Basic Stability - Guide 2 Calculations: Loadline Displacement G-Transverse G-Longitudinal Free Surface & Loll

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Basic Stability – Guide 2… Calculations

Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll
Guide 2 – Stability Calculations

This guide will cover the following…
• Loadline, Fresh Water Allowance
• Dock Water Allowance
• Draft, Mean Draft, Trim
• Displacement and Block Coefficient
• Hydrostatic Tables, TPC
• Movement of G in the transverse plane
• Movement of G in the longitudinal plane
• Free Surface and Loll
Guide 3 (the third and final guide in this series)

The next guide will cover stability calculations using
MV Twosuch , an excerpt from a ship’s stability
booklet that will be used for examination purposes. by Stevehdc
1
Loadlines
Loadlines from a Ship Stability perspective often involve

calculations to determine how much to sink the summer
loadline in dock water so that the vessel will be on her
Top of F
summer marks when entering salt water.
Fresh Water Allowance (FWA) Top of S

Assume a vessel loaded in Fresh Water of RD 1.0 so that the
water level is at the TOP of the F load line.
If the vessel was then placed into Salt Water of RD 1.025 the
vessel would float with the water level at the TOP of the S
loadline due to the density of the water changing.
FWA
Fresh Water Allowance can be found in the ship’s stability

manual.
2
Dock Water Allowance ( DWA )

Calculation
The number of millimetres by which the Summer Load
Line can be submerged in Dock Water so that the
vessel will be at its Summer Load Line when the vessel To determine the DWA
enters Salt Water (density 1025 kg/m³)
Dock Water Allowance ( DWA ) - Calculation (𝟏𝟎𝟐𝟓 − 𝒅𝒐𝒄𝒌 𝒘𝒂𝒕𝒆𝒓 𝒅𝒆𝒏𝒔𝒊𝒕𝒚)

𝑫𝑾𝑨 = 𝑭𝑾𝑨 ×
A calculation is required to determine how much you can (𝟏𝟎𝟐𝟓 − 𝟏𝟎𝟎𝟎)
sink your Summer load line below the water at a river berth,
so you can be on your Summer Load Line when entering the (𝟏𝟎𝟐𝟓 − 𝒅𝒐𝒄𝒌 𝒘𝒂𝒕𝒆𝒓 𝒅𝒆𝒏𝒔𝒊𝒕𝒚)
ocean 𝑫𝑾𝑨 = 𝑭𝑾𝑨 ×
(𝟐𝟓)
FWA units millimetres

DWA units millimetres
Orals Question
A common Orals question is Calculation of DWA
The following examples will assist you in becoming
competent with this important calculation
3
Dock Water Allowance - Calculation

A vessel is loading cargo in Dock Water density 1012kg/m³, if the
vessel has a FWA of 160 mm, how much can the Summer Load Dock Water Allowance - Calculation
Line be submerged in Dock Water, so that the vessel will float at
her Summer Marks on entering Salt Water? (density 1025 kg/m³)
(𝟏𝟎𝟐𝟓 − 𝒅𝒐𝒄𝒌 𝒘𝒂𝒕𝒆𝒓 𝒅𝒆𝒏𝒔𝒊𝒕𝒚)

𝑫𝑾𝑨 = 𝑭𝑾𝑨 ×
(𝟏𝟎𝟐𝟓 − 𝟏𝟎𝟎𝟎)
Try the following examples to check your ability to carry out
this important calculation.
(𝟏𝟎𝟐𝟓 − 𝟏𝟎𝟏𝟐)
𝑫𝑾𝑨 = 𝟏𝟔𝟎 ×
Question FWA Density (𝟐𝟓)
mm kg/m³
1 150 1016 𝑫𝑾𝑨 = 𝟖𝟑. 𝟐 𝒎𝒎
2 120 1006
3 110 1018
4 110 1012
Answers shown on next page …
4

