SHIP STABILITY, PAPER – I (UG21T4302)

UNIT – 1 (BY CAPT S. B. SINHA)

LAWS OF FLOTATION

Every floating body displaces, it’s own mass of the liquid in which it floats.

Have you ever thought, why a ship (made up of steel) weighing thousands of tonnes,
does not sink, while floating in water, whereas a small needle sinks in water? For
explaining this topic, I will remind you of ARCHIMEDE’S PRINCIPLE.

“Archimedes’s Principle” states that when a body is wholly or partially immersed in a

liquid, it experiences an apparent loss of mass.

This apparent loss of MASS (UPTHRUST) is equal to weight of water displaced by the
body.

Now, coming back to the floating of a ship, Let a ship of weight “W” is made to float in
water.

It’s weight “W” is acting vertically downward through it’s centre of gravity “G”.

The ship should sink, as weight “W” is acting vertically downward. But No, she does
not sink, as the equal and opposite force, called “BUOYANCY” is acting vertically
upward through centroid of underwater volume of the ship.

This UPTHRUST is the weight of the displaced water (weight of underwater volume of
the ship).

The centroid of underwater volume is called “CENTRE OF BUOYANCY” and the upthrust
(equal to weight of the ship) is called FORCE OF BUOYANCY or simply BUOYANCY.

Buoyancy (W) = VOLUME OF Displacement (V) x Density of water ( ).

Page 1 of 6
Therefore, total weight of the ship is also termed as DISPLACEMENT.

Therefore,
DISPLACEMENT (W) = Volume of displacement(V) x density of water ( )

W = V x
Now, why needle sinks?

Because, the weight of water displaced by the needle is weighing less than the weight
of the needle.

As the, downward force (weight of needle) is more than the upward force (upthrust),
the needle sinks.

RESERVE BUOYANCY

This is the volume of the enclosed spaces above the waterline. It may be expressed in
%age of Total volume of the ship.

RESERVE BUOYANCY (%) =

While assigning minimum FREEBOARD to ship, “Reserve Buoyancy” is a very

important factor.

LIGHT DISPLACEMENT:

Weight of the empty ship, without any cargo, fuel, fresh water, ballast, stores,
passenger/ crew and their effects etc. is called Light Ship or Light Displacement.

DEADWEIGHT :

Deadweight of a ship, is the total mass of cargo, fuel, fresh water, ballast, stores etc.

Deadweight of a ship = Present displacement (-) Light displacement

CHANGE OF DRAFT DUE TO CHANGE OF DENSITY:

We know that, when a ship is floating in water,

W = Vx

Page 2 of 6
Where,

W weight of the Ship

V under water volume of ship

and,
density of water, in which ship is floating

When a vessel goes from water of one density ( ) to another ( ), the underwater
volume will also change, although weight of the ship has not changed.

W = V1 . = V2 .

Now, since underwater volume of the ship is changing while travelling from water of
one density to another, vessel’s “DRAFT” will also change.

When a ship goes from salt water to fresh water (higher density to lesser density),
there will be bodily sinkage (Increase in draft) and vice versa.

WORKED EXAMPLES:

1. A homogeneous rectangular log 10m x 2m x 1.2 m has RD 0.65. Find it’s draft
in dock water of density 1.02 (assuming that, the log will float with it’s largest
face parallel to the water).

Soln :

Mass of the log = 10 x 2x 1.2 x 0.65

= 15.6 t
Now,
Mass of the log = u/w volume x density of water

= 10 x 2 x draft x 1.02
15.6 = 10 x 2 x 1.02 x draft

Therefore, Draft = 0.765 m.

Page 3 of 6
2. A cylinder 2m in diameter and 10 m long floats in fresh water, with it’s axis
horizontal at a draft of 0.6m. Find its Mass?

Soln :

OA = OB = OC = radius = 1.0 m

CD = draft = 0.6 m

Therefore, OD = OC – CD = 0.4m

In ODB,

DB2 = OB2 – OD2

= (1)2 – (0.4)2

DB2 = 0.84

DB = 0.9165m

Sin BOD = = 0.9165

L BOD = 66.4190

L AOB = 2 x 66.4190 = 132.80

Now,
=

Area of Segment AOBC = x

Page 4 of 6
 = x 3.1416 x (1)2

Area of segment AOBC = 1.159m2

Now,

Area of AOB = x AB x OD

= x (2 x 0.9165) x 0.4

Area of AOB = 0.367 m2

Area of segment ABC = (1.159 – 0.367) m2 = .792m2

Underwater volume = 0.792 x 10

= 7.92 m3

W = u/w volume x density of water

= 7.92 x 1.00
W = 7.92 t

3. A box shaped vessel 120 m long and 15 m wide is floating in DW of RD 1.005 at

a draft of 5 m.

If her maximum permissible draft in SW is 6m. Find how much cargo she can
now load.

Soln :

Displacement of the vessel = u/w volume x density of water

= 120 x 15 x 5 x 1.005 t
Displacement of vessel = 9045 t

Permissible Displacement = 120 x 15 x 6 x 1.025 t

= 11070 t.

Loadable Cargo amount = Permissible displacement – present displ.

Page 5 of 6
 = (11070 – 9045) t
= 2025 t

4. A box shaped vessel of 2000 t displacement is 50m x 10m x 7m

Calculate her RB% in Fresh water.

Soln :

Let the draft in fresh water is m,

As,
Displacement = u/w volume x density of water

2000 = 50 x 10 x x 1.000

= = 4m

Now,

Total volume of the vessel = 50 x 10 x 7 m3

= 3500 m3

u/w volume of the vessel = 50 x 10 x 4

= 2000m3

Above water volume = (3500 – 2000)

= 1500m3

Reserve Buoyancy (%) = x 100

= x 100

= 42.86 %

**********

Page 6 of 6
 SHIP STABILITY, PAPER – I (UG21T4302)
UNIT – 2 (BY CAPT S. B. SINHA)

SHIP STABILITY TERMINOLOGY

LIGHT DISPLACEMENT:

It is the mass of the empty ship without any cargo, fuel, fresh water, ballast, stores,
Crew & their effects etc.

