RESEARCH

PAPER
SEAM 2 – Stability, Trim and Stress 1

SUBMITTED BY:

Name LLOYD WILLIAM Q. QUIJANO

Course BS MARINE TRANSPORTATION
Section 1B17
S/Y 2021-2022

SUBMITTED TO:

C/M. MARIANO MARCO

INSTRUCTOR
PRELIM Week 1-4
MIDTERM Week 5-8
SEMI-FINAL Week 9-12
FINAL Week 13-16
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 SEAM 2 (Stability, Trim & Stress 1)
RESEARCH WORK WK 1-4

MIDN. LLOYD WILLIAM Q. QUIJANO

BSMT1B15
Stability
Ship stability is an area of naval architecture
and ship design that deals with how a ship
behaves at sea, both in still water and in
waves, whether intact or damaged. Stability
calculations focus on centers of gravity,
centers of buoyancy, the metacenters of
vessels, and on how these interact.

Trim
The trim of a ship describes its floating
position in length direction, namely if the bow
or the aft of the ship is deeper submerged
into the water. The trim can have a significant
impact on a vessel's energy demand for
propulsion during sailing. The most efficient
trim for a particular ship depends on its
design, operational draft and speed.

Stress
When a ship is rolling in a seaway or is
struck by beam waves, the ship’s structure
is liable to distort in a transverse direction
as shown. The stress mainly affects the
corners of the ship, i.e., on the tank side
brackets and the beam knees, which must
be made strong enough to resist it.
Transverse bulkheads, frames and web
frames provide very great strength to resist
racking.
 Week 9
TOPIC NO. 9 Actions taken on the Overview (8 hours)
Different Ship’s Condition
affecting its Stability

COMPETENCE A-II/1 F3.C2: Maintain seaworthiness of the ship

COURSE CO1: Calculate ship stability in compliance with the IMO intact
OUTCOMES stability criteria under all conditions of loading.

KNOWLEDGE A-II/1 F3.C2. KUP1.2: Ship stability: Understanding of the

UNDERSTANDING fundamentals of watertight integrity.
PROFICIENCY

TOPIC Actions taken on the Different Ship’s Condition affecting its

Stability

LEARNING Determining the different actions that should be taken when the
OUTCOMES ship is on the following conditions: x state of having the
condition of angle of Loll of an unstable ship x partial loss of
intact buoyancy caused by flooding.

You can take ballast if you do so, (and if your vessel has ballast tanks that you can fill)
then you should begin by pressing up tanks on the low side first This will initially make
your angle of loll worse because you are adding weight on the side to which the vessel

is leaning and you are introducing a free surface (if you are ballasting on an empty
tank). This is still safer than ballasting the high side first, because that could cause the
vessel to flop-over to the other side, and possibly capsize by introducing ballast you
lower the Centre of gravity If you are pressing up half-filled tanks, you are still lowering
the CG and removing the free surface. The only negative effect of adding ballast is that
it will increase your draft, reduce your freeboard and reserve buoyancy with the result
that your vessel will ship water at a much smaller angle of heel
The second option open to you is to remove the cause. A loll does not suddenly occur.
It is a result of decreasing stability which is caused by tile progressive raising of the
Centre of gravity of the vessel. This can only occur if you are loading weights on deck,
and using fuel or water from low down in the hull (where most tanks are located
anyway). You would have felt the vessel becoming progressively more tender and the
roll period, and angle of roll steadily increasing. You may have been catching a load of
fish - your brine tanks full and a large load of fish on deck. Too much weight high up. In
these circumstances you may have to jettison cargo. This may be a painful decision, but
the cargo is no use to you when your vessel is upside down.

1. Check stability.
2. Check sounding off all the 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.

➢ When a vessel has negative metacentric height (GM) I.e., is in unstable

equilibrium, any external force applied to the vessel will cause it to start heeling.

➢ As it heels, the moment of inertia of the vessel's waterplane (a plane intersecting

the hull at the water's surface) Increases, which increases the vessel's BM
(distance from the Centre of Buoyancy to the Metacenter)

➢ Since there is relatively little change in KB (distance from the Keel to the centre
of Buoyancy) of the vessel, the KM (distance from Keel to the Metacentre) of the
vessel increases.

➢ At some angle of heel (say 10°), KM will increase sufficiently equal to KG

(distance from the keel o the Centre of gravity), thus making the GM of the vessel
equal to zero When this occurs, the vessel goes to neutral equilibrium, and the
angle of heel at which it happens is called angle of loll
 ➢ Normally at the angle of loll the vessel oscillates about its angle and returns to
her angle of loll position

➢ However even though the vessel appears stable at this angle this condition is
dangerous and must be corrected

➢ An unstable ship with an angle of loll could capsize

Corrective Actions
➢ An angle of loll can be corrected only by lowering the Centre of gravity, not by
moving loads transversely,
➢ Press up all stack tanks and lower weight as possible

➢ If the ship is discharging cargo, discharge from the high side and which helps to
lower the vessel center of gravity.

➢ Run up self-water in the ballast tank water on the low side.

➢ After this tank full, run up its counterpart on the high side. Repeat these actions
with other tanks until the ship becomes stable

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.
*** NEVER attempt to correct list by the above methods unless you are certain that GM
is positive

LIST CONDITION CAUSED BY NEGATIVE GM When a ship's center of gravity moves

vertically upwards and slightly above the Metacenter, 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 centerline.
3. Remove high weight symmetrically.
4. Shift weight down symmetrically.

LIST CONDITON 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 centerline. 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.

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
b. Shift weight down, add weight low, or jettison weight high.

2. Correct for Gravity Off Centerline

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 ***

FLOODABLE LENGTH
Bulkhead Deck - The uppermost deck to which the transverse watertight bulkheads
extend (usually the Damage Control deck.)
Margin Line - An imaginary waterline located three inches below the Bulkhead Deck.

Floodable Length - The maximum distance within the ship that can be flooded without
submerging the margin line

FLOFFLOOD FLOODABLE LENGTH (continued) There are two different forms that
Floodable Length is discussed in the Damage Control Book. 1. The Curve of Floodable
Length: To use this curve, draw a line parallel to the forward line (60o to vertical) and
place it at the baseline of the forward most bulkhead where flooding exists. Project this
line up to the Curve of Floodable Length. Draw a line parallel to the aft line (60o to
vertical) which intersects the Curve of Floodable Length at the same point. The baseline
distance between the forward and after lines is the Floodable Length.

