SUMMARY

3. Stability and Trim

1
3 Stability and Trim
Summary

 3.1 Introduction to Stability and Trim

 3.2 Intact Stability
 3.4 Damage Stability
 3.5 Load Lines

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 3.1 Introduction to Stability Introduction to Stability and Trim
and Trim

 3.1 Introduction to Stability and Trim

“Stability is the ability to return to the original

position of rest when disturbing forces are
removed”

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 3.1 Introduction to Stability Stability
and Trim

 Stability
• When a vessel is inclined at a small angle from its position of rest;
» it returns to original position - positive stability

» it remains in displaced position - neutral equilibrium

» it moves further away from original position - negative stability

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3.1 Introduction to Stability Stability
and Trim

 Stability (continued…)
When a vessel is inclined:
» Inclination in transverse direction is the “heel” or “list”
» Inclination in longitudinal direction is the “trim”

• Weight of the vessel acts through “Centre of Gravity” (G)

• Buoyancy force acts vertically through “Centre of Buoyancy” (B)
• A vessel placed in water will
» settle until buoyancy equals weight
» rotate until B and G are in the same vertical line

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3.1 Introduction to Stability Metacentre
and Trim

 Metacentre

Metacentre (M)

W1 L1

B
B1
L

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3.1 Introduction to Stability Longitudinal stability
and Trim

 Longitudinal Stability
Where

IL IL = 2nd moment of area about a transverse

BML = axis through the centre of floatation F
= Volume displacement

ML

WL1
F
WL
B B1

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3.1 Introduction to Stability Trim
and Trim

 Trim
» Trim is the difference between draught aft and draught forward
» A ship trims about centre of floatation F (i.e. centroid of waterplane)

• Moment to change trim 1 cm - this is the moment which must be

imposed on a ship in order that the trim will be changed by 1 cm. It is
plotted against draughts and used for calculating trim
GML
• MCT 1cm = 100 L
• Where
GML = Longitudinal Metacentric Height
= mass displacement of the vessel in tonnes
L = length between perpendiculars

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3.1 Introduction to Stability Trim
and Trim

 Trim (continued…)
GML
Moment to change trim 1cm (MCT 1cm) =
100 L

Where
GML = Longitudinal Metacentric Height
= mass displacement of the vessel in tonnes
L = length between perpendiculars

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3.2 Intact Stability
Intact Stability

 3.2 Intact Stability

G Z

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 3.2 Intact Stability
Tranverse Intact Stability

 Tranverse Intact Stability

• Vertical distance between G and M . M q
is the Metacentric Height GM.
• G and B1 form a couple called the W
Righting Lever GZ (can be called G . Z
KN at keel level). GZ = GM sinθ
W1
O . L1
• Moment of the couple is GZ
called Moment of Intact Stability B . . B1
L
K N
IT
• Position of M is determined by BM T =

Where IT = transverse moment of inertia
V = Volume displacement

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3.2 Intact Stability
Characteristics of GM

 Characteristics of GM

.
M

Z . G .
G M
W W W

. .
G Z
M
W1 L1 W1 L1 W1 L1

B .. B1 B . .B1
B . . B1
L L L

Heeling moment Angle of loll Righting moment

GM -ve = unstable GM 0 = neutral equilibrium GM +ve = stable

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3.2 Intact Stability
Characteristics of GM

 Characteristics of GM

• A large GM value causes quick and violent rolling, “stiff” ship

• A small GM, easier to incline, slow rolling, “tender” ship
• [Typical values of GM : Passenger liners 0.6 – 1.2 m, Cargo vessels 0.3 – 1.0 m,
Tugs 0.4 – 0.5 m, Sailing vessels 0.75 – 1.0 m]
• For large angle stability GM is not valid, righting lever GZ is used

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 3.2 Intact Stability
Free surface effect

 Free surface effect

• Virtual centre of gravity of the
ballast water in the inclined
position is m
• The centre of gravity of the ship
raised to GO
. M
iT
• Loss of GM is: GGO =
 S W
GO .
G .
• Where q
i = moment of inertia of free surface W1 .. m L1
T =density of fluid in tank B
. B1
S = density of seawater b.. L
V = volume displacement of the ship b1

Loss of GM depends on size of free surface not quantity of fluid!