LOAD DISPLACEMENT:

It is the total mass of the ship, when she is floating in salt water with her summer
loadline at the water line.

DISPLACEMENT/ PRESENT DISPLACEMENT:

It is the mass of the ship at present. It is the sum of the light displacement of the ship
and everything on board at present. Displacement is expressed in tonnes.

SUMMER DEADWEIGHT:

Summer deadweight of a ship is the total mass of Cargo, fuel, fresh water etc. that a
ship can carry, when she is floating in salt water with her summer loadline at the
water surface.

Summer Deadweight = Load displacement – Light displacement

DEADWEIGHT ABOARD:

It is the total mass of cargo, fuel, fresh water, ballast etc. on board, at present.

DWT aboard = present displacement – light displacement

DEADWEIGHT AVAILABLE:

It is the total mass of cargo, fuel, fresh water, ballast etc, that is loadable on the ship
at present to bring her summer loadline to the water line in salt water.

DWT available = Load displacement – present displacement

Page 1 of 12
TONNES PER CM. IMMERSION (TPC):

It is the number of tonnes required to bodily sink or rise the ship by one centimeter.
TPC of a vessel changes, as the draft changes,

TPC = x density of water displaced

Let “w” is the no. of tonnes required to sink/rise the vessel by 1 cm.

Then,

w = u/w volume x density of water

= A x Sinkage/rise x density of water

or, TPC = Am2 x m x density of water

TPCSW = x 1.025

TPCFW = x 1.000

TPCDW (of RD 1.012) = x 1.012

FRESH WATER ALLOWANCE (FWA):

When a ship goes from salt water to fresh water, there is an increase in the draft, and
vice-versa.

Page 2 of 12
 FWA (expressed in cms)=
Where,

W displacement of the ship in tonnes

TPC : Tonnes per cm immersion in SW.

FWA of a ship usually increases, as draft increases. This is because, as draft increases,
both W & TPC increases, but ‘W’ increases at a faster rate.

DOCK WATER ALLOWANCE (DWA) :

DWA is the increase in draft, when a ship goes from salt water to ‘dock water’, and
vice versa. Dock water density is normally between 1.00 (FW) & 1.025 (SW).

When loading in dock water, the ship can immerse her loadline by the DWA, so that
when she goes to SEA, she would rise to her appropriate loadline.

The DWA, as a fraction of the FWA, is found by the formulae :

DWA (mm) = FWA (mm) x

Now,

Go through the following table, you will get a fair idea:

Change of RD Change of Draft

SW to FW
1.025 1.000 0.025 FWA

SW to DW
1.025 1.017 0.008

SW to DW
1.025 1.020 0.005

FW to DW
1.000 1.016 0.016

DW to DW
1.017 1.005 0.012

Page 3 of 12
Look at the following loadline diagramme to learn/ understand FWA.

Page 4 of 12
WATER PLANE COEFFICIENT (Cw) :

Also called co-efficient of fineness of the water plane area. It is the ratio of the water
plane area of the ship to the area of a rectangle having the same length and
maximum breadth.

Cw =

BLOCK CO-EFFICIENT:

Block Co-efficient (Cb) of a ship, is the ratio of the underwater volume of the ship to a
rectangular box having the same extreme dimensions.

Page 5 of 12
 Cb =

Block co-efficient of a vessel changes, as draft changes.

MIDSHIP AREA COEFFICIENT (Cm):

The midship Area Coefficient (Cm) of a ship at any draft is the ratio of the underwater
transverse area of the midship section to the product of the breadth and draft (the
surrounding rectangle).

Cm =

Cm =

LONGITUDINAL PRISMATIC CO-EFFICIENT (Cp) :

The longitudinal Prismatic Co-efficient of a ship at any draft 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 midship section and the water length.

Page 6 of 12
Cp =

Page 7 of 12
WORKED EXAMPLES:

1. Calculate the TPC for a ship with a water plane area of 1500m2, when it is
floating in :

(a) Fresh water

(b) Dock water of RD 1.005
(c) Salt water

Soln :

(a) TPCFW = x 1.000

= x 1.000

TPCFW = 15.00

(b) TPCDW = x 1.005

= x 1.005

TPCDW = 15.075

(c) TPCSW = x 1.025

= x 1.025

TPCSW = 15.375

2. A ship floats in SW at the summer displacement of 1680 tonnes. If the TPCSW is

5.18, how much will the draft change, if the ship is towed to a berth in Fresh
water (RD 1.000)?

Soln :

Here,

Page 8 of 12
 W = 1680 t
TPCSW = 5.18

FWA (cms) = =

FWA (cms) = 8.11 cms

The draft will increase by 8.11 cms

3. 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 260mm, calculate the change in draft that will occur and state
whether it will be an increase or a decrease.

Soln :

Change in draft = FWA x

= 260 x

= 260 x = 260 x mm

Change in draft = 124.8 mm 125mm

Since the vessel is going from lesser density to higher one, therefore the vessel
will bodily rise.

The draft will decrease by 125 mm.

4. A ship has a summer load draft of 5.80m. FWA 140 mm and TPC 21.82. The
ship is loading at a berth in dock water RD 1.007 and the present draft is 5.74m.

Calculate the maximum amount of cargo that can still be loaded for the ship to
be at the summer loadline mark on reaching the sea allowing for 26 tonnes of
fuel yet to be loaded prior to sailing.

