MCTC (t-m), LCB (m), LCF (m), VCB (m), KMT (m).
CONTENTS
1.General particulars of the ship
2.Instruction regarding use of the booklet
3.General arrangement Plan
4.Capacity Plan
5.Hydrostatic curve
6.Sounding table
7.Information on loading restrictions
8.Load density
9.Capacity, VCG, LCG, of hold tanks and compartment
10.Stability curve (GZ curve, KN curve, Max. GM, Cross curve
11.Information on turning circle with stopping distance
12.Windage area, lever and moment
13.A brief description of the stability calculation
14.Information regarding damage stability for the ship
15.DWT scale data.
Q. IF YOUR SHIP HAVE NO TRIM AND STABILITY BOOKLET WHAT TO DO?
I will use International Code of Intact Stability and follow SOLAS chapter II/I
Q. DEADWEIGHT SCALE? HYDROSTATIV PARTICULARS?
Deadweight scale:
A diagram showing the load line mark and load line corresponding to the various freeboards, together with a
scale showing displacement, TPC, and DWT for arrange of drafts between light and load condition.
Particularly useful when loading cargo, e.g. comparing draft to estimate cargo to load.
Hydrostatic particulars
A diagram or table showing the hydrostatic particulars of ship such as Δ, TPC, MCTC, LCF, KM etc.
Particularly useful for a variety of stability calculations including transverse stability and longitudinal stability
e.g. for the calculation of GM, Trim and Drafts FWD and AFT.
*Q. PILMSOLL MARK DRAWING
“Load line is a special marking positioned amidships which depicts the draft of the vessel and the maximum
permitted limit in distinct types of waters to which the ship can be loaded.”
In 1930, when the first International Load Line Convention took place, after which, it was periodically
amended until the latest one that happened in 2003.
Purpose and Necessity of Load Lines
The fundamental purpose of a Load Line is to allot a maximum legal limit up to which a ship can be loaded by
cargo. By prescribing such limits, the risk of having the vessel sailing with inadequate freeboard and
buoyancy can be limited. A vessel should be having sufficient freeboard at all times, any exceptions made will
result in insufficient stability and excessive stress on the ship’s hull. This is where load lines play an important
role, as it makes the task of detecting whether the vessel is over-loaded and its freeboard tremendously easy
and effortless.
However, since the buoyancy and immersion of the vessel largely depend on the type of water and its
density, it is not practical to define a standard freeboard limit for the ship at all times. For this reason, the

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load line convention has put regulations which divides the world into different geographical zones each
having different prescribed load line.
For example, A vessel sailing in Winter on North Atlantic Ocean will have a greater freeboard than on a
voyage in Tropical Zones and Fresh waters.
Understanding Load Line Mark
Load Line is a special marking positioned amidships. All vessels of 24 meters and more are required to have
this Load line marking at the centre position of the length of summer load water line.
There are two types of Load line markings: -
1.Standard Load Line marking – This is applicable to all types of vessels.
2.Timber Load Line Markings – This is applicable to vessels carrying timber cargo.
These marks shall be punched on the surface of the hull, making it visible even if the ship side paint fades
out. The marks shall again be painted with white or yellow colour on a dark background / black on a light
background. The complete Load line markings consist of 3 vital parts.
1.Deck Line – It is a horizontal line measuring 300mm by 25mm. It passes through the upper surface of the
freeboard.
2.Load Line Disc – It is the 300mm diameter and 25mm thick round shaped disc. It is intersected by a
horizontal line. The upper edge of the horizontal line marks the ‘Summer salt water line’ also known as
‘Plimsol Line’.
3.Load Lines – Load lines are horizontal lines extending forward and aft from a vertical line placed at a
distance of 540mm from the centre of the disc. They measure 230mm by 23mm. The upper surfaces of the
load lines indicate the maximum depths to which the ships maybe submerged in different seasons and
circumstances.

S – Summer: - It is the basic freeboard line at the same level as the Plimsol Line. Other load lines are marked
based on this Summer freeboard line.
T – Tropical: - It is 1/48th of summer draft marked above the Summer load line.
W – Winter: - It is 1/48th of summer draft marked below the Summer load line.

