Guide 2 Basic Stability

Basic Stability Guide 2 Calculations
Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll

Guide 2 Stability Calculations
This guide will cover the following
Loadline, Fresh Water Allowance
Dock Water Allowance
Draft, Mean Draft, Trim
Displacement and Block Coefficient
Hydrostatic Tables, TPC
Movement of G in the transverse plane
Movement of G in the longitudinal plane
Free Surface and Loll

Guide 3 (the third and final guide in this series)
The next guide will cover stability calculations using
MV Twosuch , an excerpt from a ships stability
booklet that will be used for examination purposes.
1
Home Page
by Stevehdc
Fresh Water Allowance (FWA)
Assume a vessel loaded in Fresh Water of RD 1.0 so that the
water level is at the TOP of the F load line.
Top of S
Top of F
FWA
If the vessel was then placed into Salt Water of RD 1.025 the
vessel would float with the water level at the TOP of the S
loadline due to the density of the water changing.

Fresh Water Allowance can be found in the ships stability
manual.

Loadlines

Loadlines from a Ship Stability perspective often involve
calculations to determine how much to sink the summer
loadline in dock water so that the vessel will be on her
summer marks when entering salt water.
2
Dock Water Allowance ( DWA )
The number of millimetres by which the Summer Load
Line can be submerged in Dock Water so that the
vessel will be at its Summer Load Line when the vessel
enters Salt Water (density 1025 kg/m)
Dock Water Allowance ( DWA ) - Calculation
A calculation is required to determine how much you can
sink your Summer load line below the water at a river berth,
so you can be on your Summer Load Line when entering the
ocean

To determine the DWA
FWA units millimetres
DWA units millimetres
Calculation
=
( )
( )

=
( )
()

Orals Question
A common Orals question is Calculation of DWA
The following examples will assist you in becoming
competent with this important calculation
3
Dock Water Allowance - Calculation
=
( )
( )

=
( )
()

A vessel is loading cargo in Dock Water density 1012kg/m, if the
vessel has a FWA of 160 mm, how much can the Summer Load
Line be submerged in Dock Water, so that the vessel will float at
her Summer Marks on entering Salt Water? (density 1025 kg/m)

= .
Try the following examples to check your ability to carry out
this important calculation.
Answers shown on next page
Question FWA
mm
Density
kg/m
1 150 1016
2 120 1006
3 110 1018
4 110 1012
4
Question FWA
mm
Density
kg/m
1 150 1016
2 120 1006
3 110 1018
4 110 1012
=
( )
()

=
=
( )
()

=
( )
()

=
( )
()

= .
= .
= .
1
2
3
4
5
Displacement
The total weight of the vessel and everything on board that
vessel. (Often abbreviated to 'W.)
Q. How can we determine the displacement of a vessel?
A. By observing the draft.

Draft
Sometimes written as "Draught" The measurement of "how deep
the vessel sits in the water" This is measured at specific points of
the vessel...eg. the forward draft or after draft.

Mean Draft
The mean draft is the arithmetical mean of the fore and aft drafts.
That is the fore and aft drafts added together and divided by 2.

Draft Marks how to read
(assume the blue lines represent
the water level)
1M
2
10cm
10cm
10cm
1 metre
1.10 metres
1.30 metres
1.20 metres
Trim
The difference in draft readings between the forward draft
marks and the after draft marks.
6
Trim (by head or stern)
If the forward reading is larger, the vessel is considered
to be trimmed by the head.
If the after reading is larger, the vessel is considered to
be trimmed by the stern.

Calculations for mean draft and trim are commonplace
on board ship
Mean Draft and Trim
Consider a vessel with the following drafts:
Fwd draft = 3.60m
Aft draft = 3.80m
Find mean draft and the trim of the vessel
=
+
2

=
3.60 + 3.80
2

= .
= ~
= 3.80~3.60
= .
Hydrostatic Table
This table is found in the Stability manual on
board the vessel.
The table lists variables used in the calculation
of stability.
On smaller vessels, the mean draft is calculated
and used to enter the hydrostatic table.

