SHIP STABILITY

-BASIC PRINCIPLES

SHIP STABILITY-Bacic [Link] 1

 Vessel Stability
• Vessel stability is a fundamental component of seaworthiness so it is the responsibility of
all involved in the ship to ensure that their vessel possesses a satisfactory level of stability
in order to ensure its safety as well as that of the people on board.

• A vessel’s stability is the measure of its ability to withstand high winds, waves and other
forces resulting from its operations (lifting, trawling, towing, etc.) and resist capsizing by
returning to an upright position after being heeled over.

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• The density of any given substance is it’s mass per unit volume.
• This can be expressed as: DENSITY =
• Rearranging the above formula gives: VOLUME = or
• MASS = VOLUME x DENSITY
• For ship stability purposes the units commonly used are:

• Mass: tonnes (t)

• Volume: cubic metres (m3)
• Density: tonnes per cubic metre (t/m3)
• Density of water in which a ship typically floats
• A ship is presumed to always float in water which lies in the following density range:
• FRESH WATER (FW): 1.000 t/m3 to
• SALT WATER (SW): 1.025 t/m3
• Water that lies between these two extremes is termed DOCK WATER (DW).
• Relative density (RD) of a substance is the number of times the substance is heavier than fresh water.
• RD =
• When considering a volume of 1m3
• RD of substance = SHIP STABILITY-Bacic [Link] 3
The laws governing flotation
• Two laws need to be considered:
Archimedes’ principle;
The law of flotation.
Archimede’s principle
• States that when a body is wholly or partially immersed in a liquid, it experiences an upthrust
(apparent loss of mass - termed Buoyancy force (Bf)) equal to the mass of liquid displaced.
• Consider a block of steel measuring 2m x 2m x 2m that has a density of 7.84 t/m 3.
• If this block was to be suspended by a ship’s crane that has a very accurate load gauge, what
load (mass) would register on the gauge if the block was suspended over the ship’s side in air?
• The block is suspended in air!
• Since: Mass = Volume x Density;
• Mass of the block = (2m x 2m x 2m) x 7.84 t/m 3 = 62.72 t
• The crane driver now lowers the block so that it becomes half submerged in the dock water
which has a density of 1.020 t/m3
• The block is now displacing a volume of water where:
• Volume of water displaced = (2m x 2m x 1m) = 4 m 3
• Mass of water displaced = Volume x Density of the dock water;
• = 4 m3 x 1.020 t/m3 = 4.08 t which represents the upthrust of the buoyancy force (Bf) created
by the displaced water.
• Therefore: Mass of block = 62.72 t
• Upthrust due to Bf = 4.08 t SHIP STABILITY-Bacic [Link] 4
• What load (mass) will the gauge indicate if the crane
driver now lowers the block so that it is completely
submerged in the dock water?
• The block is now displacing a volume of water where:

• Volume of water displaced = (2m x 2m x 2m)

• = 8 m3

• Mass of water displaced = Volume x Density of the

dock water;
• = 8 m3 x 1.020 t/m3
• = 8.16 t which represents the upthrust of the
buoyancy force (Bf) created by the displaced water.

• Therefore: Mass of block = 62.72 t

• Upthrust due to Bf = 8.16 t
• Gauge reading = 54.56 t
SHIP STABILITY-Bacic [Link] 5
Law of flotation
States that every floating body displaces it’s own mass of the liquid in which it floats.

• The displacement of a ship (or any floating object) is defined as the number of tonnes of water it displaces. It is usual to consider
a ship displacing salt water of density 1.025 t/m 3, however, fresh water values of displacement (1.000 t/m 3) are often quoted in
ship’s hydrostatic data.
• The volume of displacement is the underwater volume of a ship afloat i.e. the volume below the waterline.
• To calculate the displacement (W) of a ship the following needs to be known:
• The volume of displacement (V)
• The density of the water in which it floats (ƿ)
• Since: MASS = VOLUME x DENSITY
• the mass, or displacement, of a ship is calculated by:
• DISPLACEMENT = VOL. OF DISPL. x WATER DENSITY
•W=Vxƿ
• To calculate the displacement of a box-shaped vessel
• Consider the vessel shown.
• VOLUME OF DISPL. = LENGTH x BREADTH x DRAUGHT
• VBOX = L x B x d
• Therefore:
• DISPLACEMENT = VOL. OF DISPL. x WATER DENSITY
• WBOX = (L B  d)   SHIP STABILITY-Bacic [Link] 6
Tonnes per Centimetre
Immersion (TPC)

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TONNES PER CENTIMETRE IMMERSION (TPC)
• The TPC for any given draught is the weight which must be loaded or discharged to change the ship’s mean
draught by one centimetre.
• Consider the ship shown floating in salt water (RD 1.025) with a waterplane area (WPA) at the waterline as
shown.
• A weight ‘w’ tonnes is loaded on deck so that the mean draught increases by 1 cm.
• The mass of the additional slice of displaced water is the same as the added weight ‘w’.
• Since: Mass = Volume  Density
• then: Added displacement = Vol. of slice  density.
• If the WPA is assumed to not significantly change between the two waterlines, then:
• Added displacement = (WPA(m2)  1 cm)  density;

• Added displacement = WPA(m2)  1 (m)  density;

• 100

• Thus, the formula for TPC is given by:

• TPC = WPA  
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• 100
• Calculate the TPC for ship with a waterplane area of 1500 m2 when it is floating
in:
• (a) salt water; (b) fresh water; (c) dock water of RD 1.005.

• TPC = WPA  
• 100

• a) TPC = 1500  1.025 = 15.375

• 100

• b) TPC = 1500  1.000 = 15.000

• 100

• c) TPC = 1500  1.005 = 15.075

• 100
SHIP STABILITY-Bacic [Link] 9
• Consideration of the TPC formula indicates that:
• TPC increases with WPA and for a normal ship-shape the WPA will increase with
draught.
• TPC increases with density. Two values of TPC are often quoted in ship’s
hydrostatic data, TPCSW and TPCFW.