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WNA – Winter North Atlantic: - It is marked 50mm below the Winter load line. It applies to voyages in North
Atlantic (above 36 degrees of latitude) during winter months. It is the additional precaution against ice
accretion.
F – Fresh Water: - It is the summer fresh water load line. The distance between S and F is the Fresh Water
Allowance (FWA).
TF – Tropical Fresh Water: - It is the fresh water load line in Tropical. It is marked above the T at an amount
equal to FWA.
Timber Load Line Markings
Ships engaged in the timber deck cargo trade are required to have a special set of Load lines known as the
Timber Load Lines. Such vessels shall comply with the Code of Safe Practices for Ships Carrying Timber Deck
Cargo in construction and other requirements obtaining greater reserve buoyancy and lesser summer
freeboard.

Timber cargo vessels will have a second set of Load Lines marked similar to the standard load lines
positioned 540mm abaft the centre load line disc.
The letter marking of the timber load line are different and are prefixed by ‘L’ meaning ‘Lumber’.
LS – Lumber Summer: - Its upper edge marks the summer salt water timber load line. It is situated at a
specified level above the Plimsol line.
LW – Lumber Winter: - It is 1/36th of the lumber summer draft below LS.
LT – Lumber Tropical: - It is 1/48th of the lumber summer draft above LS.
LWNA – Lumber Winter North Atlantic: - It is at the same level as WNA.
LF – Lumber Fresh water: - It is situated above the LS by an amount equal FWA.
LTF – Lumber Tropical Fresh Water: - It is positioned above LT by an amount equal to FWA.
International Load line Certification
Every ship that has been surveyed and marked in accordance with the present Load line convention are
issued by the authorized administration, an International Load Line Certificate. The certificate will have a
validity of not more than 5 years and will contain all vital information that includes the assigned freeboard
and fresh water allowance.
It is to be noted that, after completion of a load line survey and issuance of the certificate; no changes shall
be made to the super structure, markings, equipment or arrangements that has been covered under the
survey. If such changes need to be made, the authorized authority conducting the survey shall be contacted

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*Q. PURPOSE OF LOAD LINE ON SHIPS
The International load line is very essential to ensure safe and smooth sailing of cargo-loaded vessels in the
sea. Seafarers should be wary of the fact that the water level should not rise above the line markers due to
surcharging of cargo or any technological fault. It might prove to be severely unsafe to the ship as tactless
overloading of heavy shipment would sink the ship’s stability. Crossing the assigned limit of the Plimsoll mark
or the waterline is considered violation of an international shipping act and can even land the ship’s crew,
including the Captain, in deep trouble.
Q. DESCRIBE DECK LINE, MOULDED DEPTH AND MOULDED DRAFT
Deck Line
It is a horizontal line measuring 300 mm x 25 mm, marked amidships, with its upper edge passing through
the point where the continuation of the upper surface of the freeboard deck intersects the outer surface of
the shell plating. The freeboard deck is the uppermost complete deck having permanent means of closing all
openings in weather section (e.g. hatchways)
Moulded Depth
It is the vertical distance measured from top of the keel to the underside of the upper deck at side.
Moulded Draft
It is the vertical distance between the top of the keel to the designed summer load line, usually, measured in
the midship plane.
Moulded Breadth
It is the maximum breadth of the ship measured amidship to the moulded line of the frame in a ship with
metal shell and to the outer surface of the hull.
Beam
The beam of a ship is its width at the widest point as measured at the ship's nominal waterline. The beam is
a bearing projected at right-angles from the fore and aft line, outwards from the widest part of ship.
Freeboard
It is the distance from the waterline to the upper deck level, measured at the lowest point of sheer, where
water can enter the ship.
LOA
It is the extreme length from one end to another end
LBP
Length between perpendiculars is the length of a ship along the summer load line from the forward surface
of the stem, or main bow perpendicular member, to the after surface of the sternpost, or main stern
perpendicular member.

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*Q. HOGGING SAGGING?