(𝟏𝟎𝟐𝟓 − 𝟏𝟎𝟏𝟔)
𝑫𝑾𝑨 = 𝟏𝟓𝟎 ×
(𝟐𝟓)
1
𝑫𝑾𝑨 = 𝟓𝟒 𝒎𝒎
Question FWA Density
mm kg/m³
(𝟏𝟎𝟐𝟓 − 𝟏𝟎𝟎𝟔)
1 150 1016 𝑫𝑾𝑨 = 𝟏𝟐𝟎 ×
(𝟐𝟓)
2
2 120 1006 𝑫𝑾𝑨 = 𝟗𝟏. 𝟐 𝒎𝒎
3 110 1018 (𝟏𝟎𝟐𝟓 − 𝟏𝟎𝟏𝟖)

𝑫𝑾𝑨 = 𝟏𝟏𝟎 ×
3 (𝟐𝟓)
4 110 1012
𝑫𝑾𝑨 = 𝟑𝟎. 𝟖 𝒎𝒎
(𝟏𝟎𝟐𝟓 − 𝟏𝟎𝟏𝟐)
𝑫𝑾𝑨 = 𝟏𝟏𝟎 ×
4 (𝟐𝟓)
𝑫𝑾𝑨 = 𝟓𝟕. 𝟐𝒎𝒎
5
Displacement
The total weight of the vessel and everything on board that Draft Marks … how to read
vessel. (Often abbreviated to 'W‘.) (assume the blue lines represent
Q. How can we determine the displacement of a vessel? the water level)
A. By observing the draft.
1.30 metres
Draft
Sometimes written as "Draught" The measurement of "how deep 1.20 metres
the vessel sits in the water" This is measured at specific points of
the vessel...eg. the forward draft or after draft.
Mean Draft
The mean draft is the arithmetical mean of the fore and aft drafts.
That is the fore and aft drafts added together and divided by 2.
2
1.10 metres
10cm
10cm
Trim
The difference in draft readings between the forward draft
marks and the after draft marks.
1M 10cm
1 metre
6
Trim (by head or stern) Mean Draft and Trim

If the forward reading is larger, the vessel is considered
to be trimmed by the head. Consider a vessel with the following drafts:
If the after reading is larger, the vessel is considered to Fwd draft = 3.60m
be trimmed by the stern. Aft draft = 3.80m
Find mean draft and the trim of the vessel
Calculations for mean draft and trim are commonplace
on board ship 𝑓𝑤𝑑 𝑑𝑟𝑎𝑓𝑡 + 𝑎𝑓𝑡 𝑑𝑟𝑎𝑓𝑡
𝑚𝑒𝑎𝑛 𝑑𝑟𝑎𝑓𝑡 =
2
Hydrostatic Table 3.60 + 3.80
This table is found in the Stability manual on 𝑚𝑒𝑎𝑛 𝑑𝑟𝑎𝑓𝑡 =
board the vessel. 2
The table lists variables used in the calculation 𝒎𝒆𝒂𝒏 𝒅𝒓𝒂𝒇𝒕 = 𝟑. 𝟕𝟎𝒎
of stability.
On smaller vessels, the mean draft is calculated
𝑇𝑟𝑖𝑚 = 𝑎𝑓𝑡 𝑑𝑟𝑎𝑓𝑡 ~𝑓𝑤𝑑 𝑑𝑟𝑎𝑓𝑡
and used to enter the hydrostatic table.
𝑇𝑟𝑖𝑚 = 3.80~3.60
Displacement and other variables can then be
𝑻𝒓𝒊𝒎 = 𝟎. 𝟐𝟎𝒎 𝒃𝒚 𝒕𝒉𝒆 𝒔𝒕𝒆𝒓𝒏
determined by inspection. On larger vessels a
further calculation to convert mean draft to
draft at the LCF is required.
7
Hydrostatic Table (extract from stability booklet M.V. Twosuch)
Hydrostatic Displacement TPC MCT 1 cm LCF KM