Soln :

Change in draft (DWA) = FWA x

Page 9 of 12
 = 140 x

= 100.8 mm = 101mm

Now,

Summer Draft (given) = 5.80 m

DWA (+) 0.101
-------------------
Required Draft = 5.901 m
(in RD 1.007)

Initial Draft = (-) 5.740 m

(in RD 1.007) ----------------------

Permitted Sinkage = 0.161 m

(in RD 1.007)
= 16.1 cms

Now,

TPCSW = 21.82

TPCDW = x 1.007

The amount of cargo that can be loaded

W = TPCDW x Sinkage permitted

= (16.1 x x 1.007) t

W = 345.1 tonnes

Now,

Total, that can be loaded = 345.1 t

Fuel yet to be loaded =(-) 26.0 t
_____________
Maximum Cargo that can be loaded = 319.1 t

Page 10 of 12
5. A ship has length 200 m ad breadth 18 m at the water line. If the ship floats at
an even keel draft of 7.56 m in water of RD 1.012 and the block coefficient is
0.824. Calculate the displacement.

Soln :

Displacement = u/w volume x density

= (200 x 18 x 7.56 x 0.824) x 1.012

W = 22695 t

6. A ship has a length and breadth at the water line of 40.1 m and 8.6m
respectively. If the water plane area is 280 m2, Calculate the coefficient of
fineness of the water plane area (Cw).

Cw =

= = 0.812

Cw = 0.812

7. A ship floats at a draft of 4.40m and has a water line breadth of 12.70m.

Calculate te underwater transverse area of the midship section, if Cm is 0.922.

Soln :

Cm =

0.922 =

Am = 0.922 x 12.7 x 4.4

Am = 51.521 m2

Page 11 of 12
 8. A vessel floats in DW of RD 1.016 with her winter loadline 100mm blow water on
the portside and 180 mm below water on the starboard side. If her FWA is 200
mm, TPC is 24 and summer load draft is 9.6m, Find the DWT available.

Soln :

Port side, winter LL is 100mm below water

Starboard side, winter LL is 180mm below water

Mean depth of winter LL below water = = 140mm

Hence, when upright, WINTER LOADLINE will be 140 mm (=14 cms) below
water.
Now,
Distance from W to S = x Summer Draft
(winter LL to Summer LL)
= x 9.6 m = 0.2 m = 20 cms
Therefore,
Distance from present WL to Summer LL = 20-14 = 6 cms

DWA = FWA x

= 200 x = 72 mm

= 7.2 Cms
Hence total Sinkage permissible = 6 + 7.2 = 13.2cms
Now,
TPCSW = 24

TPCDW = x 1.016 = 23.79

Therefore,
DWT available = TPC x permissible sikage

= 23.79 x 13.2
= 314 t

********

Page 12 of 12
 SHIP STABILITY, PAPER – I (UG21T4302)
UNIT – 3 (CAPT S.B. SINHA)

CENTRE OF GRAVITY

The Centre of Gravity (G) of a ship is the point, at which the force of gravity (equal to
weight of the ship) is considered to act vertically downward.

The position of the “Centre of Gravity” of a ship may be located by three reference
points :

(i) It’s height above the keel. This height is referred to as “KG” of the ship.
KG determines stability of the ship.

(ii) It’s distance from the after perpendicular. This distance is normally
referred to as “LCG”.

Page 1 of 8
(iii) It’s athwartship distance from the centre line of the ship. This distance
causes a ship to acquire a list, so we, prefer to keep this distance ZERO.

The position of “Centre of gravity” of a ship always depend on internal

weight distribution of the ship and not on total weight.

Whenever, a weight is loaded on a ship, the COG of the ship, moves

towards the weight loaded, and whenever a weight is discharged from a
ship, the COG of the ship, moves directly away from the weight
discharged.

When a weight already on board is shifted, the COG of the ship moves in a
direction parallel to the weight shifted.

The distance through which the COG of the ship, move is given by the
formulae :

GG1 =

Where,

GG1 is the shift of the COG in meters.

w : weight loaded/ discharged/ shifted.

W : final displacement of the ship.
d : while loading/discharging distance between COG of the ship
and COG of the weight.
Page 2 of 8
Whereas, when shifting a weight, distance through which weight is shifted.

Longitudinal shifting of COG create TRIM, whereas transverse shift of COG

from the centerline create List.

Now, look at the following diagram, to understand effect of loading,

discharging and shifting a weight on position of COG.

Page 3 of 8
WORKED EXAMPLES:

1. A ship displaces 5000 t and has an initial KG of 4.5 m. Calculate the final KG if a
weight of 20 t is moved vertically upwards from the lower hold (Kg 2.0 m) to the
upper deck (Kg 6.5m).

Solution :

GG1 = = = 0.018 m

Initial KG = 4.500 m
GG1 up = (+) 0.018 m
________________
FINAL KG = 4.518 m

2. A ship displaces 12500 t and has an initial KG of 6.5 m. Calculate the final KG if
1000 t of cargo is loaded into the lower hold at Kg 3.0 m.

Solution :

GG1 = = = 0.259 m

Page 4 of 8
 Initial KG = 6.500 m
GG1 down = (-) 0.259 m
________________
FINAL KG = 6.241 m

3. A ship displaces 17200 t and has an initial KG of 8.4 m. Calculate the final KG if
1400 t of cargo is loaded onto the main deck at Kg 10.5 m.

Solution :

GG1 = = = 0.158 m

Initial KG = 8.400 m
GG1 up = (+) 0.158 m
________________
FINAL KG = 8.558 m

4. A ship has a displacement of 13400 t and an initial KG of 4.22 m. 320 t of deck

cargo is discharged from a position Kg 7.14 m. Calculate the final KG of the
ship.

