to which the cargo has shifted.

The range of stability is reduced.

The maximum value of GZ is reduced.
The dynamical stability is reduced.
In cases where the vertical movement of G
may not be ignored, the effects of shift of car-
go are:
A reduction in GM.
The range of stability is reduced.
The maximum value of GZ is reduced.
The dynamical stability is reduced.

Figure 3. The statical stability curie as a function of heel angle for a given vessel displacement
and loading condition.
Dynamic stability
This is defined as the amount of work that
must be done on a ship to heel it to some
angle. Dynamic stability at any angle equals,
see figure 4:
The displacement of the ship multiplied
Vessel manoeuvring/centrifugal
force
When a ship makes a turn with a constant ves-
bottom, ship's side etc. or in the cargo holds sel speed of y then a centrifugal force (a force
themselves. The presence of free surface ¡n directed outwards) is exerted at the centre of
any given tank reduces the actual GM value gravity G, see figure 6, which has the magni-
by: tude:
¿GM=-- Fcf
V pw R

by the area under the curve of statical sta-

bility to that angle.
or
The displacement of the ship multiplied
by the difference ¡n the distance between
the centres of gravity and buoyancy in the
upright and inclined condition, i.e.
D.S. = W(B1Z1-BQG).
Free surface correction.
Once the value of GM has been calculated for
a ship for a given loading condition, i.e. dis-
placement, corrections must be made for the
presence of free surfaces in tanks on board.
These tanks may be situated in the double
Figure 4. The dynamic stability.
where i = the transverse moment of inertia of where M = the ship's mass and R is the radius
each free surface about its own centre line, V of the turnìng circle.
= volume of displacement of the vessel, pt =
density of the liquid with the free surface and
pw = density of water in which the ship floats.
lt stands to reason that the total reduction of
GM due to the presence of free surfaces is
equal to the sum of the GM reduction produ-
ced by each tank separately.
Effect of Shift o Cargo on
Stability.
Cargo may shift transversely due to rolling in
heavy seas, and the effect of moving the cen-
tre of gravity of the cargo is to move the cen-
tre of gravity of the ship from G to G1, see
figure 5, such that: Figure 6. Centrifugal force acting on the ves-
sel while turning with a constant velocity and
the resulting (liquid) cargo shift.
W W

This steady turn introduces an outward heel

where
X = horizontal movement of G;
Y = vertical movement of G;
W = displacement of ship;
w = weight of cargo shifted;
h = horizontal movement of centre of gravi-
ty of w;
y = horizontal movement of centre of gravi-
tyofw.
moment due to the centrifugal force, Mcf =
Fcf x GH whereby GH is equal to the vertical
distance between the centre of gravity of the
ship and the centre of the lateral wetted area,
i.e. water drag area. This stability moment
Figure 5. The effect of shifting of cargo on G
as a result of heel angle.

The new righting lever GZ is:

G1Z1 = GZ-Xcosb-Ysine

Usually the vertical movement of G may be

ignored, but the horizontal movement is im-
portant. The effects of shift of cargo are:

1. A permanent list is produced on the side

JANUPI 20Q1 scHiP WERF ZEE '5