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3.2 Intact Stability
Hydrostatic Curves

 Hydrostatic Curves

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3.2 Intact Stability
GZ Curve

 GZ Curve

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3.2 Intact Stability
Cross curves of stability

 Cross curves of stability

KN Curves

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3.2 Intact Stability
IMO Res A.749(18) + BV Rules

 IMO Res A.749(18) + BV Rules

Intact Stability for All Types of Ships over 24m
• Design criteria (based on GZ curve):
» GM  0.15 M
» Area (0-30°)  0.055 m.rd
» Area (0-40°)  0.090 m.rd (or angle of flooding if < 40°)
» Area (30-40°)  0.030 m.rd
» GZ (30°)  0.20 m
» q (GZMAX)  25°

• Requirements on free surface effects, timber deck cargoes, icing,

and ship types (incld. cargo, fishing, offshore, MODU, container)
• Severe wind and rolling criterion (weather criterion):

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3.2 Intact Stability
Trim and Stability booklet

 Trim and Stability booklet

• Contains data as specified in IMO Res.749(18) + BV Rules
» General description of the ship
» Instructions on the use of the booklet
» General arrangement and capacity plans
» Position of the draught marks
» Hydrostatic curves, Cross curves
» Tank sounding tables
» Lightship data from the inclining test - approval details
» Standard loading conditions
» Intact stability results
» Information on loading restrictions, openings, crossflooding
fittings
» Any other guidance
» Table of contents and index

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3.2 Intact Stability
Inclining experiment

 Inclining experiment
• To determine lightship weight and locate G to calculate GM
• Consists of a draught survey and shifting of weights, requirements outlined
in IMO Res. 749(18) and BV Rules
wh
GM =
 tan q
• Experiment performed for new ships, weighing test acceptable for sister
vessels
• Displacement determined with draught mark readings aft, midship and fwd
• The incline employs eight distinct weight movements, weights transversally
shifted.
• Resultant tangents after each weight movement plotted on graph

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3.3 Damage Stability
Damage Stability

 3.3 Damage Stability

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3.3 Damage Stability
Damage Stability

 Damage Stability (continued…)

• When a vessel is damaged, aim is to:
» minimise loss of transverse and longitudinal stability
» minimise damage to cargo
» minimise loss of reserve buoyancy

• Ideally, sustain continuous flooding without loss of stability,

consequential sinking is due to loss of reserve buoyancy
(“foundering”)
• At design stage, define to what extent vessel can withstand damage,
normally defined by regulations
• “Damage Stability” - calculations of draft, trim, heel and stability
following a damage to one or more compartments of a ship.

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3.3 Damage Stability
Damage Stability

 Damage Stability (continued…)

• There are two methods:
» Added weight method i.e. displacement of ship in undamaged condition +
weight of water admitted, or
» Lost buoyancy method i.e. volume displacement of undamaged ship - flooded
volume

• Flooded compartments do not fill up 100%. Ratio of floodable volume

to total volume is called permeability. Typical permeability values:
» Machinery spaces : 0.85
» Tanks : 0 or 0.95
» Void / Other spaces except tanks : 0.95
» Cargo holds : 0.95 / 0.70

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3.3 Damage Stability
Applicable regulations for damage stability

 Applicable regulations for damage stability

• Two approaches to calculations in regulations:
» Deterministic (Oil, Chemical & Gas Tankers, Passenger Vessels and for
Reduced Freeboard)
» Probabilistic (Cargo Ships, Bulk Carriers, Container Vessels, Ro-Ro,...)

• The following regulations apply for main ship types:

» Passenger vessels : SOLAS 90, Res A.265
» Oil Tankers : MARPOL, ILLC
» Chemical Tankers : IBC CODE, ILLC
» Gas Tankers : IGC CODE, ILLC
» Dry Cargo : SOLAS 92, Res A.320

BV Rules - SDS notation

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3.3 Damage Stability
Deterministic Approach

 Deterministic Approach
• Based on standard dimensions of damage extending anywhere along
the ship’s length or between transverse bulkheads
• Consequence of such a standard damage is the creation of “group of
damage cases”, number of cases and compartments involved
depends on ship’s dimensions and internal subdivision
• For each loading condition, each damage case is considered, and
criteria applied
• Different deterministic methods in damage stability developed
depending on ship type, freeboard reduction, kind of cargo carried
• Future - this approach likely to be replaced by probabilistic approach

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3.3 Damage Stability
Example of Deterministic Approach

 Example of Deterministic Approach – Gas Tankers - IGC Code

Extent of damage assumptions (also depends on tanker type and
length)
• Side damage:
» longitudinal extent - 1/3 L2/3 or 14.5 m
» transverse extent - B/5 or 11.5 m
» vertical extent - no limitation
• Bottom damage:
For 0.3L from FP
» longitudinal extent - 1/3 L2/3 or 14.5 m
» transverse extent - B/6 or 10 m
» vertical extent – B/15 or 2 m
Any other part
» longitudinal extent - 1/3 L2/3 or 5 m
» transverse extent - B/6 or 5 m
» vertical extent – B/15 or 2 m
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3.3 Damage Stability
Example of Deterministic Approach

