THE FOLLOWING PARAMETERS ARE RELATED TO SHIP’S STABILITY:

1. Vertical Center of Gravity (KG) - is the height above baseline (BL) of each item
accounted for in the weight estimate, plus the total ship.
KG is a stability term that means the height of the
total center of gravity G of the ship above the keel, K.
For the total ship, VCG and KG are used
interchangeably
The centre of gravity moves towards a weight loaded
and away from a weight discharged.
KG = Vertical Moment ÷ Weight
2. Center of Buoyancy (KB) - is the center of the underwater volume of the ship,
where the buoyant force (upward force) acts. When the
ship is at rest in calm water, the center of buoyancy
is directly below the center of gravity.
3. Metacenter (M) - is the point at which the vertical line passing through the
center of buoyancy intersects with the line of action of the added
force when the ship is heeled (tilted) due to external influences
(such as waves or weight shift).
The metacenter's height above the center of gravity determines
the stability of the ship. A higher metacenter provides
better stability
GM = BM – BG
4. KM is the height of the Metacentre above the keel.
KM = KB + BM.
KB is the height of the centre of buoyancy above the keel.
For box shaped vessels, KB = ½ of the draft.
For triangular shaped prism with apex downwards, KB = 2/3 of the
draught.

BM is given by the formula I/V. Where I is the moment of inertia of

the waterplane = LB3 / 12
Thus, BM = LB3 / 12 V so; BM = LB3 / 12 x L x B x d

Therefore we have for box shaped vessels: BM = B2 / 12 d

For triangular shaped vessel : BM = LB3 / 12 V so; BM = LB3 /

12 x L x ½ B x d

or : BM = B2 / 6 d
For ship-shape vessels, KM can be obtained from the ships stability particulars
against the draught or displacement
 5. Metacentric Height (GM) - The metacentric height is the vertical distance
between the center of gravity (G) and the metacenter (M). It is a
critical parameter for assessing a ship's s tability. A larger
metacentric height provides better stability but
excessive metacentric height can lead to increased rolling
motion. Understanding these basic concepts allows
ship designers, operators, and navigators to assess a
ship's stability and take necessary precautions to ensure
safe and stable maritime operations
When the GM is large, the righting lever GZ is also large
and the vessel thus has a large Righting Moment.
GM= KM - KG
6. Righting Arm (GZ): The righting arm, also known as the "righting lever," is the
horizontal distance between the center of gravity (CG) and
the metacenter (M). It represents the ship's ability to return
to an upright position after being heeled by an external
force. A larger righting arm indicates better stability.
The vessel's centre of gravity (G) has a distinct effect on
the righting lever (GZ) and consequently the ability of a vessel to
return to the upright position. The lower the centre of gravity (G),
the bigger is the righting lever (GZ).

Stability curves (GZ curves) are used to show graphically

the stability levers (GZ) exerted by a vessel to return itself
to a position of equilibrium from the various conditions of
heel.
GZ for small inclination = GM X sin Heel
GZ= Displacement X GM X sin θ (angle of heel)
GZ curve = KN – KG Sin θ
(Note: KN value for ship varies with inclination and
underwater volume at that heel. Since, there is a change
in underwater volume, KN value will change
as the ship goes from one density to other)

7. Heeling Moment – can be caused by wind by the centrifugal force in turning, by

crowding of passengers on one side, by towing, or by the
tension in the cable that links two vessels during operations at sea.
Dividing a heeling moment by the displacement force we
obtain a heeling arm.
 8. Righting Moment - is the force that tends to restore the ship to an upright
position when it is heeled. It is calculated as
the product of the displacement (weight) of the ship, the righting
arm (GZ), and a trigonometric function called the "sine
of heel angle." A positive righting moment indicates that the ship is
stable, while a negative righting moment indicates
that the ship is unstable
Righting Moment = W X GM X sin θ

9 Angle of Flooding - means the angle of heel at which openings in the hull,
superstructures or deckhouses, which cannot be closed
weathertight, immerse. In applying this definition, small openings
through which progressive flooding cannot take place
need not be considered as open.

10. Range of Stability - the angle to the perpendicular through which a vessel
may be heeled without losing the ability to right itself.
11. Angle of Vanishing Stability is the point beyond which the ship will not return to
the upright position when the heeling forces are removed
and instead will continue to capsize and roll through 360 deg.

The “natural roll” period is simply the time it takes for the ship in calm seas and no
wind to complete roll to port, then starboard, and return upright.
The rolling-period test provides information to calculate the
metacentric height of your vessel, a measure of its stability
Rolling Period = (0.797 x Breadth) ÷ √GM

Notes to be taken on a ship with positive GM or on a positive equilibrium:

a. stiff ship should be avoided as jerky motion may cause strain of cargo lashings
make voyages uncomfortable for crew and also structural damage to the hull.
b. tender ship a ship with a very small GM caused by KG being too large. This
occurs if too much weight is placed high up within the ship.

Final KG = Final moment / Final displacement or Final moment = Final KG x Final

displacement

This can also be worked out by taking moments about the keel of the vessel and the
weights loaded or discharged as per below:

1. Initial Displacement x Initial KG = Initial vertical moments.

2. Weigh loaded or discharged x its KG = its vertical moments.

3. Loaded moments are added while discharged moments are subtracted.

4. When the weight is shifted upwards moments are added and when shifted
downwards, the moments are subtracted.