Displacement and other variables can then be
determined by inspection. On larger vessels a
further calculation to convert mean draft to
draft at the LCF is required.
7
Hydrostatic Table (extract from stability booklet M.V. Twosuch)
Hydrostatic
Draft (m)
Displacement
(tonnes)
TPC MCT 1 cm
(t-m)
LCF
(m aft 0)
KM
(m)
2.60 156.5 1.168 1.438 -1.072 3.94
2.65 162.5 1.172 1.465 -1.065 3.91
2.70 168.0 1.180 1.480 -1.060 3.89
2.75 174.0 1.185 1.500 -1.050 3.87
If the table is entered with a mean draft of 2.60m the values associated with this draft can be viewed our
Displacement would be 156.5 tonnes and all the other values in the table in this row would be valid for this draft.

If the vessel had a draft of 2.75m the Displacement would be 174.0 tonnes.

If the vessel had a displacement of 168 tonnes, the mean draft would be 2.70 metres.
8
TPC
Tonnes per centimetre immersion, the amount of weight in
tonnes required to change the draft of the vessel by 1 cm
If a vessel is box shaped, it would have the same TPC value
irrespective of its draft.
Ships vary in shape as their draft changes and consequently
the TPC will vary as the draft changes. Look at how the
Hydrostatic table shows change of TPC value with change in
draft.

Up to now we have determined the change in draft
measured in mm or cm.
By using TPC we can convert a change in draft to an amount
of weight in tonnes.
Vessel can submerge the Summer
Load Line by 83.2 mm or 8.3cm.
How much cargo can be loaded if
the vessel has a TPC value of 8?
Calculation using TPC
=
= 8.3 8
= .
9
KG
Height of the centre of gravity of the ship above the baseline,
referred to as KG. (from the keel K to the centre of gravity G)

Movement of G Load and discharge
The height of G will change as weights are loaded or
discharged. It is important for the person in charge of
monitoring the stability of the vessel, to know how G will
move in all cases.
The basic principles of movement of G are as follows:

G moves towards the loaded weight

G moves away from the discharged weight
G
G
G moves away from
the discharged
weight
weight
Weight is
discharged
Vessel with
weight on
deck
10
Movement of G - a weight already on board
Assume the weight is already on board and is shifted on deck
The height of G will not change as the weight height will
not change
Movement of G in this case:

G moves parallel to the shifted weight

G
G
G moves parallel to
the shifted weight
weight
Weight is
shifted
Vessel with
weight on
deck
weight
11
weight
Movement of G - Lifting a Weight
When a weight is lifted by a crane or derrick, the
weight is considered to act at the head of the crane or
derrick. Subsequent lifting or lowering of the hoist
wire will not change the position of the vertical centre
of gravity of the weight.
The weight is
considered to
act at the head
of the crane
This is an important consideration as the centre of
gravity of the vessel, G will now rise a
considerable amount as the weight is initially
lifted and remain at that height until the crane or
derrick head is lowered.
G2 G moves
towards the
head of the
crane when
the weight is
lifted clear of
the deck
G1
12
G moves towards the loaded weight

In order to calculate the shift of G from its original
position to its new position the following formula is used:

GG1 =
+
for a loaded weight.

Where GG1 = the vertical shift of G in metres
d = distance weight is located from the KG of the vessel in
metres
w = the weight in tonnes
W the displacement of the vessel in tonnes

A weight of 10 tonnes is loaded on the
centre line. It is loaded at a KG of 8.5 m.
The KG of the vessel prior to loading was
6.0m.The vessel has a displacement of
1,000 tonnes. Find the vertical shift of G
GG1=
+
GG1=
(..)
,+

GG1 = .
Vertically upwards towards the
loaded weight
Calculation Vertical Shift of G
13
Calculation Vertical Shift of G
A weight of 10 tonnes is discharged
from the centre line. It is discharged
from a KG of 7.5m The KG of the vessel
prior to loading was 6.0m.The vessel
has a displacement of 1,000 tonnes.
Find the vertical shift of G
GG1=
GG1=
.