• TPC values for the draught range of a ship allow us to calculate how much
cargo/ballast etc. to load or discharge to achieve a required draught.

• Sinkage/Rise (cms) = w
• TPC

• where ‘w’ represents the total weight that is loaded or discharged to change the
draught of the ship. SHIP STABILITY-Bacic [Link] 10
DRAUGHT DISPL. DISPL. TPC TPC MCTC MCTC KMt KB LCB LCF
m t t t t t-m t-m m m foap foap
SW FW SW FW SW FW m m
RD 1.025 RD 1.000 RD 1.025 RD 1.000 RD 1.025 RD 1.000
7.00 14576 14220 23.13 22.57 184.6 180.1 8.34 3.64 70.03 67.35
6.90 14345 13996 23.06 22.50 183.0 178.5 8.35 3.58 70.08 67.46
6.80 14115 13771 22.99 22.43 181.4 177.0 8.36 3.53 70.12 67.57
6.70 13886 13548 22.92 22.36 179.9 175.5 8.37 3.48 70.16 67.68
6.60 13657 13324 22.85 22.29 178.3 174.0 8.38 3.43 70.20 67.79
6.50 13429 13102 22.78 22.23 176.8 172.5 8.39 3.38 70.24 67.90
6.40 13201 12879 22.72 22.17 175.3 171.0 8.41 3.33 70.28 68.00
6.30 12975 12658 22.66 22.11 173.9 169.6 8.43 3.28 70.32 68.10
6.20 12748 12437 22.60 22.05 172.5 168.3 8.46 3.22 70.35 68.20
6.10 12523 12217 22.54 21.99 171.1 167.0 8.49 3.17 70.38 68.30
6.00 12297 11997 22.48 21.93 169.8 165.7 8.52 3.11 70.42 68.39
5.90 12073 11778 22.43 21.87 168.5 164.4 8.55 3.06 70.46 68.43
5.80 11848 11559 22.37 21.82 167.3 163.2 8.59 3.01 70.50 68.57
5.70 11625 11342 22.32 21.77 166.1 162.1 8.63 2.95 70.53 68.65
5.60 11402 11124 22.26 21.72 165.0 161.0 8.67 2.90 70.57 68.73
5.50 11180 10908 22.21 21.66 163.9 160.0 8.71 2.85 70.60 68.80
5.40 10958 10691 22.15 21.61 162.9 158.9 8.76 2.80 70.64 68.88
5.30 10737 10476 22.10 21.56 161.8 157.9 8.81 2.74 70.68 68.95
5.20 10516 10260 22.05 21.51 160.8 156.9 8.86 2.69 70.72 69.02
5.10 10296 10045 22.00 21.46 159.8 155.9 8.92 2.63 70.75 69.09
5.00 10076 9830 21.95 21.41 158.8 154.9 8.98 2.58 70.79 69.16
4.90 9857 9616 21.90 21.36 157.9 154.0 9.06 2.53 70.82 69.23
4.80 9638 9403 21.85 21.32 156.9 153.1 9.13 2.48 70.86 69.29
4.70 9420 9190 21.80 21.27 156.0 152.2 9.22 2.43 70.90 69.35
4.60 9202 8978 21.75 21.22 155.1 151.3 9.30 2.38 70.93 69.42
4.50 8985 8766 21.70 21.17 154.2 150.5 9.40 2.32 70.96 69.48
4.40 8768 8554 21.65 21.12 153.3 149.6 9.49 2.27 71.00 69.55
4.30 8552 8344 21.60 21.07 152.4 148.7 9.60 2.22 71.04 69.62
4.20 8336 8133 21.55 21.02 151.5 147.8 9.71 2.17 71.08 69.68
4.10 8121 7923 21.50 20.97 150.6 146.9 9.83 2.12 71.12 69.74
4.00 7906 7713 21.45 20.93 149.7 146.0 9.96 2.07 71.15 69.81
3.90 7692 7505 21.40 20.88 148.7 145.1 10.11 2.01 71.18 69.88
3.80 7478 7296 21.35 20.83 147.8 144.2 10.25 1.96 71.22 69.94
3.70 7265 7088 21.30 20.78 146.8 143.3 10.41 1.91 71.25 70.00
3.60 7052 6880 21.24 20.72 145.9 142.3 10.57 1.86 71.29 70.07
3.50 6840 6673 21.19 20.67 144.9 141.3 10.76 1.81 71.33 70.14
SHIP STABILITY-Bacic
THESE HYDROSTATIC [Link]
PARTICULARS HAVE BEEN DEVELOPED WITH THE VESSEL FLOATING ON EVEN 11
KEEL.
• A ship has an initial mean draught of 5.10 m in salt water and is required to complete loading with a
draught of 6.40 m. Using the hydrostatic particulars calculate the amount of cargo that must be loaded.
• The answer may be calculated in two ways:

Method 1
• 1. Read off the displacements (SW) for both the initial and required final draughts.
• 2. Subtract the smaller from the larger.
• 3. Result equals the amount to load.

Method 2
• 1. Read off the TPC SW values for both the initial and required final draughts.
• 2. Calculate the mean TPCSW value.
• 3. Calculate the required change in draught; in this case sinkage.
• 4. Use the formula:
• Sinkage/Rise (cms) = w
• TPC
SHIP STABILITY-Bacic [Link] 12
To find ‘w’, the amount to load:
Method 1
• Initial draught 5.10 m;SW = 10296 t
• Required draught 6.40 m; SW = 13201 t
• Cargo to load = 2905 t

Method 2
• Initial draught 5.10 m;TPCSW = 22.00
• Required draught 6.40 m; TPCSW = 22.72

• Mean TPCSW = 22.00 + 22.72 = 22.36

• 2
• Sinkage (cms) = 6.40 m - 5.10 m = 1.30 m = 130 cms
• Sinkage (cms) = w
• TPCSW