Solution:

GG1 = = = 0.071 m down

Initial KG = 4.220 m
GG1 = (-) 0.071 m
________________
FINAL KG = 4.149 m

5. A ship displaces 18000 t and has an initial KG of 5.30 m. Calculate the final KG if
10000 t of cargo is discharged from the lower hold (Kg 3.0).

Solution:

GG1 = = = 2.875 m

Page 5 of 8
Initial KG = 5.300 m
GG1 up = (+) 2.875 m
________________
FINAL KG = 8.175 m

NOTE :
When multiple weights are loaded/ discharged/ shifted at the same time,
calculation of final KG is done as follows:

6. A ship displaces 10000 t and has a KG of 4.5 m

The following cargo is worked: Load: 120 t at Kg 6.0 m

730 t at Kg 3.2 m
Discharge: 68 t from Kg 2.0 m
100 t from Kg 6.2m
Shift: 86 t from Kg 2.2 m to Kg 6.0 m
Calculate the final KG.

Solution:

WEIGHT (t) KG (m) MOMENTS (t-m)

Ship (+) 10000 4.50 45000.00
Load (+) 120 6.00 720.00
Load (+) 730 3.20 2336.00
Discharge (-) -68 2.00 -136.00
Discharge (-) -100 6.20 -620.00

* Discharge (-) -86 2.20 -189.20

* Load (+) 86 6.00 516.00
FINAL 10682 4.459 47626.80

Consider the table shown. Each weight is multiplied by its KG to give a moments
value. The sign of this value (+ or -) depends on whether the weight is loaded
or discharged. In the case of the weight that is shifted, this is simply treated as
two separate weights: one that is discharged; and another of same weight that
is loaded.

Page 6 of 8
 The final KG (4.459 m) is simply found using the formula:

KG (m) =

= 4.459 m

7. On a vessel of 6000 t displacement, KG 7.4 m, how many tonnes of cargo may

be discharged from the LH (KG 2.0 m) in order to have a final KG of 8.0 m?

Old KG = 7.4 m Original W = 6000 t

New KG = 8.0 m Discharged = w
___________
GG1 = 0.6 m Final W = 6000 – w

GG1 = or 0.6 = or w = 600 t

Hence, cargo to discharge = 600 tonnes

8. A vessel of 11000 t displacement has KG 6.3 m. A jumbo derrick is used to shift

a weight of 250 t from the lower hold (KG 3 m) to the UD (KG 8.5 m). The head
of the derrick is 19.5 m above the keel. Find the KG of the ship :

(a) When the weight is hanging by the derrick and

(b) When the shifting is over.

Solutions:

This problem is to be worked in two stages.

Stage 1 :

As soon as the weight is lifted off the tank top, the COG of the weight shifts
from the LH to the derrick head.

KG of weight when in Lower Hold = 3.0 m

Height of derrick head above keel = 19.5 m
____________
Hence, d = 16.5 m
Page 7 of 8
 GG1 = = = 0.375 m

Original KG = 6.300 m
GG1 = 0.375 m
______________
KG1 or New KG = 6.675 m Answer (a)

Stage 2 :

As soon as the weight is placed on the UD, the COG of the weight shifts from the
derrick head to the UD.

Height of derrick head above keel = 19.5 m

KG of weight when on UD = 8.5 m
____________
Hence, d = 11.0 m

GG1 = = = 0.250 m

New KG (end of stage 1) = 6.675 m

GG1 = 0.250 m
_____________
Final KG (end of stage 2) = 6.425 m Answer (b)

*********

Page 8 of 8
 SHIP STABILITY, PAPER –I (UG21T4302)
UNIT – 4 (BY CAPT S. B. SINHA)

CENTRE OF BUOYANCY & CENTRE OF FLOTATION

The “Centre of Buoyancy” (referred to as ‘B’ or ‘COB’) of a ship is the point,

at which the force of buoyancy is considered to act vertically upward. This
point is the centroid or geometric center of underwater volume of the ship.

Force of Buoyancy is a force (or upthrust) equal to weight of ship/ weight of

water displaced by the ship, which act vertically upward through COB.

The position of the COB of a ship, is located as,

(i) It’s height above the keel, called “KB” and

(ii) It’s distance from the after perpendicular of the ship, called LCB.

KB or LCB of a ship, depend on the shape and volume of the underwater

volume of the ship.

For a box shaped vessel, KB is half the draft of the ship. Whereas for ship
shaped, KB is usually more than the half draft.

A closer approximation of depth of COB (below water line) is obtained by

using Morrish’s formula, which is as follows:
Page 1 of 7
Depth of COB below WL = ( )

Where,
d = Mean draft
V = underwater volume of the ship
A = water plane area of the ship

Remember, the above formula is only an approximation, which usually give

a closer result.

The location of “Centre of Buoyancy”, which is centroid of underwater

volume of ship, depend upon Block coefficient & prismatic coefficient of the
ship.

CENTRE OF FLOTATION:

Centre of flotation is the “Centroid” or geometric center of the water plane

area of the ship. It is the point about which a ship heels and trims.

COF lies on the longitudinal centerline and may be slightly forward or aft of
midships.

COF is usually referred to as LCF or AF - distance of COF from aft

perpendicular. While trimming, a vessel rotates about COF.

It is also referred to as tipping centre or pivot point, while trimming.

The location of COF, which is centroid of water plane area, depend upon
water plane coefficient of the ship.

Page 2 of 7
LONGITUDINAL METACENTRE (ML):

The Longitudinal Metacentre (ML) is the point of intersection between the

verticals through the longitudinal positions of the centre of Buoyancy. The
vertical distance between the center of the gravity and the longitudinal
metacentre is called Longitudinal metacentric height (GML).

Height of longitudinal metacentre (ML) above the keel is referred to as KML.

KML = KB + BML

BML =
Where,
IL = Longitudinal M.O.I of the water plane area
about the COF

V = underwater volume of the ship.