Hogging
Hogging is the stress a ship's hull or keel experiences that causes the center or the keel to bend upward.
Longitudinal bending stress would occur if the ship were subjected to local loading at the fore end and after
ends, (e.g. ship with machinery aft and in light condition with ballasted fore peak tank) the hull would tend to
‘hog.’

This effect would be made worse if the wave crest were amidships with wave length similar to ship length as
shown.

Sagging
Sagging is the stress a ship's hull or keel is placed under when a wave is the same length as the ship and the
ship is in the trough of two waves.
If the load and the buoyancy distribution tended to distort the hull as shown (e.g. could be a ship with
machinery amidships in light condition), is termed as sagging. This is made worse when the wave crests are
at the ends of the ship, with a wavelength similar to ship length.

Longitudinal Stresses created by Hogging and Sagging can be very severe and can cause a ship to break up.
The stresses are resisted by all continuous longitudinal material especially those parts further from the
neutral axis. Double bottoms, i.e., centre girder, side girders, inner bottom and outer bottom longitudinals,
keel and bottom shell, tank top plating. The side shell at the top (the Sheer strake) and deck stringer plates.
As the decks, longitudinal girders and deck longitudinals also help resist the stresses, in tankers, longitudinal
bulkheads also give great strength. Special steels for high-stress areas are now used, especially in large ships.
Q. EFFECT OF HOG AND SAG ON SHIP?
In Hogging Fwd and Aft draft increase and midship draft decrease; in Sagging vice versa. This cause error in
cargo calculation. Also, stability calculation is faulty for this effect.

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*Q. WHAT IS FWA (FRESH WATER ALLOWANCE)?
Fresh Water Allowance (FWA) is the number of millimetres by which the mean draught changes when a ship
passes from salt water to fresh water, or vice-versa, when the ship is loaded to the Summer displacement.
The FWA is found by the formula:

TPCSW is the salt-water TPC value for the summer load draught.
Derivation of FWA:
Displacement of a ship may be calculated by = L x B x d x Cb x ρ
Consider the ship shown loaded to the Summer draught floating in:
(i) salt water;
(ii) fresh water.

The displacements will be different but the volumes of displacement will be the same. If a ship is floating at a
draught in FW, to find the equivalent SW displacement for the same draught:
DISPLSW = DISPLFW x 1.025
Therefore, for the ship shown:
DISPLFW x 1.025 = DISPLFW + (WPA x FWA x 1.000 t/m3)
Where, FWA is expressed in meters.
DISPLFW x 1.025 = DISPLFW + (WPA x FWA)
1.025 DISPLFW = DISPLFW + (WPA x FWA)
1.025 DISPLFW – DISPLFW = (WPA x FWA)
0.025 DISPLFW = (WPA x FWA) (i)
Consider now the formula for TPC, where the TPCSW is the weight required to sink the ship whilst at the
summer displacement by 1 cm:
TPCSW = WPA x 1.025/100
Rearranging this gives:
WPA = TPCSW/100 x 100 (ii)
Where, the WPA is that for the Summer load draught waterline.

Substituting equation (ii) into equation (i): To express FWA in mm then:

Rearranging gives:

Therefore:

Thus:

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Q. WHAT IS FWA AND DWA?