• Cargo to load (w) = Sinkage  Mean TPCSW = 130  22.36 = 2906.80 t

• The answers may differ slightly because in using the mean value of TPC it is assumed that the TPC value will change linearly
SHIP STABILITY-Bacic [Link] 13
between the range of draughts concerned.
• Had the ship been floating in fresh water (FW), would the amount of cargo to load be the same to achieve the required draught
of 6.40 m in fresh water.
Method 1
• Initial draught 5.10 m;FW = 10045 t
• Required draught 6.40 m; FW = 12879 t
• CARGO TO LOAD = 2834 t
Method 2
• Initial draught 5.10 m;TPCFW = 21.46
• Required draught 6.40 m TPCFW = 22.17
• Mean TPCFW = 21.46 + 22.17 = 21.815
• 2
• Sinkage (cms) = 6.40 m - 5.10 m = 1.30 m = 130 cms
• Sinkage (cms) = w
• TPCFW
• Cargo to load (w) = Sinkage  Mean TPCFW
• = 130  21.815 = 2835.95 t
• The displacement for the correct density must be used in all calculations.
• The TPC for the density in which the ship is loading in should be used in calculations.

• It is usual to calculate the amount to load on theSHIP STABILITY-Bacic [Link]

basis of the required salt water draught. 14
FORM COEFFICIENTS

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• Form coefficients are ratios which numerically compare the ship’s underwater
form to that of a regular shape (such as a rectangle or box-shape).

• They are primarily used at the design stage, prior to construction, to determine
factors such as resistance to forward motion that the ship will experience during
operation, this then being used to determine the ship’s power
requirements/engine(s) size.

• Design coefficients of primary concern are:

 Coefficient of fineness of the water-plane area (CW)
 Block coefficient (CB)
 Midships coefficient (CM)
 Longitudinal prismatic coefficient (CP)

SHIP STABILITY-Bacic [Link] 16

Coefficient of fineness of the water-plane area (CW)
• Is defined as the ratio of the ship’s water-plane area to the area of a rectangle
having the same length and breadth of the ship at the waterline in question.

• CW=
• Since the ship’s WPA is less in area than the rectangle formed around it , the
value of CW must always be less than 1.00.

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Block coefficient (CB)
• The block coefficient (CB) of a ship is the ratio of the underwater volume of a ship to the volume
of the circumscribing block.
• CB =

• Therefore: DisplacementSHIP = (L B  d  CB)  

• Since the ship’s volume of displacement is less than the volume of displacement of the
surrounding block, the value of CB must always be less than 1.00.

• Block coefficient is an important factor when the assigned freeboard of a ship is being calculated.
SHIP STABILITY-Bacic [Link] 18
• Calculate the displacement of a box-shaped
vessel that has a length of 80 m, breadth of 16 m
and floats at a draught of 4.2 m in salt water
(density 1.025 t/m3).

• WBOX = (L x B x d) x ƿ
•  WBOX = (80 x 16 x 4.2) x 1.025
•  WBOX = 5510.4 t

• To calculate the displacement of a ship

• Since a ship is not box-shaped, a factor known as
the block coefficient (CB) needs to be considered.
• The block coefficient (CB) of a ship is the ratio of
the underwater volume to the volume of the
circumscribing block.
• CB =
• Where V is the under water volume of the ship
•  WSHIP=Vx  = (L B  d  CB)   SHIP STABILITY-Bacic [Link] 19
• A ship displaces 11400 tonnes and floats at a draught of 5.60 m in salt water. If the waterline length and breadth
are 140 m and 18 m respectively calculate the block coefficient of the ship.
• Mass = Volume x Density
• Displacement = Vol. of displ. x Water density
•  11400 = Vol. of displ. x 1.025

•  Vol. of displ. = 11400/1.025 = 1112.951 m3

• CB = =

•  CB = 0.788

REMEMBER THAT CB HAS NO UNITS, IT IS A RATIO!

• Alternatively
• WSHIP = (L x B x d x CB) x ƿ
• CB =

•  CB = 0.788 SHIP STABILITY-Bacic [Link] 20

Midships coefficient (CM)
• The midships coefficient (CM) of a ship at any draught is the ratio of the
underwater transverse area of the midships section to the product of the breadth
and draught (the surrounding rectangle).
• CM=

• Similarly, the value of CM must always be less than 1.00.

SHIP STABILITY-Bacic [Link] 21

Longitudinal prismatic coefficient (CP)
• The longitudinal prismatic coefficient (CP) of a ship at any draught is the ratio of the underwater volume of the ship
to the volume of the prism formed by the product of the transverse area of the midships section and the waterline
length.
• CP = Volume of displacement of ship
• Volume of prism
• CP = Volume of displacement of ship
• Waterline length  Area of midship section (Am)
• This coefficient gives an indication of how much the ship’s form changes at the ends. Similarly, the value of CP must
always be less than 1.00.

SHIP STABILITY-Bacic [Link] 22

Load Lines

SHIP STABILITY-Bacic [Link] 23

 LOAD LINES
• The M. S. (Load Line) Regulations require that all Indian registered ships be assigned a freeboard and a corresponding set of
load lines to be marked permanently on the ship’s side.
• The assigning authority, usually a classification society such as ‘Lloyds Register of Shipping’ will issue a Load Line Certificate.
• Important factors that are taken into account include:
• Ship stability and reserve buoyancy;
• Structural strength;
• Hatchways;
• Machinery space openings;
• All openings in the freeboard deck;
• Freeing ports;
• Protection of crew;
• Ship type (A or B).
• (and many others also.)
• Two ship types are considered:

• Type A
• Is a ship designed to carry only liquid cargoes in bulk (tankers).
• Type B
• Any other type of ship (bulk carrier, container ship, general cargo
SHIP STABILITY-Bacic etc.)
[Link] 24
• The load lines for the starboard side of a ship are shown.
Note
• The spacings between the load lines are measured from the top edge of one line to the top edge of the other!
• The assigned (Summer) freeboard is measured from the top edge of the plimsoll line (which corresponds to the
top edge of the Summer line) to the top edge of the deck line.