2. A List of Floodable Length Compartment Groups: The Damage Control Book will list
all groups of consecutive compartments which constitute Floodable Length. Example,
for the FFG-7:
Stem - Frame 100
Frames - 32-140
Frames - 64-180
Frames - 100-212
Frames - 140-250
Frames - 180-292
Frames - 212-328
Frames - 250-368
Frames - 292-Stern
General rule of thumb for Floodable Length:
If the ship's LBP is > 300 FT: 15% of LBP (3 spaces **)
< 300 FT: 2 spaces **
< 100 FT: 1 space **
** A space is the area between two transverse watertight bulkheads from keel to
waterline, skin to skin.

Example: For a two-compartment ship, flooding any two adjacent spaces will cause the
ship to reach its Floodable Length.

DYNAMIC STABILITY

Dynamic Stability is the ship's ability to resist external heeling forces. Prior to launching
any ship, its Dynamic Stability has been tested.

The results graphed in the Damage Control Book. As DCA, understanding these
Dynamic Stability curves is very important.

Corrective Measures for Negative GM

- Eliminate Free Surface and Free Communication Effects.
- Jettison Top Side Weight.
- Ballast Low Tanks.
- Shift Solid Weights Down.
- Restore Flooding Boundaries.

2. Flooding exceeds Floodable Length.

Indications that Floodable Length is exceeded.
- Excessive Flooding (15% LBP).
- Minimal Freeboard.

Corrective Measures for Floodable Length Exceeded

- Verify Flooding Boundaries - Plug and Patch Damage - De-water.

3. List to the danger angle Indications of Danger Angle List

- Ships inclinometer Corrective Measures for Danger Angle List.
- Determine the cause of the list.
- If due to -GM, move G down.
- Otherwise shift G back to centerline.

4. High winds or rough seas combined with flooding damage Indications

- The ship is damaged and adverse weather conditions are prevailing.

Corrective Measures
- Maneuver the ship for favorable weather conditions.

Step Four: Eliminate or Reduce List

Methods to Correct List (With positive GM)Indications
- Vessel has a list with positive GM
- Vessel has known off-center weights which correspond to the angle of list.

Corrective Measures
- Pump Out Off-Center Flooding
- Shift Liquids Transversely
- Counterflooding
- Shift Solid Weights Transversely
- Deballast Wing Tanks

Methods to Correct Excessive Trim (Greater than 1% LBP)

Corrective Measures
- Shift weight towards higher end (bow or stern); Add weight to higher end; Remove
weight from lower end.

Methods to Relieve Hull Girder Stress.

Indications of Excessive Hull Stresses.
- Ship is in Hogging or Sagging condition as described in Section 4.5.
- Stress Fractures, Cracks, Panting Bulkheads, Sagging Decks and Stiffeners.

Corrective Measures for Hull Stresses

- For Sagging condition: Remove weight amidships and ballast fore and aft.
- For Hogging condition remove weight fore and aft, and ballast amidships.
- Shore up panting bulkheads and decks. Reinforce (where possible) cracks and areas
where structural failure has occurred.
 Week 10
TOPIC NO. 10 Stress Table and Principles Overview (8 hours)
of Flotation

COMPETENCE A-II/1 F3.C2: Maintain seaworthiness of the ship

COURSE CO1: Calculate ship stability in compliance with the IMO intact
OUTCOMES stability criteria under all conditions of loading.

KNOWLEDGE A-II/1 F3.C2. KUP1.2: Ship stability: Understanding of the

UNDERSTANDING fundamentals of watertight integrity.
PROFICIENCY

TOPIC Stress Table and Principles of Flotation

LEARNING Interpreting the ship’s stability conditions using the stress

OUTCOMES tables and Archimedes Principles of Flotation.

ARCHIMEDES' PRINCIPLE
Archimedes' Principle states that when a body is wholly or partially immersed in liquid, it
appears to suffer a loss of weight equal to the weight of the liquid displaced.
To create the apparent loss of weight, there must be a force acting vertically upwards
on the body. This Archimedes' principle states that the upward buoyant force that is
exerted on a body immersed in a fluid, whether fully or partially, is equal to the weight of
the fluid that the body displaces. Archimedes' principle is a law of physics fundamental
to fluid mechanics. It was formulated by Archimedes of Syracuse.
Any object, totally or partially immersed in a fluid or liquid, is buoyed up by a force equal
to the weight of the fluid displaced by the object. Archimedes' principle allows the
buoyancy of any floating object partially or fully immersed in a fluid to be calculated. The
downward force on the object is simply its weight. The upward, or buoyant, force on the
object is that stated by Archimedes' principle, above. Thus, the net force on the object is
the difference between the magnitudes of the buoyant force and its weight. If this net
force is positive, the object rises; if negative, the object sinks; and if zero, the object is
neutrally buoyant—that is, it remains in place without either rising or sinking. In simple
words, Archimedes' principle states that, when a body is partially or completely
immersed in a fluid, it experiences an apparent loss in weight that is equal to the weight
of the fluid displaced by the immersed part of the body(s).
Archimedes' buoyancy principle states that buoyant force - what keeps the ship afloat -
is equal to the weight of water that is displaced when the ship enters the ocean. If the
weight of displaced water is at least equal to the weight of the ship, the ship will float.
The apparent weight of the block which when immersed in water is reduced by an
amount equal to the weight of water displaced.

Figure 1.10 -Take the case of a wooden block. It weighs 0.6 ton and its volume is one
cubic meter.

When the block is immersed in water, the block floats.

This is so, because the weight of water displaced is equal to the weight of the block.
The force of buoyancy (from the water displaced) is sufficient to support the block to
float.
The other way of looking at this is by comparing the density of the material to the
density of water. In the earlier illustration, the metal block is denser than water therefore
it sinks; in the later, the wooden block is less dense than the water, therefore, it floats.