GG1= .
Vertically downwards away from the
discharged weight
G moves away from the discharged weight
When a weight is discharged note the change in sign to (-)
GG1 =

Where GG1 = the vertical shift of G in metres
d = distance weight is located from the KG of the vessel
in metres

14
G moves parallel to the shifted weight

In order to calculate the shift of G from its original position
to its new position the following formula is used:

GG1 =
for a shifted weight.

Where GG1 = the horizontal shift of G in metres
d = distance weight moved in metres

A weight of 10 tonnes is shifted 8 metres
to starboard. The vessel has a
displacement of 1,000 tonnes. Find the
horizontal shift of G
GG1=
GG1=
,

GG1 = .
Horizontally to starboard parallel to
the shifted weight
Calculation Horizontal Shift of G
15
It is important for the mariner to know
how G moves on board the vessel during
the process of loading or discharging a
weight .

In this case we will discharge one lift of
product from the vessel via grab using a
shipboard crane to the wharf and follow
the movement of G during this operation.

Step 1 The crane takes a grab of cargo and
lifts it clear of the cargo within the hold.
G of the cargo moves immediately to
the top of the crane block. KG of the
vessel moves vertically upwards G to G

Step 2 the crane swings to starboard and
G of the vessel moves parallel to the
movement of the grab from port to
starboard. G to G
Wharf
Wharf
G
G
G
G
G
Step 1
Step 2
16
Wharf
Wharf
G
G
G
G
G

Step 3 The crane jib is lowered, lowering
the KG of the vessel, the grab moves
outboard to plumb the wharf and the KG
of the vessel moves from G to G

Step 4 The grab is lowered to the wharf
and opened, discharging the cargo onto
the wharf. The parcel of cargo is no longer
on board the vessel and the effect is to
move the vessels KG from G to G
Step 3
Step 4
17
Waterline at the
Summer Draft
Amidships - halfway
between FP and AP
Forward Perpendicular FP
Some Longitudinal Stability Terms ...
Check the Glossary for more detail
After Perpendicular AP
Stern
Bow
18
Longitudinal centre of buoyancy (LCB) ... the longitudinal centre of the underwater volume, the point through
which buoyancy acts, vertically upwards.
LCB
19
Longitudinal centre of gravity (LCG) ... the longitudinal centre gravity. The point through which the weight of the
vessel acts, vertically downwards
LCG
20
When there is a difference in the location of LCG and LCB, the vessel will want to trim in
the direction of the location of LCG.
LCB
LCG
Vessel will trim by the stern
21
Due to the difference in waterplane area forward and aft, the Longitudinal Centre of Flotation (the centre of the
waterplane area) will vary depending upon the draft of the vessel. The vessel will trim about the LCF
LCF
Often the LCF is shown as a triangle to denote the fulcrum, point around which the vessel trims
LCF
Vessel seen From above
22
Free Surface Effect
Free Surface Effect is the effect that liquid (or a
product that behaves like a liquid eg. grain), free
to move from side to side in a tank, will have on
the transverse stability of the vessel.

Free Surface Effect will reduce the transverse
stability of the vessel by effectively reducing the
size of the GZ (righting lever).

This will cause a virtual reduction in GM and in
extreme cases, the vessel may capsize.

This effect can be reduced by :
(i) Filling the tank completely so water cannot
move freely across the surface of the tank.
(ii) Empty the tank so there is no water within the
tank.
(iii) Have a continious longitudinal watertight
bulkhead(s) separating the tank into two or more
compartments
Partially filled tank
Vessel heels
and liquid
moves ... see
next page for
details
23
G
G
B
B
GZ
Z
GZ
Virtual Rise in G
Z
M
As the vessel heels to starboard, the centre
of gravity of the vessel moves towards the
movement of liquid piling up on the
starboard side of the vessel. G moves to G.