Note
• You may be expected to reproduce the above diagram (for the port or starboard side) in the assessment so
practice drawing them! SHIP STABILITY-Bacic [Link] 25
Fresh water allowance (FWA)
• The Fresh Water Allowance (FWA) of a ship is the number of millimetres by which
the mean draught changes when a ship passes from salt water to fresh water, or
vice-versa, when the ship is loaded to the summer displacement.
• The FWA is found by the formula:

• FWA (mm) =  Summer

• 4TPCSW

• If the load line marks are considered, the top of the Summer mark and the top of
the Fresh mark act as the limits of a scale of density that would appear on a
hydrometer (an instrument for measuring liquid density).

• The ship behaves exactly as a SHIP

very [Link]
STABILITY-Bacic hydrometer! 26
Dock water allowance (DWA)
• The Dock Water Allowance (DWA) of a ship is the number of millimetres by which the mean
draught changes when a ship passes from salt water to dock water, or vice-versa, when the ship is
loaded to the summer displacement.
• The DWA is a fraction of the FWA and is found by the formula:

• DWA (mm) = FWA  (1025 - RD dock water)

• 25

Note
• The densities are multiplied by 1000 to simplify the formula.

• The same formula can be easily modified to calculate the change in draught if the ship passes from
dock water of one density to dock water of another.

• DWA (mm) = FWA  (RD 1  RD 2)

SHIP STABILITY-Bacic [Link] 27
• 25
Load Line Calculations
• Most ships will be assigned a minimum freeboard and a corresponding set of load lines.
These will be permanently marked on each side of the ship (Certain classes of ship are
exempt from these requirements).

• Load lines assigned to a ship correspond to ocean areas or ‘zones’. Oceans around the world
are divided into these zones in terms of both geographical location and time of year
(season). By ensuring that the appropriate seasonal load line mark is not submerged at sea
in salt water (RD 1.025) the ship will always have the necessary reserve buoyancy to ensure
seaworthiness.

• To ensure that the appropriate load line is never submerged at sea, it is essential that the
learner has a thorough knowledge of the load line markings, their spacing and dimensions.
The ability to perform calculations to determine the maximum amount to load is also
important, especially to the ship owner, as the absolute maximum cargo in terms of weight
should be carried whenever possible. It is also essential that the ship is never ‘overloaded’,
as contravention of the conditions of load line assignment will arise, resulting in the ship
being unseaworthy with respect toSHIPlegislative requirements.
STABILITY-Bacic [Link] 28
SHIP STABILITY-Bacic [Link] 29
Calculating FWA & DWA
• A ship floats in SW at the summer displacement of 1680 tonnes. If the TPCSW is 5.18, how much will the
draught change by if the ship is towed to a berth where the density of the water is 1.000 t/m3?
• In moving from SW to FW the ship will experience sinkage by an amount equal to the FWA.

• FWA (mm) = DISPL. Summer

• 4TPCSW

• FWA = 1680 = 81.1 mm

• 4 × 5.18

• The draught will increase by 81.1 mm!

SHIP STABILITY-Bacic [Link] 30

• A ship has a FWA of 200 mm. Calculate the change in draught that will occur if the ship proceeds from SW to a
berth where the RD of the dock water is 1.018.
• DWA (mm) = FWA × (1025 - RD dock water)
• 25

• Therefore: DWA (mm) = 200 × (1025 - 1018)

• 25

• DWA = 56 mm

• The draught will increase by 56 mm!

SHIP STABILITY-Bacic [Link] 31

• A ship is loaded to it’s summer displacement and is to proceed down river from a berth where the dock water RD is 1.004
to another berth where the dock water RD is 1.016. If the FWA is 260 mm, calculate the change in draught that will occur
and state whether it is an increase or a decrease.
• DWA (mm) = FWA × (RDDW1 RDDW2)
• 25

• Therefore: DWA (mm) = 260 × (1016 - 1004)

• 25

• DWA = 124.8 mm

• The draught will decrease by 125 mm since the ship is moving into more dense water!

• Answers need only be to the nearest mm!

SHIP STABILITY-Bacic [Link] 32

Typical load line calculations
• When loading a ship it is desirable to load as much cargo as possible. If the ship is
being loaded in water that is less dense than salt water, such as dock water, then
allowance must be made for the ship rising out of the water on reaching the sea, salt
water density being 1.025 t/m3.

Consider the following situation:

• A ship is loading in the Summer zone in dock water RD 1.012. It can legally load so
that the salt water waterline is level with the top edge of the Summer Load Line.
• Consider the situation where the officer in charge loads cargo until the dock water
waterline is level with the Summer load line!

• What will be the situation when the ship reaches the sea?
• On reaching seawater of greater density, the ship will be light of the summer marks as
shown below.
MORE CARGO COULD HAVE BEEN LOADED!
• To avoid this situation but to also ensure that too much cargo is never loaded, the
amount to safely load can be readily calculated.

• The aim of the problem is to ensure that on proceeding to sea the ship rises to the
desired seasonal load line mark. This is achieved by considering the Fresh Water
SHIP STABILITY-Bacic [Link] 33
Allowance or Dock Water Allowance as appropriate in the calculation.
• A ship has a summer load draught of 5.80 m, FWA 140 mm and TPC of 21.82. The ship is loading at a berth in
dock water RD 1.007 and the present draught is 5.74 m. Calculate the maximum amount of cargo that can still
be loaded for the ship to be at the Summer load line mark on reaching the sea allowing for 26 tonnes of fuel
still to be loaded prior to sailing.
• The following procedure and layout should be followed exactly.

1. Calculate DWA (to the nearest mm).

• DWA (mm) = 140  (1025 - 1007) = 100.8 mm  101 mm

• 25

[Link] the ‘permitted sinkage’ in dock water. Always start with the required load line draught and work as
follows:

• Required Summer draught (1.025) 5.800 m

• DWA +0.101 m
• Required draught (1.007) 5.901 m
• Initial draught (1.007) 5.740 m
• Permitted sinkage (1.007) 0.161 m
SHIP STABILITY-Bacic [Link] 34
• Calculate the maximum amount that can still be loaded in dock water, ignoring any allowances for fuel or
other items.
• Permitted sinkage (cms) = w
• TPC
• Therefore: w = Permitted sinkage (cms)  TPC

• w = 16.1  [21.82  1.007 ] = 345.1 tonnes

• 1.025
• Note that TPC must be corrected for the density of the dock water!