PRINCIPLE OF FLOTATION
The Archimedes Principle also applies to ships. Although ships are made of steel, they
are hollow inside which enables them to displace enough water to support its weight.
From Archimedes’ principle, when a body is floating in liquid, the weight of liquid
displaced is equal to the weight of the body.
Weight of body = weight of liquid displaced
A body released into the water will submerge and displace water. By how much the
body is submerged or how much water is displaced depends upon the body’s volume
and weight. The body will be immersed until the weight of the water displaced equals
its own weight. That means the force of buoyancy or the up thrust acting on the
immersed portion of the body is already equal to the weight of the body. If the body is
unable to displace water equal to its own weight then it will continue to submerge and
eventually sink.
Figure1.11 – A floating ship displaces water equal to its own weight.
Example 1.7
A block-shaped object measures 8 meters long, 2 meters wide and 1.5 meters tall, and
weighs 25 tons. Determine whether the object will float or not, if immersed onto water
with a density of 1.000 t/m3
Sol.:
Mass of water that must be displaced = 25 tons and
Mass of water the object can displace = 8m x 2m x 1.5m x 1.025 t/m
Mass of water the object can displace = 24.6 tons
Answer – The object is unable to displace an equal amount of water therefore it will
sink.

BUOYANCY (B)
The upward thrust exerted by water on the
submerged portion of a body is called force of
buoyancy. The force of buoyancy is equal to
the weight of the liquid displaced by the body. If
a body is unable to displace the amount of
liquid equal its own weight, then the body will
sink. The force of buoyancy is still there but not
enough to counter the force of gravity and keep
the body afloat.
For a floating ship, the force of buoyancy is
equal to the weight of the water displaced by
the submerged part of the ship. The direction of
buoyancy force is upwards that in effect, it
counters the downward force of the ship’s
weight.

Center of Buoyancy
Center of Buoyancy The force of buoyancy
acting on the body makes the body seem to
suffer a loss of mass, and it appears that the
body is lighter than when it is suspended in air.
The resultant of this force is considered to act
vertically upwards through a point, which is the
center of the submerged part of the body
known as the center of buoyancy. Being the
center of the submerged portion, the location of
the net upward force of center of buoyancy is
dependent on draft. As the draft changes so
does the location of center of buoyancy.
Force of Buoyancy = Weight of the ship
The location of center of buoyancy is described
by its vertical distance or longitudinal distance
from a reference line. Vertically, the location of
center of buoyancy is measured from the keel
and referred to as KB. Longitudinally, the
location of center of buoyancy is measured
from either amidships or from aft perpendicular.
This is referred to as LCB. KB is used to
calculate the transverse stability of the ship while LCB is used to calculate the ship's
trim. The KB and LCB of the ship at each draft are listed in the ship's hydrostatic table.
The values are the measurements when the ship is upright and in an even keel.
Being the center of the submerged portion, the location of center of buoyancy is
dependent on draft. As the draft changes, so does the location of the center of
buoyancy.

RESERVE BUOYANCY
Reserve buoyancy is the remaining
volume of enclosed spaces above the
waterline. It provides the required
buoyancy to accommodate weights
added to the ship, when compartments
are flooded, or the extra buoyancy
required in stormy weather conditions.
When several compartments are flooded
and the water has free communication
with the sea, some buoyancy is lost.
When the reserve buoyancy in freeboard
is consumed and the water displaced is
no longer equal to the weight of the ship,
the ship sinks.
SUMMARY
1. For a ship to float, it must displace a mass of water equal to its own mass. It can also
be said: Weight of a floating ship = weight of water displaced
2. When the mass of a ship changes, the mass of water displaced changes by equal
amount.
3. For a floating body, the immersed or underwater volume of the ship is equal to the
volume of displaced water.
Underwater volume = volume of water displaced
 Week 11
TOPIC NO. 11 Ship’s Stability Diagram Overview (8 hours)

COMPETENCE A-II/1 F3.C2: Maintain seaworthiness of the ship

COURSE OUTCOMES CO1: Calculate ship stability in compliance with the IMO
intact stability criteria under all conditions of loading.

KNOWLEDGE A-II/1 F3.C2. KUP1.2: Ship stability: Understanding of the

UNDERSTANDING fundamentals of watertight integrity.
PROFICIENCY

TOPIC Ship’s Stability Diagram

LEARNING OUTCOMES Draw the diagram of the showing ship’s stability at the
different conditions at sea.

Ship stability diagram showing centre of gravity(G), centre of buoyancy (B) and
metacenter(M) with ship upright and heeled over to one side. As long as the load of the
ship remain stable, G is fixed For small angles M can also be considered be fixed, while
B moves as the ship heels

Calculated stability conditions

When a hull is designed, stability calculations are performed for the intact and damaged
states of the vessel. Ships are usually designed to slightly exceed the stability
requirements. The Code for Intact Stability was adopted on 4 November 1993
under IMO Resolution A.749(18), as they are usually tested for this by a classification
society.
A Loadmaster (computer) image of ship stability diagram. BM & SF Images result varies depend
on user inputs if loaded or ballast either pre departure & pre arrival condition.

Most Modern cargo ships are now equipped with loadicator systems or a loading computer
with appropriate software. It is usually a conveniently sited visual display for the Master and
the Loading Officers and is gainfully employed on Ro-Ro vessels, bulk carriers, tankers and other
cargo ships. The main aim of the loading computer being to ensure that the vessel always
departs the berth with adequate stability for the voyage. If this situation can be achieved
quickly, costly delays can be eliminated and safety criteria is complied with.
The system should ideally be interlinked with the shore side base to enable data transmissions
on, unit weights/tonnages/or special stow arrangements. The Computer would permit the
location and respective weights of cargo/units to be entered quickly and provide values of
limiting ‘KG’ and ‘GM’ together with deadweights at respective draughts/displacements. It
would also have the capability to provide a printed record of the state of loading and show a
visual warning in the event of an undesirable stability condition or overload occurring.
Distribution of the ship’s tank weights, stores and consumables affecting final calculations and
total displacement would also be identifiable within the completed calculations. The data
required to complete the hull strength & stability calculations would need to be supplied by the
shore side base with regard to cargo weights. Draught information would inevitably come from
a ‘Draught Gauge System’ for the larger vessel and be digitally processed during the period of
loading.

Ship’s personnel could expect to become familiar with manipulation of the changing variables
very quickly alongside the fixed weight distribution throughout the ship .This would include
amounts of bunkers, water and stores are consumed and stability datas may change for arrival
conditions.

The loadicator programmers provide output in the form of:

i) Shear forces and bending moments effecting the vessel at its state of loading.
ii) Cargo, ballast and fuel tonnage distributions.
iii) A statement of Loaded ‘GM’, sailing draughts and deadweight.
To obtain the righting levers for a particular displacement and KG, the values of KN are
first obtained from the curves by inspection at the displacement concerned. The correct
righting levers are then obtained by subtracting from the KN values a correction equal to
the product of the KG and sin heel.
In Figure 21.3(b), let KN represent the ordinate obtained from the curves. Also, let the
ship’s center of gravity be at G so that KG represents the actual height of the center of
gravity above the keel and GZ represents the length of the righting lever.