 Example of Deterministic Approach – Gas Tankers - IGC Code

(continued)

• Local side damages anywhere in cargo area - extent inboard 760 mm

• Survival requirements at final equilibrium after flooding :
» righting lever curve range  20°
» GZ max  0.1 m within the range of 20°
» area under the curve  0.0175 m. rd within the range of 20°
» unprotected openings not immersed
» emergency source of power capable of operating

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3.3 Damage Stability
Example of Deterministic Approach

 Example of Deterministic Approach - Passenger Ships - SOLAS 90

• Subdivision factor and floodable length (margin line-now outdated)
• Extent of damage assumptions
» longitudinal extent - 3m + 3%L or 11m for subdivision factor > 0.33
» transverse extent - B/5
» vertical no limit
» flooding 2 or 3 adjacent compartments, depending on subdivision

• Survival requirements:
» area under GZ curve  0.015mrd
» positive residual GZ range 15° beyond angle of equilibrium
» residual GZ(m)= (heeling moment/displacement) + 4 , min. value > 0.1 m

• Additional survival requirements for ships carrying more than 400

passengers
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3.3 Damage Stability
Probabilistic Approach

 Probabilistic Approach
• Ship safety in damaged condition based on probability of survival
after collision - referred to as the attained subdivision index A
• Calculations performed for a limited number of draughts and GM
values, to draw a min. GM curve where the attained subdivision index
A achieves the minimum required level of safety R
• For cargo ships, each case of damage is not required to comply with
applicable criteria, but the attained index A. This is the sum of the
contribution of all damage cases, equal to or greater than R
• This method applies to “cargo ships” (SOLAS definition) > 80 m, and
for which no deterministic methods apply

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3.3 Damage Stability
Example of Deterministic Approach

 Example of a Probabilistic Approach - Cargo ships

• SOLAS Ch II-1 & BV Rules
Attained subdivision index A : A = Σ pisi
pi : probability of compartment or group of compartments i flooded
si : probability of survival after flooding of compartments i

• Extent of damage limited vertically by the deck defining the

subdivision length Ls - used for determination of R factor
• Calculations made for two draughts with even keel - Summer load line
draught and partial load line draught
• “si” depends on loading condition, “pi” does not
• Main stability information supplied to the master:
» Curve of min. GM v Draught or allowable KG v Draught
» Damage control plan (or Loading instrument with same info.)

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3.3 Damage Stability
Ro-Ro Stability

 Ro-Ro Stability
• Ro-Ro vessels are vulnerable if water enters vehicle decks, there is
rapid loss of stability due to free surface effect on a large area
• Until 1990,stability in damaged condition was as for vessel with
conventional dimensions. Since 1990, criteria for passenger Ro-Ro’s
considers larger angle of heel, vehicle deck immersed, calculations
must consider flooding, residual righting moment requirement
applicable to all passenger vessels has to be met
• In 1992 some flag administrations introduced A/Amax for existing
passenger Ro-Ro’s, eventually implemented in SOLAS
• As from July 1997, all Ro-Ro passenger vessels with more than 400
passengers to comply with two adjacent compartment flooding
• Additional measures introduced for all existing Ro-Ro passenger
vessels in NW Europe and Baltic sea (Stockholm agreement)

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3.4 Load Lines
Load Lines

 3.4 Load Lines

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3.4 Load Lines
History of Load Lines

 History of Load Lines

• 19th century, increase in trade, many overloaded ships lost, some
sailors refused to go to sea
• 1870, Samuel Plimsoll in UK wrote a book on the disastrous effects of
overloading ships. Campaigned for improving safety at sea
• In 1872, a Royal Commission on Unseaworthy Ships was set up to
look at evidence and recommend changes
• Merchant Shipping Act of 1876 made load lines compulsory
• May 1930, International Load Line Convention convened in London
• 1966 Convention followed - origin of the Regulations applicable today

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3.4 Load Lines
Definitions

 Definitions
• Conditions of Assignment – Conditions to meet for assignment of a load
line
• Freeboard – Vertical distance downward amidships from upper edge of
deck line to upper edge of the related waterline
• New ship – Keel laid, or at similar stage of construction, on or after
21/7/1968
• Superstructure – Decked structure on FB Dk. Extending side to side, or
not inboard of shell plating more than 4% of ship’s beam
• Bridge – superstructure which does not extend to either FP or AP
• Forecastle – superstructure which extends from FP to fwd of AP
• Full superstructure – extends as a minimum, from FP to AP
• Poop - superstructure which extends from AP fwd to aft of FP
• Watertight – No passage of water in any direction, under a head of water
for which the surrounding structure is designed
• Weathertight – In any sea conditions water will not penetrate