• 4. Make allowance now for items other than cargo that must be loaded.
• Total that can be loaded 345.1 tonnes
• Fuel 26.0 tonnes
• Maximum cargo to load 319.1 tonnes
NOTE
• Had the given TPC not been converted for the density of the dock water, the total that could be loaded
would have worked out as:
• w = 16.1 × 21.82 = 351.3 tonnes; resulting
SHIPin the [Link]
STABILITY-Bacic being OVERLOADED BY 6.2 TONNES! 35
• A ship is floating in dock water RD 1.002 at a draught of 4.30 m. How much more cargo must be loaded to ensure that the
ship will be at the Winter load line mark given that the Winter draught corresponding to the winter displacement is 4.32 m
and the TPC is 21.60 and the FWA is 100 mm.
• Note that the TPC value given will always be the one that corresponds to salt water for the waterline which is being loaded
to.
• 1. Calculate DWA
• DWA (mm) = 100 × (1025 - 1002) = 92 mm
• 25
• 2. Calculate the ‘permitted sinkage’ in dock water.
• Required Winter draught (1.025) 4.320 m
• DWA +0.092 m
• Required draught (1.002) 4.412 m
• Initial draught (1.002) 4.300 m
• Permitted sinkage (1.002) 0.112 m
• 3. Calculate the maximum amount that can still be loaded in dock water.
• Permitted sinkage (cms) = w
• TPC
• Therefore: w = Permitted sinkage (cms) × TPC
• w = 11.2 × 21.60 × 1.002 = 236.5 tonnes
• 1.025
SHIP STABILITY-Bacic [Link] 36
• Total that can be loaded 236.5 tonnes
• Sometimes a question may be a little more difficult whereby a knowledge of the load line dimensions is essential. It is
essential that a sketch be drawn to fully understand what is being asked!
• A ship is floating in dock water RD 1.006. The waterline to port is 12 cm below the lower edge of the ‘S’ mark and on
the starboard side is 4 cm above the upper edge of the ‘W’ mark. If the summer displacement is 21620 tonnes
(corresponding to a draught in salt water of 6.86 m, TPC 18.6), how much cargo remains to be loaded to ensure that
the ship will be at the Winter mark in salt water.
1. Identify the load lines that are mentioned in the question (‘S’ and ‘W’ in this case); sketch them and enter all known
dimensions, calculating them as necessary.
• Thickness of the lines:25 mm (2.5 cms; 0.025 m)
• Distance between Winter and Summer load lines (X):
• X = Summer draught = 6.86 = 0.143 m
• 48 48

2. Draw a sketch (Port or Starboard side)

SHIP STABILITY-Bacic [Link] 37

3. Starting with a known draught (Summer) calculate the draught on each side by applying the distances in
the sketch.
PORT STBD
• Summer draught 6.860 6.860
• Line thickness -0.025 ‘X’ -0.143
• -0.120 +0.040
• Draught each side 6.715 m 6.757 m

4. Calculate initial mean draught.

• Initial mean draught (RD 1.006) = 6.715 + 6.757 = 6.736 m

• 2
5. Calculate DWA (in this case FWA must first be calculated.
• FWA (mm) = DISPL. Summer = 61620 = 290.6 mm
• 4TPCSW 4  18.6

• DWA (mm) = 290.6  (1025 - 1006) = 220.8 mm  221 mm

• 25 SHIP STABILITY-Bacic [Link] 38
6. Calculate the ‘permitted sinkage’ in dock water

• Required Winter draught (1.025) 6.717 m

• DWA +0.221 m
• Required draught (1.006) 6.938 m
• Initial draught (1.006) 6.736 m
• Permitted sinkage (1.006) 0.202 m

7. Calculate the maximum amount that can still be loaded in dock water.

• Permitted sinkage (cms) = w

• TPC

• Therefore: w = Permitted sinkage (cms)  TPC

• w = 20.2  18.6  1.006 = 368.8 tonnes

• 1.025
NOTE
• Steps 5-7 apply to all load line questions andSHIP
should be strictly followed!
STABILITY-Bacic [Link] 39
Reading the draught and
taking density readings

SHIP STABILITY-Bacic [Link] 40

READING THE DRAUGHT
• The following terms should be understood as they will be referred to in this section.
Forward Perpendicular (FP)
• This is the vertical line of reference that intersects the Summer Load waterline at the forward edge of the stem, the ship
being on an even keel.
After Perpendicular (AP)
• This is the vertical line of reference that coincides with the after edge of the stern post, or, if no stern post, then the turning
axis of the rudder.
Length between perpendiculars (LBP)
• Is the horizontal distance between the forward and after perpendiculars. It is this length that is considered when conducting
trim calculations.
Length overall (LOA)
• Is the horizontal distance between the after most part of the ship and the forward most part of the ship.
Amidships
• Is the mid point between perpendiculars. It is not the mid point in the length of the ship.
• Consider the ship shown.

SHIP STABILITY-Bacic [Link] 41

Draught marks and reading the draught
• The draught marks on a ship should be marked
at the Forward and Aft Perpendiculars on both
[Link] numerals are 10 cms in height and
are spaced 10 cms apart as shown.

SHIP STABILITY-Bacic [Link] 42

• The draught is read as shown using the lower edge
of the numerals. Intermediate values have to be
estimated. If the water is quite choppy then great
accuracy will not be possible.

SHIP STABILITY-Bacic [Link] 43

• What is the draught reading for each of the
waterlines shown?

• Answer
• (a) 2.80 m
• (b) 2.50 m
• (c) Approximately 2.37 m
• (d) Approximately 1.82 m SHIP STABILITY-Bacic [Link] 44
• Ideally the draughts should be read on
both sides of the ship and the mean
draught forward and the mean draught aft
determined. For obvious reasons this is
rarely done so before the draughts are read
the ship should be brought to the upright
condition to eliminate errors.