Statical Stability Curves

The curve of statical stability for a ship in any particular condition of loading is obtained
by plotting the righting levers against angle of heel, as shown in Figures 21.4 and 21.5.

Figure 21.4: Curve for a Ship with Positive Initial Metacentric Height.

Figure 21.5: Curve for a Ship with Negative Initial Metacentric Height.
From this type of graph, a considerable amount of stability information may be found by
inspection:
➢ PC = point of contraflexure on the curve. It is where the corner of the deck of a
heeled ship becomes level with the waterline. Beyond angle α, the deck becomes
flooded.

➢ The range of stability is the range over which the ship has positive righting levers.
In Figure 21.4 the range is from 0° to 86°.

➢ The angle of vanishing stability is the angle of heel at which the righting
lever returns to zero, or is the angle of heel at which the sign of the righting
levers changes from positive to negative. The angle of vanishing stability
in Figure 21.4 is 86°.

➢ The maximum GZ is obtained by drawing a tangent to the highest point in the

curve. In Figure 21.4, AB is the tangent and this indicates a maximum GZ of 0.63
meters. If a perpendicular is dropped from the point of tangency, it cuts the heel
scale at the angle of heel at which the maximum GZ occurs. In the present case
the maximum GZ occurs at 42° heel.
 ➢ The initial metacentric height (GM) is found by drawing a tangent to the curve
through the origin (OX in Figure 21.4), and then erecting a perpendicular through
an angle of heel of 57.3°. Let the two lines intersect at Y. Then the height of the
intersection above the base (YZ), when measured on the GZ scale, will give the
initial metacentric height. In the present example the GM is 0.54 meters.

➢ Figure 21.5 shows the stability curve for a ship having a negative initial
metacentric height. At angles of heel of less than 18° the righting levers are
negative, whilst at angles of heel between 18° and 90° the levers are positive.
The angle of loll in this case is 18°, the range of stability is 18–90°, and the angle
of vanishing stability is 90° (for an explanation of angle of loll, see Chapter 16).
Note how the negative GM is plotted at 57.3°.

The Trim and Stability book

When a new ship is nearing completion, a Trim and Stability book is produced by the
shipbuilder and presented to the ship owner. Shipboard officers will use this for the day-
to-day operation of the vessel. In the Trim and Stability book is the following technical
data:
1. General particulars of the ship.
2. Inclining experiment report and its results.
3. Capacity, VCG, LCG particulars for all holds, compartments, tanks etc.
4. Cross curves of stability. These may be GZ curves or KN curves.
5. Deadweight scale data. May be in diagram form or in tabular form.

6. Hydrostatic curves. May be in graphical form or in tabular form.

7. Example conditions of loading such as:
➢ Lightweight (empty vessel) condition.
➢ Full-loaded Departure and Arrival conditions.
➢ Heavy-ballast Departure and Arrival conditions.
➢ Medium-ballast Departure and Arrival conditions.
➢ Light-ballast Departure and Arrival conditions.

On each condition of loading there is a profile and plan view (at upperdeck level
usually).
A color scheme is adopted for each item of deadweight. Examples could be red for
cargo, blue for fresh water, green for water ballast, brown for oil. Hatched lines for this
Dwt distribution signify wing tanks P and S. For each loaded condition, in the interests
of safety, it is necessary to show:
Deadweight.
End draughts, thereby signifying a satisfactory and safe trim situation.
KG with no Free Surface Effects (FSE), and KG with FSE taken into account.
Final transverse metacentric height (GM). This informs the officer if the ship is in stable,
unstable or neutral equilibrium. It can also indicate if the ship's stability is approaching a
dangerous state.
Total Free Surface Effects of all slack tanks in this condition of loading.
A statical stability curve relevant to the actual loaded condition with the important
characteristics clearly indicated. For each S/S curve it is important to observe the
following:
Maximum GZ and the angle of heel at which it occurs.
Range of stability.
Area enclosed from zero degrees to thirty degrees (A1) and the area enclosed from
thirty degrees to forty degrees (A2) as shown in Figure 39.1. Shear force and bending
moment curves, with upper limit lines clearly superimposed as shown in Figure 39.2.

8. Metric equivalents. For example, TPI00 to TPC, MCTI00 to MCTC, or tons to

tonnes.
All of this information is sent to a D.Tp. surveyor for appraisal. On many ships today this
data is part of a computer package. The deadweight items are keyed in by the officer
prior to any weights actually being moved. The computer screen will then indicate if the
prescribed condition of loading is indeed safe from the point of view of stability and
strength.

Example 2

Construct the curve of statical stability for the M.V. ‘Cargo-Carrier’ when the
displacement is 35,000 tonnes and KG is 9 meters. From the curve you have
constructed find the following:
(a) The range of stability.
(b) The angle of vanishing stability.
(c) The maximum righting lever and the angle of the heel at which it occurs.
(d) The approximate initial metacentric height.
(e) Angle of heel at which deck edge just becomes immersed.

Heel (θ) KN sin θ KG sin θ GZ = KN − KG sin θ

5° 0.9 0.087 0.783 0.12

10° 2.0 0.174 1.566 0.43

15° 3.2 0.259 2.331 0.87

20° 4.4 0.342 3.078 1.32

30° 6.5 0.500 4.500 2.00

45° 8.75 0.707 6.363 2.39

60° 9.7 0.866 7.794 1.91

75° 9.4 0.966 8.694 0.71

90° 8.4 1.000 9.000 −0.60

Use the KN Cross Curves of Stability shown in Figure 21.3(a).

Answers from the curve in Figure 21.6(b):
(a) Range of stability 0–83.75°.
(b) Angle of vanishing stability 83.75°.
(c) Maximum GZ = 2.39 m occurring at 45° heel.
(d) Approximate GM = 1.4 m.
(e) Deck edge just becomes immersed when angle of heel = 19.5°.
 Week 12
TOPIC NO. 12 Calculation of the Ship Overview (8 hours)
Stability on the Different
Conditions

COMPETENCE A-II/1 F3.C2: Maintain seaworthiness of the ship

COURSE CO1: Calculate ship stability in compliance with the IMO

OUTCOMES intact stability criteria under all conditions of loading.