Draft (m) (tonnes) (t-m) (m aft 0) (m)
2.60 156.5 1.168 1.438 -1.072 3.94
2.65 162.5 1.172 1.465 -1.065 3.91
2.70 168.0 1.180 1.480 -1.060 3.89
2.75 174.0 1.185 1.500 -1.050 3.87
If the table is entered with a mean draft of 2.60m the values associated with this draft can be viewed … our
Displacement would be 156.5 tonnes and all the other values in the table in this row would be valid for this draft.
If the vessel had a draft of 2.75m the Displacement would be 174.0 tonnes.
If the vessel had a displacement of 168 tonnes, the mean draft would be 2.70 metres.
8
TPC
Tonnes per centimetre immersion, the amount of weight in Calculation using TPC
tonnes required to change the draft of the vessel by 1 cm
Vessel can submerge the Summer
If a vessel is box shaped, it would have the same TPC value Load Line by 83.2 mm or 8.3cm.
irrespective of its draft.
How much cargo can be loaded if
the vessel has a TPC value of 8?
Ships vary in shape as their draft changes and consequently
the TPC will vary as the draft changes. Look at how the
Hydrostatic table shows change of TPC value with change in
draft.
𝐴𝑚𝑜𝑢𝑛𝑡 𝑡𝑜 𝑙𝑜𝑎𝑑 = 𝑠𝑖𝑛𝑘𝑎𝑔𝑒 × 𝑇𝑃𝐶
𝐴𝑚𝑜𝑢𝑛𝑡 𝑡𝑜 𝑙𝑜𝑎𝑑 = 8.3 × 8
Up to now we have determined the change in draft
measured in mm or cm.
By using TPC we can convert a change in draft to an amount 𝑨𝒎𝒐𝒖𝒏𝒕 𝒕𝒐 𝒍𝒐𝒂𝒅 = 𝟔𝟔. 𝟒 𝒕𝒐𝒏𝒏𝒆𝒔
of weight in tonnes.
9
KG
Height of the centre of gravity of the ship above the baseline, weight
referred to as KG. (from the keel ‘K’ to the centre of gravity ‘G’)
Vessel with
Movement of G – Load and discharge weight on
deck
The height of G will change as weights are loaded or
discharged. It is important for the person in charge of G
monitoring the stability of the vessel, to know how G will
move in all cases.
The basic principles of movement of G are as follows:
G moves towards the loaded weight Weight is

discharged
G moves away from the discharged weight
G
G moves away from
the discharged
weight
10
Movement of G - a weight already on board

Assume the weight is already on board and is shifted on deck weight
Vessel with
weight on
deck
The height of G will not change as the weight height will
not change
G
Movement of G in this case:

weight
G moves parallel to the shifted weight Weight is
shifted
G
G moves parallel to
the shifted weight
11
Movement of G - Lifting a Weight

When a weight is lifted by a crane or derrick, the The weight is
weight is considered to act at the head of the crane or considered to
derrick. Subsequent lifting or lowering of the hoist
act at the head
wire will not change the position of the vertical centre
of gravity of the weight. of the crane
weight
This is an important consideration as the centre of
gravity of the vessel, “G “ will now rise a
considerable amount as the weight is initially
lifted and remain at that height until the crane or G moves G2
derrick head is lowered. towards the
head of the
crane when G1
the weight is
lifted clear of
the deck
12
G moves towards the loaded weight

Calculation – Vertical Shift of G
In order to calculate the shift of G from its original A weight of 10 tonnes is loaded on the
position to its new position the following formula is used: centre line. It is loaded at a KG of 8.5 m.
The KG of the vessel prior to loading was
6.0m.The vessel has a displacement of
𝒘×𝒅 1,000 tonnes. Find the vertical shift of G
GG1 = for a loaded weight.
𝑾+𝒘
Where GG1 = the vertical shift of G in metres 𝒘×𝒅 𝟏𝟎×(𝟖.𝟓−𝟔.𝟎)