For a box shaped vessel,

IL =
Where, L = length of water plane area
and B = Breadth of water plane area.

Page 3 of 7
WORKED EXAMPLES:

1. A box shaped vessel 60m x 10 m x 10 m floats in DW of RD 1.020 at

an even keel draft of 6m. Find her KB in DW of RD 1.004.

Solution:

Underwater volume of ship in DW (RD 1.020) = 60 x 10 x 6m3

Mass of the vessel = Vx = 60x10x6 x1.020t

Let her draft in DW of R.D. 1.004 be

Then,
60 x 10 x x 1.004 = 60 x 10 x 6 x 1.020

= = 6.096m

Draft of vessel in DW of RD 1.004 = 6.096m

Now,
KB = draft

= x 6.096m

KB = 3.048m

Page 4 of 7
2. A triangular shaped vessel floats in SW. Her water plane is a rectangle
40m x 12m. If her KB is 3.6m, find her displacement.

Solution:

In the triangular side, KB = 3.6m

KB = KR

3.6 = x KR

KR = 3.6 x = 5.4m = height

PQ = 12m = Base

Area of the triangular side = x base x height

= x 12 x 5.4 m2 = 32.4m2

Underwater volume of the ship = 32.4 x 40m3

= 1296m3
Displacement = u/w volume x density of water

= 1296 x 1.025

= 1328 t
Page 5 of 7
3. A barge 45m long has a uniform transverse cross section throughout,
which consists of a rectangle above a triangle. The rectangle is 8m
broad and 4m high. The triangle is apex downward, 8m broad and 3m
deep. If the displacement of the barge is 1620t, find the position of it’s
COB with reference to the keel and also with reference to the after
end, if it is upright and on an even keel in FW.

Solution:

Displacement of the barge in FW = 1620t

Underwater volume of the barge =

= 1620m3

Now,
Length of the barge = 45m

u/w cross section area of the barge = m2

= 36m2

Page 6 of 7
Now,
Area of the triangle = x8x3 = 12m2
Therefore, Area of rectangle underwater = 36 – 12 = 24m2

Since rectangle is 8m broad,

Therefore depth of rectangle underwater = = 3m

Now,
Let G1 is centroid of underwater rectangle and G2 be centroid of
the u/w triangle. Let “B” is the centroid of whole cross section area
under water.

Therefore,
KB x u/w cross section Area =
= Area triangle x KG2 + Area of u/w rectangle x KG1

KB x 36 = 12 x 2 + 24 x (3 +1.5)

KB x 36 = 24 + 108 = 132

KB =

KB = 3.667m

Also, LCB = length of barge

= x 45

LCB = 22.5m

*********

Page 7 of 7
 SHIP STABILITY, PAPER –I (UG21T4302)
UNIT – 5 (BY CAPT S. B. SINHA)
TPC AND DISPLACEMENT CURVES

Introduction: -

We are aware that, TPC (Tonnes per cm Immersion) is the amount of cargo
that is required to be loaded or discharged to increase or decrease the ships
means draft by 1 cm.

When the ship is floating in SW ( 1.025);

TPCSW = x 1.025

Where,
= 1.025 t/m3

& A = water plane area of the ship

For a box shaped vessel, water plane area (A) is same for all drafts for a
given trim, and so the TPC will remain constant for all drafts.

In the case of a ship, the water plane area (A) is not constant for all drafts,
and therefore the TPC will reduce at lower drafts, as shown in the curve
drawn below.

The TPCs are calculated for a range of drafts extending beyond the light and
loaded drafts and these are then tabulated or plotted on a graph. From the
table or graph the TPC may be found at intermediate drafts.

TPC CURVES

We are aware that TPC changes with draft. If different values of TPCs are
plotted against various drafts on a graph, the curve obtained is called TPC
Curve.

It is convenient to plot the drafts on Y-axis and the TPCs on X-axis. Please
refer to the curve, given below.

Page 1 of 7
Page 2 of 7
WORKED EXAMPLES:

1. (a) Construct a graph from the following information;

Mean draft (m) 3.0 3.5 4.0 4.5

TPC (tonnes) 8.0 8.5 9.2 10.0

(b) From this graph, find the TPCs at drafts of 3.2, 3.7 and 4.3m.

(c) If the ship is floating at a mean draft of 4m and then loads 50

tonnes of cargo, 10 tonnes of fresh water and 25 tonnes of
bunkers, while 45 tonnes of ballast are de-ballasted, find the
final mean draft.

Solution:

(a)

Page 3 of 7
(b) From the curve drawn above.
TPC at 3.2m draft = 8.17 tonnes
TPC at 3.7m draft = 8.77 tonnes
TPC at 4.3 m draft = 9.68 tonnes

(c) TPC at 4.0m draft = 9.2 tonnes

Cargo loaded = 50 t
Fresh water = 10 t
Bunkers = 25 t
__________
Total loaded = 85 t
Deballast =(-) 45 t
__________
Net loaded = 40 t = W (say)

Therefore,

Increase in draft =

= = 4.35cm 0.044m
Increase in draft = 0.044m
Original draft = 4.00m
____________
New Means draft = 4.044m

Note: the above method is in order, as long as net weight

loaded/ discharged is not a large amount.

If the net weight loaded or discharged is very large, there is

likely to be a considerable difference between the TPCs at the
original and the new drafts. In that case, procedure to find the
change in drafts will be as follows.

First find an approximate new draft using the TPC at the original
draft, then find the TPC at the approximate new draft using the
mean of above two TPCs, find the actual increase or decrease in
draft.

Page 4 of 7
DISPLACEMENT CURVE

A displacement curve is one from which the displacement of the ship, at any
draft can be found, and vice versa.

The draft scale is plotted on the Y-axis and the scale of displacement on the
X-axis. As a general rule, the largest possible scale should be used to ensure
reasonable accuracy.