KNOWLEDGE A-II/1 F3.C2. KUP1.2: Ship stability: Understanding of the

UNDERSTANDING fundamentals of watertight integrity.
PROFICIENCY

TOPIC Calculation of the Ship Stability on the Different Conditions

LEARNING Calculate the ship’s stability using the Trim and Stress
OUTCOMES Tables, Diagram and Stress Calculating Equipment on the
following ship’s conditions:
• force and moment acting on a floating ship
• volume and weight of displacement and reserve
buoyancy of a box and ship shaped vessel
• movement of Center of Gravity when adding,
removing, shifting or suspending weight
• Draughts of the ship using trim correction tables
when adding, removing, shifting or suspending
weight

A ship’s hydrostatics, or hydrostats, is an oft used term in maritime parlance,

and it refers to the characteristics when it is floating. What characteristics are these?
How are these determined, and how can we read and understand them?

The solution of many of the problems concerned with ship stability involves an
understanding of the resolution of forces and moments. For this reason a brief
examination of the basic principles will be advisable.

Forces
A force can be defined as any push or pull exerted on a body. The S.I. unit of force is the
Newton, one Newton being the force required to produce in a mass of one kilogram an
acceleration of one meter per second. When considering a force the following points
regarding the force must be known:
a. The magnitude of the force.
b. The direction in which the force is applied.
c. The point at which the force is applied.
The resultant force. When two or more forces are acting at a point, their combined effect
can be represented by one force which will have the same effect as the component forces.
Such a force is referred to as the ‘resultant force’, and the process of finding it is called
the ‘resolution of the component forces’.
The resolution of forces. When resolving forces it will be appreciated that force acting
towards a point will have the same effect as equal force acting away from the point, so
long as both forces act in the same direction and in the same straight line. Thus a force
of 10 New tons (N) pushing to the right on a certain point can be substituted for a force of
10 New tons (N) pulling to the right from the same point.
a. Resolving two forces which act in the same straight line
If both forces act in the same straight line and in the same direction the resultant is their
sum, but if the forces act in opposite directions the resultant is the difference of the two
forces and acts in the direction of the larger of the two forces.
b. Resolving two forces which do not act in the same straight line
When the two forces do not act in the same straight line, their resultant can be found by
completing a parallelogram of forces.
c. Resolving two forces which act in parallel directions
When two forces act in parallel directions, their combined effect can be represented by
one force whose magnitude is equal to the algebraic sum of the two component forces,
and which will act through a point about which their moments are equal.

Moments of forces
The moment of a force is a measure of the turning effect of the force about a point. The
turning effect will depend upon the following:
a. The magnitude of the force.
b. The length of the lever upon which the force acts, the lever being the perpendicular
distance between the line of action of the force and the point about which the moment is
being taken.
The magnitude of the moment is the product of the force and the length of the lever. Thus,
if the force is measured in Newtons and the length of the lever in meters, the moment
found will be expressed in Newton-meters (Nm).
Resultant moment. When two or more forces are acting about a point their combined
effect can be represented by one imaginary moment called the ‘Resultant Moment’. The
process of finding the resultant moment is referred to as the ‘Resolution of the Component
Moments’.
Resolution of moments. To calculate the resultant moment about a point, find the sum
of the moments to produce rotation in a clockwise direction about the point, and the sum
of the moments to produce rotation in an anticlockwise direction. Take the lesser of these
two moments from the greater and the difference will be the magnitude of the resultant.
The direction in which it acts will be that of the greater of the two component moments.
Mass
In the S.I. system of units it is most important to distinguish between the mass of a body
and its weight. Mass is the fundamental measure of the quantity of matter in a body and
is expressed in terms of the kilogram and the tonne, whilst the weight of a body is the
force exerted on it by the Earth’s gravitational force and is measured in terms of the
Newton (N) and kilo-Newton (kN).
Weight and mass are connected by the formula:
Moments of mass
If the force of gravity is considered constant then the weight of bodies is proportional to
their mass and the resultant moment of two or more weights about a point can be
expressed in terms of their mass moments.

The downward force is same as was for the steel cube. So why did the ship float while
the steel cube sank? That is because the upthrust (Buoyancy) for the ship is much more
than that of the cube of the same weight.

Buoyancy
We saw that the ship in the example was able to generate 64575 T of buoyancy when
immersed up to the deck line. As the weight of the ship was 8000 T, this means that the
ship will have a net upward force of 56575 T.

This upward force will keep on raising the ship until the upthrust is equal to the weight of
the ship. at the equilibrium the upthrust (buoyancy) will be equal to the weight of the
ship which is 8000 T.

The remaining buoyancy of 56757 T will act as reserve buoyancy.

So when a ship is at rest, the upthrust (buoyancy) acting on the ship will be equal to the
gravitational force acting on the ship.
When we add a weight on the ship, this equilibrium is offset as the gravitational force
increases. This will cause the ship to sink, till the time buoyancy becomes equal to the
downward gravitational force.

In short, if a ship will float or sink, how much will it sink and how will it float is the
function of these two forces acting in opposite direction Upward-acting force of
buoyancy Downward acting gravitational force

Buoyancy equilibrium

Center of Gravity
The center of gravity of any object is the point on that body at which the total weight of
the object is assumed to be acting vertically downwards.
This point is an imaginary point.
For objects in uniform shapes and made of a uniform material, knowing the center of
gravity is an easy task. For these objects, the center of gravity is the centroid of the
shape.
For objects of irregular shape such as ships, the center of gravity is again the centroid
of this irregular shape.
But in this case, it is too difficult to find the centroid of the shape.
But what is the significance of center of gravity of any object?
First, for the stability calculations, this is the point where we can consider the
gravitational force acting downwards.

Second, this is the point from which the object will balance.
So where is the center of gravity acting on a ship and how can we know its location?

Center of gravity of the ship is measured from three dimensions.

First, From the centerline of the ship

The first dimension is knowing the location of the center of gravity from the centerline of
the ship.
If the COG is on the centerline, the ship will be upright (no list). But if the COG of the
ship is not on the centerline, the ship will have a list towards the side of COG.
More away the COG is from the centerline, the larger will the ship be listed.
Sometimes this distance is also referred as TCG (transverse center of gravity)

The second dimension is the location of COG from the forward perpendicular, aft
perpendicular or from the midship of the ship.
This term is called Longitudinal center of gravity or LCG. LCG is tabulated in the
hydrostatic particulars of the ship for different drafts and trim. The location of LCG
decides which way the ship will be trimmed. If the location of LCG is exactly at the
midship, the ship will have no trim.
The third dimension is the location of COG from the keel of the ship.
This is known as the Vertical center of gravity (VCG) or simply KG.