• At the outset it was stated that the draught

marks should be in line with the forward
and after perpendiculars. This is usually
impossible as shown below.

• At the after end the curvature of the stern

may make the draught marks difficult to
see. At the forward perpendicular there is
nothing to mark them on! Therefore it is
usual to set them a suitable distance
forward and aft of the respective
SHIP STABILITY-Bacic [Link] 45
perpendiculars.
Density readings
• In order that the ship’s displacement be accurately
determined it is essential that an accurate density
reading be taken. An instrument known as a marine
hydrometer is used. Note the scale on the one
shown.

SHIP STABILITY-Bacic [Link] 46

 Procedure for taking a density reading
• The hydrometer should have a certificate to verify that it is for marine use and is accurate with an
appropriate scale (00 to 25) on the stem.

• Confirm that the instrument is undamaged (any dents in the flotation bulb will cause inaccurate
readings).

• A dock water sample should be taken from approximate half-draught depth using a clean bucket.

• The bucket should be filled deep enough to ensure that the instrument does not touch the
bottom.

• The water samples should be taken in positions away from overboard discharges and away from
floating debris/surface oil.

• Take a number of readings at different locations around the ship and obtain a mean value
(forward port & starboard, amidshipsSHIPport and starboard
STABILITY-Bacic and aft port and starboard).
[Link] 47
• Once the surface of the water sample is
still, float the hydrometer giving a
twisting movement to break any surface
tension and to release any trapped air
bubbles that might have adhered to the
stem.

• Before taking the reading ensure that

the hydrometer is not in contact with
the side of the bucket.

• When taking the reading be wary of the

error that might be caused by reading
the ‘meniscus’ level.

• When finished with, the hydrometer

should be wiped dry with a clean cloth
and replaced into its protective case.
SHIP STABILITY-Bacic [Link] 48
Transverse Statical Stability

SHIP STABILITY-Bacic [Link] 49

TRANSVERSE STATICAL STABILITY
• ‘Transverse statical stability’ is a term used to describe the ability of a ship to return to
the upright when it has been forcibly heeled by an external force to some angle and is
momentarily at rest in still water.

• It is the relative positions of the centre of gravity (G) and the centre of buoyancy (B) as
the ship is heeled to a particular angle that determines how stable a ship is.

• Centre of Gravity (G) – Is defined as the point through which the total weight force
(Wf) of the ship can be considered to act vertically downwards. Its position depends
on the distribution of the ship’s structure and all weights loaded on board.

• Centre of Buoyancy (B) – Is defined as being at the geometric centre of the

underwater volume of the ship and is the point through which the total buoyancy
force (Bf) can be considered to act vertically upwards. Its position constantly changes
as the ship heels, heaves and pitches at sea.
SHIP STABILITY-Bacic [Link] 50
• When the ship is upright the lines of action of both the weight force (Wf) and
buoyancy force (Bf) act through the points G and B as shown.

• If the ship is heeled by an external force to some angle the relative positions of G and
B change causing the lines of action of Wf and Bf to become horizontally separated.

• The horizontal separation of the lines of action of Wf and Bf is such that a righting
lever (GZ) now exists.

• Righting lever (GZ) is defined as the horizontal distance between the centre of
gravity (G) and the vertical line of action of the buoyancy force (Bf) acting through
the centre of buoyancy (B) when the ship is heeled.
SHIP STABILITY-Bacic [Link] 51
SHIP STABILITY-Bacic [Link] 52
• The righting levers for specified angles of heel are represented on a curve of
statical stability, commonly known as a GZ curve as shown.

SHIP STABILITY-Bacic [Link] 53

Righting moment
• The righting moment at any given angle of heel is found by:

• RIGHTING MOMENT = GZ x DISPLACEMENT

• which results from the buoyancy force (Bf), which is equal to the ship’s displacement (Wf),
acting on the end of the lever GZ which pivots about G.

• The righting moment at any angle of heel represents the instantaneous value of the ‘work
available’ to right the ship in ‘still water’ conditions.
SHIP STABILITY-Bacic [Link] 54
Initial Transverse Metacentre (M)
• Is defined as the point of intersection of the lines of action of buoyancy force (Bf)
when the ship is in the initial upright condition and subsequently heeled
conditions. It only applies at small angles of heel from the upright (up to 10° heel
approximately).
• It’s height is quoted in relation to the keel - KM.

SHIP STABILITY-Bacic [Link] 55

Metacentric Height (GM)
• Is the vertical distance between the
ship’s centre of gravity (G) and the
metacentre (M).
• The GM is very important in
determining the initial stability of
the ship i.e. the stability of the ship
at small angles of heel.

• Righting lever (GZ) has reduced to

G1Z1 as a result of the upward
movement of the centre of gravity
(G).
• Therefore, available righting
moment will also be reduced.
• Similarly, if G was lowered the
righting lever (GZ) (and available
righting moment) would be
SHIP STABILITY-Bacic [Link] 56
increased.
• Calculating the righting moment at small angles of
heel

• In triangle GZM: Sin Ɵ = OPP = GZ

• HYP GM

• Therefore: GZ = GM x Sin Ɵ

• Having found GZ;

RM = GZ x DISPLACEMENT

Note
• The formula for GZ can only be used at small
angles of heel. SHIP STABILITY-Bacic [Link] 57
Stable condition
• A ship is in a stable condition if, when heeled by an external force to a small
angle, it returns to the upright when the force is removed.
• In this condition the ship has a positive initial GM

SHIP STABILITY-Bacic [Link] 58

Unstable condition and angle of loll
• A ship is in an unstable condition if, when heeled by an external force to a small
angle, it continues to heel further when the force is removed. GZ acts as a
capsizing lever.
• In this condition the ship has a negative initial GM.

SHIP STABILITY-Bacic [Link] 59

Neutral condition (GM = 0)
• A ship is in a neutral condition if, when heeled by an external force, it comes to rest at an
indeterminate angle of heel within small angles. GZ remains at zero within small angles of
heel.
• In this condition the ship has no GM, i.e. the centre of gravity (G) is in the same place as
the transverse metacentre (M).