FWA
It is the number of millimetres by which the mean draft changes when a ship passes from salt water to fresh
water or vice-versa, whilst floating at the loaded draft
FWA= Δ (In tonnes)/ 4 x TPC (mm)
DWA
It is the number of millimetres by which the mean draft changes when a ship passes from salt water to dock
water or vice-versa when the ship is loaded to summer displacement.
DWA= {FWA x (SW density- DW density)}/25 (mm)
Both FWA and DWA is the cause of change of density of water. DW density can be found by using hydro-metre
in water taken from around ship as lower as possible at middle of depth.
Q. WHAT IS THE IMPORTANCE OF FRESH WATER ALLOWANCE (FWA) AND WHAT IS ITS RELEVANCE?
Freshwater density is 1.000
Seawater density is 1.025
water with density between fresh water and salt water = DOCK water
To maintain the reserve buoyancy vessels are only allowed to load up to the summer load line at sea water.
When the vessel moves from saltwater to fresh water due to the difference in density the vessel will sink so
that summer load line will submerge below water line.
This additional sinkage will be just enough to achieve more underwater volume so that vessel will get exact
buoyancy as the vessel floating in sea water.
This rise /change in draft is called as Fresh water allowance FWA.
RELEVANCE
FWA = W/(40TPC)
Summer draft + FWA = Freshwater draft.
If the vessel is loading in fresh water, she can load Up to fresh water draft.
When the Vessel travels from FW to SW, she will rise and her draft at salt water will be summer draft.
Q. WHAT IS BLOCK CO-EFFICIENT OF SHIP?
It is the ratio of the underwater volume of ship to the volume of a rectangular block having the same overall
length breadth and depth. It is expressed as Cb. It is changed due to draft change.
Cb= under water volume / (L x B x D). (no unit)
Q. EXPLAIN THE OBJECTIVES OF CONDUCTING INCLINING TEST AND PRECAUTION NEED TO BE TAKEN WHEN
CONDUCTING SUCH EXPERIMENT?
Objectives
Objectives of conducting inclining test are as follows:
1.To find light ship displacement
2.To find Light ship KG hence GM of light ship
3.To find the length of centre of gravity in light ship condition
The test conducted on new build ship (completely build) or after major alterations / modifications.
Precautions during carrying out the test
1.Vessel should be at her lightship condition
2.All equipment should be properly secured
3.Bilges, Dry spaces and Tanks regarded as empty should be absolutely empty
4.Total weight of liquid onboard must not exceed 20% of the lightship displacement
5.Experiment to be carried out close to slack water with little/light wind or no wind at all
6.Mooring to be leading as nearly fore and aft as possible and to be slack, vessel to be cleared of the berth
7.Person not involved in the experiment to leave the vessel and gangway to be taken off.
8.Vessel must be upright at the commencement of the experiment.
Q. WHAT IS COMFORTABLE ROLLING PERIOD OF SHIP?
Guide lines for reasonable “GM” state and comfortable rolling period-
●Cargo and Passenger Ship; 3% ~ 4% of the ship’s beam
●Tanker; 8% of the ships beam

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We know GM = {(4 x ‫ﬨ‬2 x k2)/ (g x T2)}
Here, k= Radius of Gyration; 30% of the ship’s beam
T= rolling period
So, comfortable rolling period is not so low or not so violent but in between duration 15s-25s, average 20s.
Q. METACENTER?
The point about which the body starts Oscillating is called Metacenter. When a ship heels, the centre of
buoyancy of the ship moves laterally to the point at which a vertical line through the heeled centre of
buoyancy crosses the line through the original vertical centre of buoyancy is the metacenter.

Q. WHAT IS THE MAXIMUM METACENTRIC HEIGHT?

A guide for the upper limit of the metacentric height (GM) is that the ship’s breadth divided by GM should be
13 or greater.
Q. HOW TO CALCULATE SWL?
Breaking Strength (BS) = (20 x D2)/ 500 {D= diameter of wire}
SWL= BS/6 ton
Q. STOWAGE FACTOR GIVEN, CALCULATE CARGO? (SF= 1.3, DENSITY=1.1)
We know, BS = SF – 1/density
=1.3 - 1/1.1
= 0.391 m3
P= {BS/SF x 100} % (here p= empty space)
=30.1%
So, cargo can load = (100-30.1) =69.9%
Q. What is the Curve of Statical Stability or GZ Curve?
The curve of statical stability, or GZ curve as it is most commonly referred to, is a graphical representation of
the ship’s transverse statical stability.
Transverse statical stability is the term used to describe the ability of a ship to return to the upright, when it
has been forcibly heeled by an external force and is momentarily at rest when floating in still water.
RIGHTING MOMENT (t-m) = GZ (m) x DISPLACEMENT (t)
At any angle of heel, it is the horizontal disposition of G and B that determines the GZ value.
As a ship progressively heels over the righting lever, GZ, increases to some maximum value and then decreases
until at some angle of heel it becomes negative i.e. it becomes a capsizing lever.
Calculating the value of GZ, at specified angles of heel for a ship’s particular condition of loading, will allow
a curve of statical stability, or GZ curve, to be produced.