If the heavier weights are loaded on the top part of the ship, then COG of the ship will
be towards the top of the vessel. In this case, KG of the ship will be a larger value.

If the heavier weights are loaded on the bottom part of the ship, COG will be towards
the bottom of the ship and KG of the ship will be a smaller value.

We have already discussed that TCG value decides to the list of the ship and LCG
value corresponds to the trim of the ship.

Then what is the significance of the KG (or VCG) of the ship?

To understand the significance of KG, let me ask you a question.
If you are given a task to carry a cube weighing few kilos attached with a rod, how will
you hold it? From the rod (position A) or from the cube (position B)?
I am sure you would agree that it is much easier to hold the cube than to hold the rod.
This is because when the “Center of Gravity” is higher, this whole thing is less stable
and can topple with slight external force (like if you are moving in the wind).

Same goes with the ship and any other object. Higher the “center of gravity, less stable
it would be.
So in the case of ships, larger the KG, less stable the ship would be.
Center of Buoyancy
Just as the weight of the vessel was assumed to act downward through the center of
gravity, the buoyancy force is assumed to act vertically upwards through a single point
as well.
This point is known as the center of buoyancy.

The center of buoyancy is the centroid of the underwater part of the vessel.
For the sake of understanding, we can say that center of buoyancy is the center of
gravity of the underwater volume of the ship.

As with the COG, COB can also be measured from three dimensions but measuring it
from the centerline of the ship has no significance.
So the center of buoyancy is measured from two dimensions.
From the bottom (keel) of the ship (KB); and
From aft, forward or midship of the ship (LCB)
Equilibrium between COG and COB

This is the crux of the whole ship stability. A ship behaves the way it does because
these two opposite forces are trying to balance out and bring the ship to the state of
equilibrium.
But for any two forces to balance out, two things need to happen.
Both the forces need to be equal; and
Both the forces need to act exactly opposite to each other
Forces at COG and COB need to be equal

We have already discussed this. When we place weight on a ship at rest, the
gravitational force acting downwards increases.

This will cause the ship to sink to a point where the force of buoyancy will become equal
to the gravitational force. COG and COB need to vertically in line
Now consider that we place additional weight away from the location of ship’s center of
gravity.
The ship’s center of gravity will shift and will no longer be in vertical line with COB. This
will cause a righting couple that would try to bring both COG and COB in same vertical
line.
This righting couple will cause the vessel to trim. The vessel will trim up to a point where
COB will be vertically in line with the COG of the ship.

The volume and weight of displacement and reserve buoyancy of a box and ship
shaped vessel.

Reserve buoyancy It has already been shown that a floating vessel must displace its own
weight of water. Therefore, it is the submerged portion of a floating vessel which provides
the buoyancy. The volume of the enclosed spaces above the waterline are not providing
buoyancy but are being held in reserve. If extra weights are loaded to increase the
displacement, these spaces above the waterline are there to provide the extra buoyancy
required. Thus, reserve buoyancy may be defined as the volume of the enclosed spaces
above the waterline. It may be expressed as a volume or as a percentage of the total
volume of the vessel.
The displacement or displacement tonnage of a ship is its weight. As the term indicates,
it is measured indirectly, using Archimedes' principle, by first calculating the volume of
water displaced by the ship, then converting that value into weight.
Example 1
A box-shaped vessel 105 m long, 30 m beam, and 20 m deep, is floating upright in fresh
water. If the displacement is 19,500 tons, find the volume of reserve buoyancy.

Volume of water displaced = Mass /Density = 19 500 cu: m

Volume of vessel = 105 x 30 x 20 cu: m = 63 000 cu: m

Reserve buoyancy = Volume of vessel - volume of water displaced

Ans. Reserve buoyancy = 43 500 cu. m

Example 2
A Ship-shaped vessel 150 m long, 30 m beam, and 20 m deep, 0.7 Block coefficient is
floating upright in seawater. If the displacement is 8000 tons, find the volume of reserve
buoyancy.

Volume of water displaced = Mass /Density = 8000 cu: m

Volume of vessel = 150 x 30 x 20 x 0.7 cu: m = 63 000 cu: m

Reserve buoyancy = Volume of vessel - volume of water displaced

Ans. Reserve buoyancy = 56 756 cu. m

Sea Water Displacement Formula:

1. Displacement (Tons) = L x B x D x C / 35
2. Displacement (Cubic Foot) = L x B x D x C / 0.9912

Fresh Water Displacement

Formula:
1. Displacement (Tons) = L x B x D x C / 36

2. Displacement (Cubic Foot) = L x B x D x C / 1.01952

Where:
L stands for Length of the Ship
B stands for Breadth of the Ship
D stands for Depth or Draft of the Ship
C stands for Block Coefficient
x = symbolizes as times or multiplied by
/ = symbolizes as divided by
35 = constant for body object found in Salt Water (tons)
36 = constant for body object found in Fresh Water (tons)
0.9912 = constant for body object found in Salt Water (measured capacity in cubic foot)
1.01952 = constant for body object found in Fresh Water (measured capacity in cubic
foot)
Block Coefficient is the ratio of the actual volume of the underwater shape and a
volume of a rectangular block, having the same extreme length, breath, and depth.
The Coefficient is expressed as a decimal and varies from about .5 in the case of five
lined yachts, gradually increasing through .6 to .75 in the case of fast passenger
steamers and to .85 for slow, bluff, cargo type of vessels.
The Volume of Displacement is the quantity of water required to fill the molded shape
of the hole left by a ship, if she were lifted out of the medium in which she floats.
It should be noted that the Ship’s Displacement maybe expressed in either terms of ton
weight, or measured capacity in cubic foot.
And it should be noted also that Salt and Fresh water are different to each other; and
we can float more easily in Salt Water (sea, ocean) compare to Fresh Water (swimming
pool, river)

Movement of Center of Gravity when adding, removing, shifting or suspending weight

Ship Stability – Movement of the Centre of Gravity

Centre of gravity

It is the point of a body at which all the mass of the body may be assumed to be
concentrated.
The force of gravity acts vertically downwards from this point with a force equal to the
weight of the body.

Basically, the body would balance around this point.

The COG of a homogeneous body is at its geometrical center.