• if the ship is heeled beyond small angles, the centre of buoyancy (B) will move outboard
of the centre of gravity (G) and righting levers will become positive to right the ship back
to some indeterminate small angle. SHIP STABILITY-Bacic [Link] 60
Curves of Statical Stability for
varying conditions of stability

SHIP STABILITY-Bacic [Link] 61

[Link] of statical stability for a ship in a stable condition
• A ship is in a stable condition of stability if, when heeled by an external
force in still water to a small angle of inclination, it returns to the
upright when the force is removed.
• Consider the ship shown being progressively inclined from the upright.

Figure 1
• KM - KG = GM; which is positive.
• GZ is zero.

Figure 2
• The ship is now heeled by an external force to a small angle of
inclination.
• GZ is positive, which will act to right the ship when the force is
removed.
• A typical curve of statical stability for a stable ship will be as shown.
Figures 1 and 2 are related to the curveSHIP asSTABILITY-Bacic
indicated. [Link] 62
SHIP STABILITY-Bacic [Link] 63
[Link] of statical stability for a ship in a neutral condition of stability
• A ship is in a neutral condition of stability if, when heeled by an external force in still
water to a small angle of inclination, it comes to rest at some indeterminate angle of
heel within small angles of inclination.
• Consider the ship shown being progressively inclined from the upright.
Figure 1
• KM - KG = 0; GM = 0
• GZ is zero.
Figure 2
• The ship is now heeled by an external force to a small angle of inclination.
• GZ is still zero.

Figure 3
• The ship is now heeled beyond small angles of heel.
• GZ becomes positive and the curve now departs from the tangential line drawn from
the origin. The initial transverse metacentre no longer applies to the ship since it is
now heeled to a large angle.

• A typical curve of statical stability for a ship in a neutral condition of stability will be as
shown. Figures 1, 2 and 3 are related to theSHIP curve as indicated.
STABILITY-Bacic [Link] 64
• Note
• Since GM = 0, the x-axis of the graph is also the tangent along which the
GZ curve initially follows. SHIP STABILITY-Bacic [Link] 65
[Link] of statical stability for a ship in an unstable condition
• A ship is in an unstable condition if, when heeled by an external force in still water to a small angle, it continues
to heel further when the external force is removed.
• Consider the ship shown being progressively inclined from the upright.
Figure 1
• KM - KG = GM; which is a negative value.
• GZ is zero.
Figure 2
• The ship is now heeled by an external force to a small angle of inclination whereby the line of action of the
buoyancy force (Bf) still passes through the initial transverse metacentre (M).
• GZ is negative; it represents a capsizing lever.
• (If the external force is now removed the ship would continue to heel further over!)
Figure 3
• The ship continues to heel over until B attains a position vertically below G as shown. It is now that the ship
comes to rest at an angle of loll.
• When lying at an angle of loll:
• GZ is zero.
• The angle of loll is a large angle of heel since the line of action of the buoyancy force (Bf) is no longer passing
through the initial transverse metacentre (M).
Figure 4
• If the ship is heeled further by an external force B moves outboard of G.
• GZ is now positive which will act to right the ship SHIP
back to the angle
STABILITY-Bacic of loll.
[Link] 66
Note
Since GM is negative, the tangent along which the GZ curve initially follows runs below the base. As the
vessel heels over to larger angles of inclination the GZ curve departs from the tangent and where it crosses
the base is the angle of loll (approximately 11° in this case). In theory this could be to the port or the
starboard side since G is assumed to be on the centre-line whereby port and starboard moments are equal.
SHIP STABILITY-Bacic [Link] 67
[Link] of statical stability for a ship that is listed
• When a ship is listed the centre of gravity of the ship is off the centre-line to port or
starboard by a distance we have termed GGH.
Figure 1
• Consider the ship shown that has G off the centre-line to starboard that is initially in the
upright condition.
• GGH represents a capsizing lever; a negative value of GZ.
• The ship will start to list over.
Figure 2
• As the ship lists over the capsizing lever caused by G being off the centre-line becomes less
and less.
• GHZ is negative.
Figure 3
• The ship will come to rest at an angle of list when B reaches a position vertically below the
centre of gravity (GH).
• GZ is zero.
Figure 4
• If the ship is heeled beyond the angle of list by an external force the righting lever
becomes positive to right the ship back to the listed position.
• GZ is positive. SHIP STABILITY-Bacic [Link] 68
Note
At 0° heel, the GZ value is negative by an amount equal to the distance that G is off the centre-line
(GGH). This causes the base of the graph to be dropped vertically to coincide with the new origin - the
green line being shown as the base of the graph. The initial GM used to produce the tangent to the
curve at the origin is measured from the new base as shown.
The angle of list is identified as the point on theSHIP
curve where it crosses the original base of the curve as
STABILITY-Bacic [Link] 69
shown.
• The curves for LOLL and LIST are easily confused since they look similar. It must be
remembered that:

• In a lolled situation:
• Initial GM is negative - the ship being in an unstable condition.
• The angle of loll could be to either side, port or starboard.
• The ship will loll even if the port and starboard listing moments are equal.

• In a listed situation:
• Initial GM is positive - the ship is in a stable condition.
• The angle of list will be to the same side that G is off the centre-line.

SHIP STABILITY-Bacic [Link] 70

Initial Transverse Metacentre

SHIP STABILITY-Bacic [Link] 71

INITIAL TRANSVERSE METACENTRE
• This is the point of intersection of the lines of action of
buoyancy force (Bf) when the ship is in the upright and
subsequently heeled conditions within small angles of
heel.

• where v is the volume of the transferred wedge of

buoyancy and V is the ship’s volume of displacement.