It is quite unnecessary in most cases to start the scale from zero as the
information will only be required for drafts between the light and load
displacements.

2. (a) Construct a displacement curve from the following data:

Draft (m) 3.0 3.5 4.0 4.5 5.0 5.5

Displacement (tonnes) 2700 3260 3800 4450 5180 6060

(b) If the ship light draft is 3m and the load draft is 5.5m, find the
deadweight.

(c) Find the ship’s draft when there are 500t of bunkers, 50t of fresh
water and stores on board.

(d) When at 5.13m mean draft, the ship discharges 2100 tonnes of
cargo and loads 250 tonnes of bunkers. Find the new mean
draft.

(e) Find the approximate TPC at 4.4m mean draft.

(f) If the ship is floating at an existing mean draft of 5.2m and the
required load mean draft is 5.5m, find how much more cargo
may be loaded.

Page 5 of 7
Solution:
(a)

(b) Light draft 3.0m, Displacement = 2700t

Load draft 5.5m, Displacement = 6060t
Deadweight = (6060-2700) t
= 3360t

(c) Light displacement = 2700t

Bunkers = 500t
Fresh water & Stores = 50t
____________
Final displacement = 3250 tonnes

Draft = 3.48m

Page 6 of 7
(d) Displacement at 5.13m = 5380 tonnes
Cargo discharged = (-) 2100 t
_______________
3280t
Bunkers loaded =(+) 250t
_______________
New Displacement = 3530t
New Draft = 3.775m

(e) Displacement at 4.5m draft = 4450t

Displacement at 4.3m draft =(-) 4175t
______________
Difference to change the draft by 0.2m = 275t

Difference to change the draft by 1 cm = = 13.75t

TPC = 13.75

(f) Load draft 5.5m, displacement = 6060t

Present draft 5.2m, displacement =(-) 5525t
_____________
Difference = 535t
Load = 535t

*********

Page 7 of 7
 SHIP STABILITY I (UG21T4302)
UNIT -6 (TRANSVERSE STATICAL STABILITY )
(BY CAPT S. B. SINHA)
RIGHTING MOMENT & CALCULATIONS

, Metacentric height
(GM) and Righting Lever (GZ).
LIST : List of a vessel is the transverse inclination caused by unequal distribution

and caused when the COG of the ship is not on the centre line of the ship.
HEEL : Heel is an external cause. Heel is he transverse inclination of the ship,
caused by external forces such as wind , waves, pulling by Tug, centrifugal force
during course alternation etc.
Since, transverse shifts of weights has not taken place, the position of COG of the
ship remains unaffected by heel.
Transverse shift of B (Centre of Buoyancy) : When a ship is floating in still
water, G & B are on same vertical line. Equal & opposite forces (W) cancel out
each other and ship remains in static Equilibrium.
As the ship, heel over to one side, G stays unaffected in the original position,

shown in the diagram:

W

G G
water b line
b
B B B1 1

K
W
B1 is the position of new centre of Buoyancy. We need to understand that B B1 is
not parallel to water line. It is parallel to b b1.
TRANSVERSE METACENTRE (M)
When a vessel is heeled, the force of Buoyancy, acting vertically upwards through
the new position of COB, cuts the centre line of the ship at a point called the
transverse Metacenter (M).

KM increases as the angle of heel increases, until it reaches a maximum value at

some large angle of heel. Thereafter, it decreases, as angle of Heel increases.
KM =KB +BM

METACENTRIC HEIGHT (GM) :

It is the vertical distance between centre of gravity (G) and the metacentre (M).
> KM, GM is negative.
When GM is +ve VSL STABLE &
When GM is -ve VSL UNSTABLE
GM = KM ~ KG
 RIGHTING LEVER (GZ)

When a vessel is heeled, the force of Buoyancy, acting vertically upward through
new COB, becomes separated from the force of gravity, acting vertically
downward through the COG, by a horizontal distance called the RIGHTING LEVER
(GZ).

W M

G G Z

B B B1

K
W W

For small angles of heel (upto about 150),

Whereas for larger angle of heel

GZ is given by the wall sided formulae
2
* GZ =
RIGHTING MOMENT:
When a vessel is heeled, the forces of gravity and Buoyancy, being equal and

form a cople which tends to return the vessel to upright. Hence, the moment is

R.M. = WXGZ
Where
2
& (for large angle of heel)
WORKED EXAMPLE
A ship of 8000 t displacement has KB 3.5m, KM 6.5 m & KG 6.0m. Find the
moment of statical Stability at 200 heel, assuming that the deck edge remains
above water (i.e. ship still wall-sided at that angle of heel).
Solution :
W = 8000t
KM 6.5m, KB 3.5m, therefore, BM = 3.0m
KG 6.0m therefore, GM = 0.5m
= 200

2
GZ
= Sin 200 { 0.5 + ½ x 3.0 x tan2 200}
= 0.3420 {0.5 +1.5 x 0.1325}
= 0.3420 x 0.6987

GZ = 0.239m

R.M. = W x GZ
= 8000 x 0.239

R.M. = 1912 tm

********
 SHIP STABILITY I (UG21T4302)
UNIT -7 (BY CAPT S. B. SINHA)

EQUILIBRIUM OF SHIPS

When a ship is floating in water, she can be in one of the following state of
equilibrium:
(i) STABLE EQUILIBRIUM
(ii) UNSTABLE EQUILIBRIUM
(iii) NEUTRAL EQUILIBRIUM

(i) STABLE EQUILIBRIUM :

external force, she tends to return to her initial position.

For a ship to be in stable equilibrium, her GM (metacentric height) must be

positive.