Effect of removing or discharging mass

Application to ships

DISCHARGING WEIGHTS:

GG1 = (w x d) / (Final displacement) meters

LOADING WEIGHTS

GG1 = (w x d) / (Final displacement) meters

SHIFTING WEIGHT

GG2 = (w x d) / (Displacement) meters

Vertical Weight Shifts

Shifting weight vertically, no matter where onboard it is, will always cause the ship’s
center of gravity to move in the same direction as the weight shift.
To calculate the height of the ship’s center of gravity after a vertical weight shift, the
following equation is used:
KG1 = ((W0 x KG0) +/- (w x kg)) / ΔF
KGO = The original height of the ship’s center of gravity (M)
Δo = The ship’s displacement prior to shifting weight (MT)
w = The amount of weight shifted (MT)
kg = The vertical distance the weight was shifted (M)
ΔF = The ship’s displacement after shifting the weight (MT)
(+) When the weight is shifted up use (+)
(-) When the weight is shifted down use (-)

Example Problem
10 MT of cargo is shifted up 3 M. ΔO is 3500 MT and KGo is 6 M. What is the new height
of the ship’s center of gravity (KG1)?
KG1 = ((Δo x KGo) +/- (w x kg)) / ΔF
KG1 = ((3500 x 6) + (10 x 3)) / 3500
KG1 = 6.009 M

Vertical Weight Additions/Removals

When weight is added or removed to/from a ship, the vertical shift in the center of
gravity is found using the same equation.

KG1 = ((Δo x KGo) +/- (w x kg)) / ΔF

KGO = The original height of the ship’s center of gravity (M)
ΔO = Ship’s displacement prior to adding/removing weight (MT)
w = The amount of weight added or removed (MT)
kg = The height of the center of gravity of the added/removed weight above the keel (M)
ΔF = The ship’s displacement after adding/removing the weight
(+) When the weight is added use (+)
(-) When the weight is removed use (-)

Example Problem
A 30 MT crate is added 10 M above the keel. Δo is 3500 MT and KG0 is 6 M. What is
the new height of the ship’s center of gravity (KG1)?

KG1 = ((Δo x KGo) +/- (w x kg)) / ΔF

KG1 = ((3500 x 6) + (30 x 10)) / 3530
KG1 = 6.034 M

Horizontal Weight Shifts

Shifting weight horizontally, no matter where onboard it is, will always cause the ship’s
center of gravity to move in the same direction as the weight shift.

NOTE: A weight shift causing the ship’s center of gravity to move off centerline will
always reduce the stability of the ship.
To calculate the horizontal movement of the ship’s center of gravity, the following
equation is used:
GG2 = (w x d) / ΔF
w = The amount of weight shifted (MT)
d = The horizontal distance the weight is shifted (M)
ΔF = The ship’s displacement after the weight is shifted (MT)

Example Problem
A 50 MT weight is shifted 10 M to starboard. ΔO is 32000 MT.
What is the change in the center of gravity (GG2)?
GG2 = (w x d) / ΔF
GG2 = (50 x 10) / 32000
GG2 = 0.01562 M

Horizontal Weight Additions/Removals

When an off-center weight is added or removed to/from a ship, the ship’s center of
gravity will move off centerline, the ship will develop a list.

To calculate the horizontal movement of the ship’s center of gravity after

adding/removing an off-center weight, the same equation is used:
GG2 = (w x d) / ΔF
w = The amount of weight added/removed (MT)
d = The distance from the center of gravity of the weight to the ship’s centerline (M)
ΔF = the ship’s displacement after the weight is shifted (MT)

Example Problem
50 MT of cargo is loaded onto the Tween deck, 10 M from centerline. ΔO is 48000 MT.
What is the change in the center of gravity (GG2)?
GG2 = (w x d) / ΔF
GG2 = (50 x 10) / 48000
GG2 = 0.0104 M
Effect of suspended weights
The CG of a body is the point through which the force of gravity may be considered to
act vertically downwards.
For a suspended weight, whether the vessel is upright or inclined, the point through
which the force a gravity may be considered to act vertically downwards is g1, the
POINT OF SUSPENSION.

Conclusions

The CG of a body will move directly TOWARDS the CG of any weight ADDED.
The CG of a body will move directly AWAY from the CG of any weight DISCHARGED.
The CG of a body will move PARALLEL to the shift of the CG of any weight MOVED
within the body.
The shift of the CG of the body in each case is given by the following formula:
GG1 = w x d / W meters

where w = weight added, removed or shifted.

W = final mass of the body
d = distance between the CG if weight added or removed, or the distance by
which the weight is shifted.

When a weight is SUSPENDED, its CG is considered to be at the POINT OF

SUSPENSION.
Draughts of the ship using trim correction tables when adding, removing, shifting or
suspending weight

Trim factors
Some stability information books tabulate trim factors, forward and aft, but no position
for the longitudinal center of flotation (LCF) forward of the aft perpendicular(AP).

The LCF can be found from the trim factors by the following formula:
LCF from AP = (length between perpendiculars x aft trim factor)/ (forward trim factor +
aft trim factor)
Introduction
A ship’s hydrostatics, or hydrostats, is an oft used term in maritime parlance, and it
refers to the characteristics when it is floating. What characteristics are these? How are
these determined, and how can we read and understand them? Understanding
hydrostatics helps in many ways, viz
➢ We can find out the floating draft and trim and many other hydrostatic parameters
of a ship by knowing hydrostatics, without having to physically measure them
➢ A preliminary evaluation of the stability of the ship can be made by looking at the
hydrostatics
As a vessel is loaded, the draft and trim of the vessel keep changing with the weight
and location of the loads. Loads can be cargo, passengers, fuel, ballast, etc. and these
keep varying during the voyage of the vessel.
If I were to fill the tanks with a certain %age filling, add cargo to holds, and ballast the
vessel to a given arrangement, how do I know what draft and trim the vessel stands at?
Of course, measuring the drafts physically every time is not practicable. The simple way
is to use the table of hydrostatics. In this article, we’ll discuss what hydrostatics are and
how to use them to calculate the draft and trim of the vessel.

Hydrostatic Properties – Draft

What are some of the key hydrostatic properties that one may be interested in?
The water level at which the ship is floating is called the ‘draft’ of the vessel. Also, if we
load the vessel so that the weight of the forward part of the vessel is higher than that of
the aft part (e.g., loading the forward holds more), then the forward part of the vessel
will sink more compared to the aft, leading to the water level (draft) in the forward to be
more than that in the aft. This tilt is called ‘trim’ of the vessel, and it is measured by the
difference in drafts in the forward and aft ends of the vessel.