GG1= GG1=
d = distance weight is located from the KG of the vessel in 𝑾+𝒘 𝟏,𝟎𝟎𝟎+𝟏𝟎
metres
w = the weight in tonnes
W the displacement of the vessel in tonnes GG1 = 𝟎. 𝟎𝟐𝟓𝒎
Vertically upwards towards the

loaded weight
13
G moves away from the discharged weight

Calculation – Vertical Shift of G
A weight of 10 tonnes is discharged

from the centre line. It is discharged
When a weight is discharged note the change in sign to (-) from a KG of 7.5m The KG of the vessel
𝒘×𝒅 prior to loading was 6.0m.The vessel
GG1 = has a displacement of 1,000 tonnes.
𝑾−𝒘
Find the vertical shift of G
Where GG1 = the vertical shift of G in metres 𝒘×𝒅 𝟏𝟎×𝟏.𝟓

d = distance weight is located from the KG of the vessel GG1= 𝑾−𝒘 GG1= 𝟏𝟎𝟎𝟎−𝟏𝟎
in metres
w = the weight in tonnes GG1= 𝟎. 𝟎𝟏𝟓𝒎
W the displacement of the vessel in tonnes
Vertically downwards away from the
discharged weight
14
G moves parallel to the shifted weight

Calculation – Horizontal Shift of G
In order to calculate the shift of G from its original position A weight of 10 tonnes is shifted 8 metres
to its new position the following formula is used: to starboard. The vessel has a
displacement of 1,000 tonnes. Find the
horizontal shift of G
𝒘×𝒅
GG1 = for a shifted weight.
𝑾
Where GG1 = the horizontal shift of G in metres 𝒘×𝒅 𝟏𝟎×𝟖

GG1= GG1=
d = distance weight moved in metres 𝑾 𝟏,𝟎𝟎𝟎
w = the weight in tonnes
W the displacement of the vessel in tonnes
GG1 = 𝟎. 𝟎𝟖𝒎
Horizontally to starboard parallel to

the shifted weight
15
It is important for the mariner to know

how G moves on board the vessel during
the process of loading or discharging a Step 1
weight .
In this case we will discharge one lift of G₁

product from the vessel via grab using a
shipboard crane to the wharf and follow
G₀ Wharf
the movement of G during this operation.
Step 1 The crane takes a grab of cargo and

lifts it clear of the cargo within the hold.
G of the cargo moves immediately to Step 2
the top of the crane block. KG of the
vessel moves vertically upwards G₀ to G₁ G₁
G₂
Step 2 the crane swings to starboard and G₀
G of the vessel moves parallel to the Wharf
movement of the grab from port to
starboard. G₁ to G₂
16
Step 3 The crane jib is lowered, lowering Step 3

the KG of the vessel, the grab moves
outboard to plumb the wharf and the KG
of the vessel moves from G₂ to G₃ G₂
G₁
Step 4 The grab is lowered to the wharf G₀ G₃ Wharf
and opened, discharging the cargo onto
the wharf. The parcel of cargo is no longer
on board the vessel and the effect is to
move the vessel’s KG from G₃ to G₄
Step 4
₁ ₂
Wharf
₀ ₃
G₄
17
Some Longitudinal Stability Terms ... Bow

Waterline at the
Stern Summer Draft
Forward Perpendicular FP
After Perpendicular AP
Amidships - halfway
between FP and AP
Check the Glossary for more detail
18
Longitudinal centre of buoyancy (LCB) ... the longitudinal centre of the underwater volume, the point through
which buoyancy acts, vertically upwards.
LCB
19
Longitudinal centre of gravity (LCG) ... the longitudinal centre gravity. The point through which the weight of the
vessel acts, vertically downwards
LCG
20
When there is a difference in the location of LCG and LCB, the vessel will want to trim in
the direction of the location of LCG.
LCG
LCB
Vessel will trim by the stern
21
Due to the difference in waterplane area forward and aft, the Longitudinal Centre of Flotation (the centre of the
waterplane area) will vary depending upon the draft of the vessel. The vessel will trim about the LCF
LCF Vessel seen From above
LCF
Often the LCF is shown as a triangle to denote the fulcrum, point around which the vessel trims
22
Free Surface Effect