The consequence of this movement of G is
a reduction of righting lever (GZ) shown as
GZ

This has the same effect as though G had
moved up to G . This efect is termed a
virtual rise in G

The danger in this situation is the possibility
of the GZ becoming too small to be able to
return the vessel to the upright.

Had G remained on the centre line,
assuming a full tank or if the tank was
empty, the vessel would have had a much
larger righting lever with increased stability.
24
Loll
Loll usually occurs due to a combination of events
that allows the centre of gravity of the vessel to rise
to a point where G is located above M.

This can be due to loss of bottom weight caused by
fuel and water consumption, combined with a
virtual rise in G due to free surface effect.

If operating in high latitudes, ice accretion on the
superstructure will add weight high up on the
vessel. If working on a timber carrier, water
absorption into the timber deck cargo will add
weight high up on the vessel. In both cases this will
cause cause G to rise.

If G rises above M, the situation is known as an
unstable condition and the GZ in this case is acting
as Capsizing lever rather than a Righting lever and
will cause the vessel to heel further

G
B
B
Capsizing
lever
Z
M
Unstable Vessel
.
.
.
.
.
25
The vessel will continue to roll in this unstable condition
until B moves vertically under G. At this point there will
be no capsizing or righting lever, the vessel will now
rest at an Angle of Loll.

If the vessel is inclined further by the effects of wind or
waves, the vessel will roll around its angle of loll as a
righting lever will be generated once B moves outboard
of G.

There is a danger due to external forces.

Assume the vessel is lying at an angle of loll to
starboard. Wind or waves would cause the vessel to
move back to the upright. At this point the capsizing
lever generated would cause the vessel to flop to port.
When the vessel rolls to port, the momentum built up
by the roll may cause the vessel to capsize.
G
B
B
B and G in same
vertical line
Vessel at angle of loll
.
.
W
U
(upthrust)
(displacement)
Loll

Angle of loll

26
It is important to know the difference between List and
Loll. Why?

Assume a vessel is listed to starboard due to G moving
off the centre line (unequal use of tanks, cargo shifting
etc.) then G would be corrected by adding or moving
weight to the high side. (port side)

If the angle of heel is due to loll and a weight is shifted
or added to the high side of the vessel, the vessel would
initially move towards the upright then as the vessel
became upright, the vessel would flop over to port due
to its capsizing lever but at a much faster rate as now
there would be extra weight on the port side.

In this case the vessel would develop additional
momentum and may capsize.
Steps to recover from Loll
To remedy loll G must be lowered.
Considering the adverse effect wind or
waves could have on the vessel, it is
recommended that the weather is placed
sufficiently on the high side to prevent the
vessel rolling to the opposite side.

Fill up any slack tanks on the LOW side.
Fill one tank at a time.
Use tanks with a small free surface effect.
When an empty tank is filled, be aware of
the free surface effect and a consequent
reduction in righting lever.

Once you have calculated that G is below
M, take steps to bring the vessel from a
state of list to the upright.
If tanks alone cannot reduce G you may be
forced to jettison cargo (from the high side)
27
At Master 4 level, longitudinal stability
calculations are based upon simplified
stability data provided for vessels.

The next Guide in the series will provide full
working for problems associated with
determining the draft, trim and stability for
any stage of loading or discharge.

The Booklet used at examination is
"Simplified Stability Information for MV
Twosuch" and excerpts from this will be used
to provide several loading scenarios for
students to gain experience in the
determination of draft, trim and transverse
stability.

From calculations undertaken, students will
determine if the vessel meets limiting
requirements for KG and Trim.
Conclusion Guide 2
28

Guide 2 Basic Stability

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Basic Stability Guide 2 Calculations

Loadline Displacement G-Transverse G- Longitudinal Free Surface & Loll

for a shifted weight.

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