For a positive GM;

KM>KG, as seen in above diag.
 Righting Lever (GZ) is created, and the moment (Righting Moment) would
bring back the vessel to original position. (Refer to above diag)

Righting moment = W x GZ

(ii) UNSTABLE EQUILIBRIUM :

A ship is said to be in
external force), she tends to continue heeling further.

As seen in the above diagram.

KM<KG

There is no righting lever. The Lever (GZ) created here is capsizing Lever
and the moment will be capsizing moment.

Capsizing Moment = W x GZ
 The couple (equal, opposite & parallel forces, Separated by distance, GZ) in
this case, would rotate in such a way that, the vessel would continue heeling
further. As can be seen in the above diagram.

(iii) NEUTRAL EQUILIBRIUM :

When centre of gravity (G) coincides with metacentre (M), i.e. GM becomes
zero, the ship is said to be in Neutral Equilibrium.

For Neutral Equilibrium,

KM = KG, GM= 0 , and GZ = 0

Moment of statical stability = W x GZ = Zero

Therefore, there is no moment to bring the ship back to the upright or to

heel over still further.

The ship will move vertically up and down in the water at the fixed angle of
heel, until further external or internal forces are applied.

********
 SHIP STABILITY, PAPER- I (UG21T4302)
UNIT -8 (BY CAPT S. B. SINHA)

FREE SURFACE EFFECT & CALCULATIONS OF FSC

FREE SURFACE EFFECT:

When a vessel with a slack tank (partially full with liquid) rolls at sea, the liquid in
the slack tank would move towards the lower side during each roll. Due to surface
tension of the liquid molecules, the roll period would increase, causing a virtual
reduction in the righting moment and righting lever (GZ). Since GZ = GM Sin ,
virtual reduction of GZ will result in virtual reduction of GM.
We can say that, the vessel behaves as if her GM has been reduced because of
the partially full tank (slack tank).
In other words, we say that a slack tank causes a virtual loss of GM (metacentric
height). This effect is called FREE SURFACE EFFECT.

FREE SURFACE CORRECTION:

The virtual loss of GM, because of the partially full tank (slack tank), is called

formulae, as follows:

Free Surface Correction =

Where, W displacement of the ship

Now, FSM for a single Slack tank = I.di
Where,
I moment of Inertia of the Slack tank surface about its centre line
expressed in m4.
di density of the liquid in the slack tank (expressed in t/m3)
If there are more slack tanks on the ship, then total FSM can be calculated as
follows:
FSM = I1.di1 + I2di2 + I3di3 + I4di4
FSM is expressed in tm.

Page 1 of 9
 , lying FSC,
(Effective GM).
GM (fluid) = GM (Solid) - FSC
For a single slack tank on a ship,

FSC =

tanks centre line is always provided.

Centre line can be calculated as follows:

I =

STIFF & TENDER SHIPS:

The time period of a ship, is the time taken by the ship, to roll from one side to
the other and back again to the initial position.
A ship with a comparatively large metacentric height (GM) i.e. 2m to 3m will have
a large righting lever and righting moment. Thus, when heeled due to external
force will tend to come back quickly to her original position.
The result is that, the ship will have a comparatively short time period and will roll
quickly and perhaps violently from one side to another. The ship is said to be

uncomfortable for people on board because of jerky movement, which may set up

Page 2 of 9
to jerky movements.
On the other hand, a ship with comparatively small GM (say 0.16m to 0.20m) will
have small righting lever & righting moment. Such ships will have large rolling
period and will not tend to return so quickly to her initial position. Ships in such

and become unstable and may attain angle of loll. This condition is also not
desirable and steps should be taken to increase the vessels GM by lowering the
COG of the ship.
The officer responsible for loading the ship, should aim for a happy medium
between those two conditions, whereby the ship is neither too stiff nor too tender.
A time period of 15 to 25 seconds would generally desirable for those on board
the ship at sea.
Now, go through the following worked examples, you will get a fairly good idea on
how to calculate Free Surface Corrections.

Page 3 of 9
WORKED EXAMPLE: 1
On a ship of displacement 5000t, a tank is partly full with DO of RD 0.88. If the
4
moment of inertia of the tank , find the FSC.

Solution:

FSC =

FSC = 0.0426m

WORKED EXAMPLE: 2
On a ship of displacement 6000t, KM 7.4m, KG 6.6m, a double bottom tank of
M.O.I 1200m4 is partly full with FW. Find the GM fluid.
Solution:-
W = 6000 t
KM = 7.4m, KG = 6.6m

GM (solid) = 7.4 6.6 = 0.8m

I = 1200, di = 1.00

FSC =

= =

FSC = 0.20m
Now, GM (Solid) = 0.8m
- FSC = - 0.20m
____________
GM (fluid) = 0.60m

Page 4 of 9
WORKED EXAMPLE: 3
On a vessel with displacement 16000t, No 4 DB (Port) tank is 20m long and 8m
wide. The DB tank is partly full with DW ballast of RD 1.010. Find the FSC.
Solution:-

I =

I = 853.33m4
di = 1.010
W = 16,000t

FSC =

FSC = 0.054m

WORKED EXAMPLE: 4
A vessel has a deep tank on the starboard side 12m long, 9m wide which is partly
full of coconut oil of RD 0.72. If W = 12000t, KM = 9m and KG = 8.5 m. Find the
GM (fluid).
Solution:-

I =

I = 729m4
di = 0.72
W = 12,000t
KM = 9.0m, & KG = 8.5m
GM(Solid)= 9-8.5 = 0.5m
Page 5 of 9
Now,

FSC =

FSC = 0.044m
GM (fluid) = GM (solid) FSC
= 0.50 0.44
GM (fluid) = 0.456m

WORKED EXAMPLE: 5
A vessel of W 8000t, KM 7.9m, KG 7.0m, has a tank 15m long and 12m wide,
partly full with HFO of RD 0.95.
(a) Find the moment of statical stability at 60 heel.
(b) If the BM is 4.9m, find the moment of statical stability at 20 0 heel
assuming that the ship is wall sided.
Solution:-
W = 8000t
KM = 7.9m, KG = 7.0m
GM(Solid)= KM-KG = 7.9 - 7.0