Free Surface Effect is the effect that liquid (or a
product that behaves like a liquid eg. grain), free
to move from side to side in a tank, will have on
the transverse stability of the vessel.
Partially filled tank
Free Surface Effect will reduce the transverse
stability of the vessel by effectively reducing the Vessel heels
size of the GZ (righting lever). and liquid
moves ... see
This will cause a virtual reduction in GM and in
extreme cases, the vessel may capsize. next page for
details
This effect can be reduced by :
(i) Filling the tank completely so water cannot
move freely across the surface of the tank.
(ii) Empty the tank so there is no water within the
tank.
(iii) Have a continious longitudinal watertight
bulkhead(s) separating the tank into two or more
compartments
23
As the vessel heels to starboard, the centre

of gravity of the vessel moves towards the
movement of liquid piling up on the
starboard side of the vessel. G moves to G₁.
GZ
The consequence of this movement of G is
M
a reduction of righting lever (GZ) shown as
G₁Z Virtual Rise in G ͮ Z
G¹Z
This has the same effect as though G had
moved up to G ͮ. This effect is termed a
“virtual rise in G”
G
The danger in this situation is the possibility G¹ Z
B
of the GZ becoming too small to be able to
return the vessel to the upright.
B¹
Had G remained on the centre line,

assuming a full tank or if the tank was
empty, the vessel would have had a much
larger righting lever with increased stability.
24
Loll
Loll usually occurs due to a combination of events Capsizing
that allows the centre of gravity of the vessel to rise Unstable Vessel lever
to a point where G is located above M.
This can be due to loss of bottom weight caused by

G
fuel and water consumption, combined with a Z . .
virtual rise in G due to free surface effect.
If operating in high latitudes, ice accretion on the M.

superstructure will add weight high up on the
vessel. If working on a timber carrier, water
absorption into the timber deck cargo will add
weight high up on the vessel. In both cases this will
cause cause G to rise.
B. .
B¹
If G rises above M, the situation is known as an
unstable condition and the GZ in this case is acting
as Capsizing lever rather than a Righting lever and
will cause the vessel to heel further
25
Loll
The vessel will continue to roll in this unstable condition
until B moves vertically under G. At this point there will Vessel at angle of loll
be no capsizing or righting lever, the vessel will now U (upthrust)
rest at an Angle of Loll.
If the vessel is inclined further by the effects of wind or . G

waves, the vessel will roll around its angle of loll as a
righting lever will be generated once B moves outboard B and G in same
of G. vertical line
ᶿ°
There is a danger due to external forces. Angle of loll
ᶿ°
Assume the vessel is lying at an angle of loll to
starboard. Wind or waves would cause the vessel to B.
move back to the upright. At this point the capsizing B¹
lever generated would cause the vessel to flop to port.
When the vessel rolls to port, the momentum built up
by the roll may cause the vessel to capsize. W (displacement)
26
Steps to recover from Loll