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The greater the values of GZ, the greater will be the area under the curve.
Basic information available from the curve of statical stability
Consider the curve in the previous example. The following information can be extracted from it:
(a) The GZ value for any angle of heel.
This can be used to calculate the moment of statical stability for the ship at that particular angle of heel if the
formula: RIGHTING MOMENT (t-m) = GZ (m) x DISPLACEMENT (t)
is applied.
(b)The maximum GZ and the angle of heel at which it occurs.
(c) The range of positive stability and the angle of vanishing stability (AVS).
(d) The approximate angle of deck edge immersion (θDEI).

The ship heeled to the point where deck edge immersion takes place.
The angle at which this occurs is identified on the curve as the point where the curve trend changes from
increasing steepness to decreasing steepness. This is known as the point of inflexion of the curve.

From the curve:

●The maximum GZ value is 0.57 m and occurs at an approximate angle of heel of 390.
●The range of stability is from 0º to 64º (the angle of vanishing stability being 640).
●The angle at which deck edge immersion takes place is approximately 230
Q. CONSTRUCTION OF GZ CURVE?
GZ Cross Curves of Stability
To draw the curve of statical stability, we need GZ values for various angles of heel.
For this we use the GZ cross curves of stability.
These curves are provided for an assumed KG, tabulating GZ values for various displacements and angles of
list.
Called cross curves because the various curves actually ‘cross’ each other.
Since the curves are plotted for an assumed KG, if the actual KG differs from this a correction (GG1Sineθ)
needs to be applied.
This correction is positive if the actual KG is less than the assumed KG and vice-versa.

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After obtaining the GZ values at various angles, the curve of statical stability is prepared.
KN Cross Curves of Stability
Same as the GZ cross curves and also used to get the GZ values for making the curve of statical stability.
The only difference being that here the KG is assumed to be ZERO.
This solves the problem of a sometimes positive and sometimes negative correction, as now the correction is
always subtracted.
GZ = KN – KG Sine θ

Q. THE AMOUNT A VESSEL MAY SUBMERGE HER LOAD LINE?

First, we have to take the density of water by hydrometer, then
The amount of sinkage = {(1025 – Density shown in hydrometer)/25} x FWA
Or, DWA = {(1025- 1010)/25} X 150 [HERE DWA is sinkage, and let density found= 1010, FWA= 150]
= 90 mm
Q. FORMULA OF LOADING KEEPING AFT DRAFT CONSTANT?
d = [(L x MCTC)/ (l x TPC)] {L= LBP, l= distance of CF from AP}
Q. WHAT IS RESERVE BUOYACY?
The volume of a ship above the water plane that can be made watertight and thus increase the ship’s
buoyancy, is called the reserve buoyancy.
Q. DESCRIBE THE PROCEDURE OR ACTION ON A TANKER SHIP LOADED FULLY IN THE SEA OF HER “G” TO
BRING HIGHER.
If I have any draft restriction then my action to be so that my max. draft should not increase. Action I may
take with appropriate to my situation with the permission of master are as below-
●Discharge fresh water as much as possible
●Shift bunker as necessary
●Ballast tank could be emptied so as to reduce FSE. Before discharging comply BWM.
●If aft draft is higher than the fwd draft then draft can be adjusted by shifting FW, Bunker or Aft peak ballast
to Fwd tanks
●Any deck stores or weight on deck to be shifted to lower stores or if situation approve and MARPOL
complies unnecessary stores can be thrown overboard.
●If required cargo shifting can also be done to adjust FWD and AFT draft to make the vessel even keel. I will
fill up cargo record book in this case. In this case I will apply this formula: COT= [(w x d)/MCTC]
Q. WIND HEELING CRITERIA?
1.The angle of heel due to wind shall not be more than 65% 0f the angle of deck edge immerses in water. (ꝋ 1
not more than 0.65 ꝋde)
2.The dynamical heeling angle (ꝋdy) shall not be more than the angle of flooding (ꝋf)
3.As per graph A1= A2; If not then correction should be applied.
4.Normal condition assume wind 50 kts, in the critical condition assume wind 50% more-
Ꙥ0 becomes 1.5 Ꙥ0
Ꙥ0= [(windage area x wind force x wind lever)/ 1000] {Ꙥ; lambda}

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Q. GRAIN LOADING CRITERIA?