• BM is termed the metacentric radius and the height of

the initial transverse metacentre (KM) may be
calculated thus:
• KM = KB + BM
SHIP STABILITY-Bacic [Link] 72
SHIP STABILITY-Bacic [Link] 73
• Prove that the KM of a box-shaped vessel changes with draught as shown below for the range of draughts 1.00 m to
15.00 m given that: length = 100 m, breadth = 20 m.
• The values for KM are shown below having been calculated using:
• KM = KB + BM where:
• KB = draught ; and BM = B2
• 2 12d
• (a) The minimum value of KM = 8.00 m and occurs at draught = 8.00 m.
• (b) The range of draughts at which the vessel will be unstable is between 5.20 m and 12.50 m.
• (c) At a draught of 3.00 m KM was calculated to be 12.61 m.
• KM 12.61 m
• KG 9.00 m
• GM 3.61 m
• Displacement = L  B  d  density
• Displacement = 100  20  3.00  1.025
• Displacement = 6150 tonnes

• GZ = GM  Sin 
• GZ = 3.61 Sin 5°
• GZ = 0.31463....
• Therefore: Righting moment = GZ  Displacement
• Righting Moment = 0.31463..  6150
• SHIP STABILITY-Bacic [Link] 74
Righting moment = 1935 t-m
FACTORS AFFECTING KM
1. Beam
• Consider two ships of different beam each heeled to the same angle.
• In the narrow ship a wedge of buoyancy is transferred from the high side to the low side
(bb1) causing B to move to B1.
• Metacentre is at M1.

• In the broader ship a larger wedge of buoyancy is transferred from the high side to the
low side (bb1) causing B to move further out to B1. Metacentre is higher at M2.

2. Draught (Displacement)
• Consider the formula:
• BB1 = v  bb1
• V
• At the load draught the volume of the transferred wedge of buoyancy (v) represents a
smaller part of the total volume of displacement of the ship (V) than at the light draught.

• Thus, KM decreases as draught increases for the normal range of operational draughts
SHIP STABILITY-Bacic [Link] 75
of a ship.
Producing a Curve of Statical
Stability

SHIP STABILITY-Bacic [Link] 76

• As a ship heels B constantly moves, it’s position is dependent on:
• the displacement (draught) of the ship;
• the angle of heel at any instant.

• The righting lever GZ depends on the ship’s KG, but because of the many possible positions of G it is convenient to
consider the GZ that would exist if G was at the keel, termed KN, and to make a correction for the actual height of G
above the keel.
• If the figure is considered:

• Sine  = OPPSine  = Correction to KN

• HYP KG

• Therefore: Correction to KN = KG  Sine 

• and: GZ = KN - (KG Sine )

• Cross curves of stability (KN curves) are provided by the builder to allow GZ values to be determined for any value of
displacement and KG. Sometimes the values may be tabulated.
• It is usual that KN values are given for angles of heel at 10° or 15° intervals.

• An example of such values is given; SHIP STABILITY-Bacic [Link] 77

SHIP STABILITY-Bacic [Link] 78
Procedure for constructing a curve of statical stability

1. Determine the ship’s displacement and effective KG for the condition being considered
(effective KG being that taking into account free surfaces in tanks).
2. From hydrostatic data find value of KM for ship’s displacement.
3. Find GMFLUID using: GM = KM - KG
4. Enter KN tables (or curves) and obtain KN value in metres for each angle of heel given.
5. Using:GZ = KN - (KG Sine Ɵ) determine GZ values for angles of heel given.
6. Plot the GZ values.
7. Before joining all the points on the curve construct a vertical at 57.3° and from the base
upwards mark off the value of the effective GM (using the GZ scale). From this point
draw a straight line to the origin of the curve to be drawn. This will indicate the initial
trend of the curve at small angles of heel and will assist in sketching the actual curve
between the origin and the first plotted GZ value.

• (GZ and GM are closely related at SHIP

small angles of heel.)
STABILITY-Bacic [Link] 79
 • Intact stability requirements

• Area 0° to 30° to be not less than 0.055 m-r;

• Area 0° to X° to be not less than 0.09 m-r;
• Area 30° to X° to be not less than 0.03 m-r;
• X° is equal to 40° or any lesser angle at which progressive down-flooding would take place;
• Maximum GZ to be not less than 0.20 m and to occur at an angle of heel of 30° or greater;
SHIP STABILITY-Bacic [Link] 80
• Initial GM to be not less than 0.15 m.
Procedure to verify that a ship’s loaded condition complies with legislation requirements

• A ship has a displacement of 12000 t, KG 8.22 m and a KM of 8.54 m. Using the KN values provided
determine whether the ship’s loaded condition complies with the requirements of the M.S. (Load Line)
Regulations 1998.

1. Determine the GZ values.

KG 8.22 KM 8.54 GM 0.32

HEEL 0 12 20 30 40 50 60 75
KN (m) 0.00 1.78 3.05 4.65 6.04 6.88 7.20 7.20
(KG Sin Heel) 0.00 1.71 2.81 4.11 5.28 6.30 7.12 7.94
GZ (m) 0.00 0.07 0.24 0.54 0.76 0.58 0.08 -0.74
2. Plot the GZ curve.
• Obtain a value for 10° heel so that GZ values are available at 10° intervals up to 40° heel.
3. Using Simpson’s rules calculate the areas under the curve(0°- 30° and 0°- 40° and 30°- 40°)
SHIP STABILITY-Bacic [Link] 81
• Area 0°- 30°
Heel GZ (ord) SM Area Fn.
0 0 1 0
10 0.07 3 0.21
20 0.24 3 0.72
30 0.54 1 0.54
1.47
• Area 30°- 40°
• Area = 3/8 x (10/57.3) x 1.47 = 0.096 m-r (0.055) • Area = 0.214 - 0.096 = 0.118 m-r (0.03)
• Area 0°- 40° • Max GZ and angle at which it occurs
• Satisfies the requirements.
Heel GZ (ord) SM Area Fn. • Effective GM
0 0 1 0
10 0.07 4 0.28 • KM - KG = GM; 8.54 - 8.22 = 0.32 m (0.15)
20 0.24 2 0.48
30 0.54 4 2.16 • SHIP COMPLIES
40 0.76 1 0.76
3.68
• Area = 1/3 x (10/57.3) x 3.68 = 0.214 m-r (0.090)

SHIP STABILITY-Bacic [Link] 82