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3.4 Load Lines
Definitions

 Definitions (continued…)
• Freeboard deck – uppermost complete deck exposed to weather and sea
• Type A vessel –carry liquid cargoes in bulk, cargo tanks with, small access openings
closed by watertight gasketed steel covers
• Type B vessel – All vessels which do not qualify as a Type A
• Type B with reduced Freeboard – Based on damage stability analysis, must be
over 100m in length
• B-60 – FB reduced up to 60% of the total difference between the tabular Freeboard
for a Type A and a Type B vessel
• B-100 – FB reduced up to total difference between the tabular Freeboard for a Type A
and a Type B vessel
• Increased Freeboard – Greater than the minimum Type A or Type B Freeboard.
Freeboards may be increased due to strength, stability, deficient hatch covers,
location of shell doors

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3.4 Load Lines
Freeboard Calculations

 Freeboard Calculations
• Tabular Freeboard - This is the starting point to determine min. geometric
Freeboard. Tables give values as a function of length
• Corrections - Tabular values are corrected for the following:
» Block coefficient - Applied when actual CB is above 0.68
» Depth correction - Based on standard Depth of L/15. If actual Depth is above
this value, vessel assumed to have more draft and therefore less buoyancy,
therefore vessel is penalised with a greater Freeboard
» Deckline correction - Not always possible to find the deckline (camber,
radiused plating, tumblehome etc). The edge in this case has to be plotted as
an imaginary deck edge

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3.4 Load Lines
Freeboard Calculations

 Freeboard Calculations (continued…)

• Corrections – continued…
» Superstructure (always deducted) - contributes to some extent in resisting
large rolling angles. Mean length (S) determined (considering any recesses,
curved end bulkheads etc.). This is corrected for breadth and height to give
effective length (E). Sum of all E values used in the table to find % deduction
from FB
» Sheer - superimpose actual sheer profile with the standard sheer profile.
Depending on larger or smaller area, FB is either penalised or credited
» Minimum bow height - vertical distance between the summer load waterline
(including trim) and top of the exposed deck at side. To ensure that vessel has
reserve buoyancy at the bow to resist pitching and minimise bow immersion in
rough weather

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3.4 Load Lines
Load Line Marks

 Load Line Marks

Deck line Density allowances

Seasonal allowances

TF

F
T
B V S

W
WNA
Load Line mark

In case of All Seasons Freeboard (i.e. centre of the ring below lowest
seasonal load line mark), only the Fresh Water Load Line need be marked

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3.4 Load Lines
Conditions of Assignment

 Conditions of Assignment
Strength and stability requirements
• Strength must be to the Flag Administration. This is satisfied for
classed vessels by meeting Rule requirements.
• If vessel approved to a lesser scantling draught than the draught
corresponding to summer load line, the Freeboard must be assigned
at the scantling draught
• Approved Loading Manuals must be provided, to ensure hull is not
over stressed
• Must meet all applicable Stability regulations and must have approved
stability information on board covering all loading conditions,
maximum draught within the allowable Load Line draught assigned

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3.4 Load Lines
Conditions of Assignment

 Conditions of Assignment (continued…)

Position requirements

0.25L

2
2 2
1
1

AP FP

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3.4 Load Lines
Conditions of Assignment

 Conditions of Assignment (continued…)

• Vertical access openings - sill height requirements
» Doors - superstructures fitted with permanently attached doors
» Machinery casings - must be framed and have covers
» Cargo ports - watertight below FB deck, strength considerations

• Horizontal access openings - coaming height requirements

» Must be protected by superstructure, deckhouse or companionway –
equivalent strength
» Hatchcovers – strength criteria, approved securing

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3.4 Load Lines
Conditions of Assignment

 Conditions of Assignment (continued…)

• Ventilators and airpipes - substantially constructed and connected, sill height
requirements
• Scuppers, inlets and discharges - requirements consider spaces penetrated and
possibility of flooding
• Side scuttles and windows - No window below Freeboard deck, side scuttle sill
height requirements, deadlight requirements below Freeboard deck and 1st tier deck
of superstructures
• Freeing ports - necessity to quickly drain water from exposed decks, minimum size
requirement
• Crew protection – minimum height of bulwarks and hand rails, protected access to
and from crew quarters, strength of deckhouses for accommodation and means of
protection and access around deck cargo

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