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 this Code
and, the heeling moments due to grain shift:
• The angle of heel due to the shift of grain shall not be greater than 12° or in the case of ships constructed
on or after 1 January 1994 the angle at which the deck edge is immersed, whichever is the lesser;
• 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 (01), whichever is the least, shall in all conditions of loading be not less than
0.075 meter-radians; and
• The initial metacentric height, after correction for the free surface effects of liquids in tanks, shall be not
less than 0.30 meter.
• 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 by this section.
• After loading, the master shall ensure that the ship is upright before proceeding to sea.

Here, Ꙥ0= [(assumed volumetric heeling moment due to transverse shift)/ (Stowage factor x Displacement)]
Ꙥ40=0.8 x Ꙥ0
Stowage factor = volume per unit weight of grain cargo
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Displacement = weight of ship, fuel, fresh water, stores etc and cargo.
The righting arm curve shall be delivered 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 120 and 400
Q. HOW MUCH TRIM REQUIRED FOR ENTERING DRY DOCK TO MINIMIZE THE VIRTUAL LOSS OF “GM”
SHOULD NOT BE MORE THAN INITIAL “GM”.
I will calculate Upthrust (P),
P= [(MCTC x Trim)/ d]
Here d= distance from CF to block/stern post
Trim= (Aft draft – Fwd draft) in cm.
Then GG1= [(P x KG)/ (W-P)] (m)
Or, MM1 = [(P x KM)/W] (m)
Initial GM = KM – KG
Final (effective) GM = GM – GG1
So, GM loss = Initial GM – Final GM
After this calculation I will maintain my GM (initial) such that after GM loss my GM should remain equal to
Final calculated GM (effective GM).
Q. EFFECT OF DENSITY ON DISPLACEMENT IN FRESH WATER AND SALT WATER?
Effect of change of density when the displacement is constant
When a ship moves from water of one density to water of another density, without there being a change in
her mass, the draft will change.
Mass = Volume x Density
The effect on box-shaped vessels
New Volume = Old density or New draft = Old density
Old Volume New density Old draft New density
sample 1:
A box-shaped vessel floats at mean draft of 2.1 metres, in dock water of density 1020 kg/m3. Find the mean
draft for that same mass displacement in salt water of density 1025 kg/m3.
answer: New draft = 2.09 metres (you can try the above formula)
sample 2:
A box-shaped vessel float upright on an even keel as shown in fresh water of density 1000 kg/m3 and the
Co.B is 0.50 m above the keel. Find the height of the Co.B above the keel when the vessel is floating in salt
water of density 1025 kg/m3.
Block Co-efficient of Box shaped vessel : KB = 0.5 draft
Answer:
In fresh water: KB=0.5m and since KB = 0.5draft, then draft = 1 m
In salt water : New draft = Old draft x (Old density / New density)
= 1 x 1000/1025
= 0.976 m
New KB = 0.5 new draft
= 0.488 ~0.49 m
The effect on box-shaped vessels
New displacement = Old Displacement
New volume x New density = Old volume x Old density
New volume = Old density
Old volume New density
FWA (Fresh Water Allowance) = number of millimeters by which the mean draft changes when a ship passes
from salt water to fresh water or vice versa, whilst floating at the loaded draft.
FWA (in mm) = Displacement (W in tonnes) / (4 x TPC)
Dock Water Allowance = FWA (1025 - density of Dock Water) /25
sample 3: A ship is loading in dock water of density 1010 kg/m3 FWA=150 mm. Find the change in draft on
entering salt water.
Answer:
Let x = the change in draft in mm, then:

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x / FWA = (1025 - 1010) / 25
x = 150 x (15/25)
x = 90 mm
Draft will decrease by 90 mm, i.e. 9 cm

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