Let’s start with a simple exercise of finding out the draft and trim.
Step 1 – Finding out the Weight and Center of Gravity (CoG) – We begin with the
weights on the ship, and the center of gravity of the weights. Following are the weights
we need to account for:

Self-weight of the ship excluding all fillings in tanks – this is called the lightweight of
the ship. This is obtained from the inclining experiment of the ship which is a one-time
exercise to yield the weight and center of gravity of the self-weight of the ship

Weights in tanks – fuel, cargo, bilge, ballast, crew and provisions etc. These are
together termed as ‘deadweight’
Once we know the lightweight of the ship (from inclining experiment) together with the
deadweight items, we can tabulate all the weight items and their individual CoG’s and
then calculate the total weight and CoG of the entire vessel in the above ‘loading
condition’

Step 2 – Once we have the weight and CoG of the vessel in the given loading condition,
the next step is to open the table of hydrostatics of the vessel and read the draft from
there.
A table of hydrostatics will look like the below:
We can see that the first column is the draft spaced at equal intervals (in this case the
interval is 0.15 m).

The second column is displacement. Once we have calculated the weight of the vessel
in Step 1, that weight becomes the displacement. Thus,

* The hydrostatics table is for a given trim. Generally, the hydrostatics available are for
the zero-trim condition, and the same are used to demonstrate the calculation in this
article.

*Displacement = weight of the vessel in the floating condition (including deadweight)

Now, to read the draft, we need to look up the corresponding draft for the displacement
value calculated in Step 1.

For example, if the displacement calculated was 1994 MT, then the draft is 1.25 m, and
if the displacement was 2249 MT, then the draft will be 1.4 m.
However, what if the displacement calculated falls in-between two values listed in the
hydrostatic table, say, 2220 MT?

In that case, we can find the draft by linear interpolation. For the above case, the
displacement of 2220 MT falls between the displacement values 1994 MT and 2249 MT
in the table. These displacements and their corresponding drafts are specified below:

Displacement Draft
D1 = 1994 T1 = 1.25
D2 = 2249 T2 = 1.4
D = 2240 T =?

The interpolation formula is

T = T1 + (D – D1)/ (D2 – D1) * (T2 – T1)

Which gives
T, draft at 2240 MT displacement = 1.25 + (2240 – 1994)/(2249 – 1994) x (1.4 – 1.25)
T = 1.394 m
So, we have computed the draft from the hydrostatics table. However, this draft is
measured at the LCF (Longitudinal Center of Floatation) of the vessel which is close to
the midship and is also called the mean draft. The drafts at the two ends of the vessel
may vary depending on whether the vessel experiences a trim too. To get accurate
drafts at the ends of the vessel, we need to find out the trim of the vessel too. Let’s see
how to get it from the hydrostats.
Hydrostatic Properties – Trim

The Trim of a vessel is the angle by which the ship tilts in a loading condition relative to
its baseline. If the waterline is not parallel to the baseline of the vessel, then the vessel
trims. The value of trim depends on how the vessel is loaded. If the aft of the vessel is
heavier, then the draft at aft will be higher, and the vessel is said to ‘trim by aft’.
Similarly, if the weight of the forward is higher, it ‘trims by forward’.

What causes the trim? If we look at the picture below, it shows the two fundamental
forces acting on the ship: 1) The ship’s own weight acting downwards 2) The buoyancy
of the submerged part of the ship. The vessel will not experience any trim if the two
forces are acting along the same vertical at the same location along the vessel’s length.
What happens if they are not acting at the same location but separated apart?

Looking at the figure below, the upward buoyancy force and the downwards weight
force will lead to a turning moment on the ship. This ‘trimming’ moment will tend to tilt
the ship till the weight and buoyancy forces align.

We can see that in the final condition the draft at fwd is more than the draft at the aft.
The trim is given by the difference in the drafts fwd and aft. In the above case, it will be
‘trim by fwd’.
In degrees, the trim is given by

Trim (degrees) = tan-1[(draft fwd – draft aft)/Length of ship]

Calculating Trim

We can see that we need the forward and aft drafts to calculate the trim. However, the
draft available for us from the hydrostatic table is the draft at LCF (around midship).
How do we calculate the trim then?

Any trim is caused by a trimming moment. As highlighted earlier, this trimming moment
equals the Displacement of the vessel multiplied by the longitudinal distance between
the Center of Gravity and Center of Buoyancy.

Trimming moment = Displacement x (LCG – LCB)

When the LCG is forward of the LCB, then the vessel trims by fwd, and when the LCG
is aft of the LCB, then the vessel trims by aft.

Once we have the trimming moment, the next step is to look at the hydrostatic
parameter called Moment to Change Trim by 1 cm (MCTcm).

If we look at hydrostats again, we can see that there is a parameter called the Moment
to Change Trim by 1 cm, called MCTcm. It is measured in the units of MT-m. Basically,
to trim the vessel by 1 cm (where 1 cm is the difference in the drafts aft and fwd) we
need to apply an overturning moment on the vessel. This moment depends on the
waterplane of the draft at which the vessel is floating (the detailed calculation of MCTcm
is out of the purview of this article).
LOADING/DISCHARGING A WEIGHT
(USE WHEN LOAD/DISH A WEIGHT)

DRAFTS:
FWD (P) = 8.300 AFT (P) = 9.100
FWD (S) = 8.300 AFT (S) = 9.100

PRESENT MEAN DRAFT:

FWD= 8.300 AFT= 9.100

TRIM= 0.800 DCF= 8.686

WT TO LOAD/DISH= -300.00 TONNES

LCF= 112.16
TPC= 61.37
MTC= 843.22
TANK/HOLD= APT
(FROM TRIM & STABILITY
LCG OF TANK/HOLD= 41.85 CALCULATION SHEET)
MID F (LCF)= 112.16
(DIST FROM LCG OF
d= 70.310 TANK TO LCF)

MEAN RISE/SINKAGE= -0.049 TRIM AFT (Ta)= -0.130

(LCF / LBP
(WEIGHT / (TPC *100)) * Tc)
CHANGE IN TRIM (Tc)= -0.250 TRIM FWD (Tf)= -0,120
(W*d/MTC*100)

NEW DRAFTS:
FWD AFT
8.300 9.100
MEAN RISE/SINKAGE -0.049 -0.049
8.251 9.051
Tf / Ta -0.120 -0.130
FINAL DRAFTS 8.371 8.921