GM(Solid)= 0.9m

I = =

I = 2160m4
di = 0.95

FSC = =

FSC = 0.256m
GM (Fluid) = GM (Solid) FSC
= 0.9 0.256
GM (Fluid) = 0.644m

Page 6 of 9
(a)
Now, GZ = GM Sin
= 0.644 Sin 60
GZ = 0.644 x 0.1045284
GZ = 0.0673m
RM = W x GZ
= 8000 x 0.0673
RM = 538.5 tm

(b) GZ = Sin GM + BM tan2

= Sin 200 0.644 + 4.9 (tan2 )

= 0.3420 0.644 + 2.45 x 0.13247

= 0.3420 x 0.9685
GZ = 0.3312
RM = W x GZ
= 8000 x 0.3312
RM = 2649.8 tm

Page 7 of 9
WORKED EXAMPLE: 6
A vessel displacing 8000t, has a rectangular deep tank 10m long, 8m wide and
9m deep full of SW. The KM is 7m and KG 6.2m.

Find the GM, when of this tank is pumped out.

Solution: -

COG of the of the tank is 6 + 1.5 = 7.5m high

Weight of the ballast pumped out = w = (10x8x3x1.025) t

w = 246t

KG after pumping Out ballast (246t)=

New KG = 6.159m
KM = 7.0m
New GM (Solid) = KM New KG
= 7.0 6.159m
New GM (solid) = 0.841m

Page 8 of 9
Now,
Since the deep tank has become slack now, FSC will be developed.

FSC = =

FSC = 0.056m
Therefore,
New GM (fluid) = 0.841 0.056
= 0.785m

********

Page 9 of 9
 QUESTIONNAIRE

SHIP STABILITY, PAPER- I (UG21T4302)

UNIT -9

1. A ship of 5000 tonnes displacement has KG 4.2m and KM 4.5m, and is

listed 5 degrees to port. Assuming that the KM remains constant, find
the final list if 80 tonnes of bunkers are loaded in No.2 starboard tank
whose centre of gravity is 1 meter above the keel and 4 meters out
from the centerline. (Ans 60 03 to starboard)

2. A Ship of 4515 tonnes displacement is upright, and has KG 5.4 meters

and KM 5.8m. It is required to list the ship 20 to starboard and weight of
15 tonnes is to be shifted transversely for this purpose. Find the
distance through which it must be shifted. (Ans 4.2m)

3. A ship of 7800 tonnnes displacement has a mean draft of 6.8m and is to

be loaded to a mean draft of 7m. GM = 0.7m and TPC = 20 tonnes. The
ship is at present listed 40 to starboard. How much more Cargo can be
shipped in the port and starboard tween deck, centre of gravity 6m and
5m, respectively, from the centre line, for the ship complete loading and
finish upright.
(Ans 216.5 tonnes to port and 183.5 tonnes to starboard)

4. A ship 1500 tonnes displacement has KB 2.1m, KG 2.7m and KM 3.1m,

and is floating upright in the salt water. Find the list, if the weight of 10
tonnes is shifted transversely across the deck through a distance of
10m. (Ans 90 )

5. A weight of 12 tonnes, when moved transversely across the deck

through a distance of 12m, causes a ship of 4000 tonnes displacement
to list 3.8 degree to starboard. KM = 6m. Find the KG. (Ans 5.458m)

6. A quantity of grain, estimated at 800 tonnes, shifts 10m horizontally

original GM was 0.5m, Find the resulting List. (ANS 120 )

Page 1 of 2
7. A ship of 7500 tonnes displacement has KM 8.6m, KG 7.8m and 20
meter beam. A qty of deck cargo is lost from the Starboard side (KG
12m, and Centre of gravity 6m in from the rail). If the resulting list is 3
degree 20 minutes to Port, Find how much deck cargo was lost.
(ANS 91.9 tonnes)

8. A ship of 12500 tonnes displacement, KM 7m and KG 6.4m, has a 3

degree list to starboard and has yet to load 500 tonnes of Cargo. There
is space available in the tween decks, Centre of gravity 6m each side of
the centre line. Find how much Cargo to load on each side, if ship is to
complete loading upright.
(Ans 282.75 tones to port, 217.25 tonnes to starboard)

9. A Ship is listed 2 degree to Port. Displacement is 8500 tonnes KM 5.5

meter and KG 4.6 meter. The ship has yet to load a locomotive of 90
tonnes mass on deck on the starboard side (Centre of Gravity 7.5 m
from the Centre Line), and a tender of 40 tonnes. Find how far from the
Centre line the tender must be placed, if the ship is to complete loading
upright, and also find the Final GM. (KG of the deck cargo is 7m).
(Ans 8.52m to port, GM = 0.864m)

10. A ship of 9500 tonnes displacement is listed 3 degrees to starboard,

and has KM 9.5m and KG 9.3m. She loads 300 tonnes of bunkers in No.
3 double bottom tank port side (KG 0.6m and centre of gravity 6m
from the centerline), and discharges two parcels of cargo each of 50
tonnes from the port side of No.2 shelter deck (KG 11m and centre of
gravity 5m from the centerline). Find the final list.
(ANS 140 )

11. A ship of 5600 tones displacement is floating upright. A weight of 30

tonnes is lifted from the port side of No.2 tween deck to the starboard
side of No.2 shelter deck (10m horizontally). Find the weight of water to
be transferred in No. 3 double-bottom tank from starboard to port to
keep the ship upright. The distance between the centre of gravity of the
tanks is 6m. (ANS 50 tonnes)

********

Page 2 of 2