To remedy loll G must be lowered.
It is important to know the difference between List and Considering the adverse effect wind or
Loll. Why? waves could have on the vessel, it is
recommended that the weather is placed
Assume a vessel is listed to starboard due to G moving sufficiently on the high side to prevent the
off the centre line (unequal use of tanks, cargo shifting vessel rolling to the opposite side.
etc.) then G would be corrected by adding or moving
weight to the high side. (port side) Fill up any slack tanks on the LOW side.
Fill one tank at a time.
If the angle of heel is due to loll and a weight is shifted Use tanks with a small free surface effect.
or added to the high side of the vessel, the vessel would When an empty tank is filled, be aware of
initially move towards the upright then as the vessel the free surface effect and a consequent
became upright, the vessel would flop over to port due reduction in righting lever.
to its capsizing lever but at a much faster rate as now
there would be extra weight on the port side. Once you have calculated that G is below
M, take steps to bring the vessel from a
In this case the vessel would develop additional state of list to the upright.
momentum and may capsize. If tanks alone cannot reduce G you may be
forced to jettison cargo (from the high side)
27
Basic Stability – Guide 2… Calculations Conclusion Guide 2
At Master 4 level, longitudinal stability

calculations are based upon simplified
stability data provided for vessels.
The next Guide in the series will provide full

working for problems associated with
determining the draft, trim and stability for
any stage of loading or discharge.
The Booklet used at examination is

"Simplified Stability Information for MV
Twosuch" and excerpts from this will be used
to provide several loading scenarios for
students to gain experience in the
determination of draft, trim and transverse
stability.
From calculations undertaken, students will
determine if the vessel meets limiting
requirements for KG and Trim.
28

Basic Stability - Guide 2 Calculations: Loadline Displacement G-Transverse G-Longitudinal Free Surface & Loll

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Basic Stability – Guide 2… Calculations

Guide 2 – Stability Calculations

Guide 3 (the third and final guide in this series)

Loadlines from a Ship Stability perspective often involve

Fresh Water Allowance (FWA) Top of S

Fresh Water Allowance can be found in the ship’s stability

Dock Water Allowance ( DWA )

Dock Water Allowance ( DWA ) - Calculation (𝟏𝟎𝟐𝟓 − 𝒅𝒐𝒄𝒌 𝒘𝒂𝒕𝒆𝒓 𝒅𝒆𝒏𝒔𝒊𝒕𝒚)

FWA units millimetres

Dock Water Allowance - Calculation

(𝟏𝟎𝟐𝟓 − 𝒅𝒐𝒄𝒌 𝒘𝒂𝒕𝒆𝒓 𝒅𝒆𝒏𝒔𝒊𝒕𝒚)

Dock Water Allowance - Calculation

3 110 1018 (𝟏𝟎𝟐𝟓 − 𝟏𝟎𝟏𝟖)

Trim (by head or stern) Mean Draft and Trim

Hydrostatic Table (extract from stability booklet M.V. Twosuch)

Hydrostatic Displacement TPC MCT 1 cm LCF KM

The basic principles of movement of G are as follows:

G moves towards the loaded weight Weight is

Movement of G - a weight already on board

Movement of G in this case:

Movement of G - Lifting a Weight

G moves towards the loaded weight

Where GG1 = the vertical shift of G in metres 𝒘×𝒅 𝟏𝟎×(𝟖.𝟓−𝟔.𝟎)

Vertically upwards towards the

G moves away from the discharged weight

A weight of 10 tonnes is discharged

Where GG1 = the vertical shift of G in metres 𝒘×𝒅 𝟏𝟎×𝟏.𝟓

G moves parallel to the shifted weight

Where GG1 = the horizontal shift of G in metres 𝒘×𝒅 𝟏𝟎×𝟖

Horizontally to starboard parallel to

It is important for the mariner to know

In this case we will discharge one lift of G₁

Step 1 The crane takes a grab of cargo and

Step 3 The crane jib is lowered, lowering Step 3

Some Longitudinal Stability Terms ... Bow

Check the Glossary for more detail

Vessel will trim by the stern

LCF Vessel seen From above

Free Surface Effect

As the vessel heels to starboard, the centre

Had G remained on the centre line,

This can be due to loss of bottom weight caused by

If operating in high latitudes, ice accretion on the M.

If the vessel is inclined further by the effects of wind or . G

Steps to recover from Loll

At Master 4 level, longitudinal stability

The next Guide in the series will provide full

The Booklet used at examination is

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