1.

Introduction to Ship Stability

1.1 Definition and Importance of Ship Stability:

Ship stability refers to the ability of a vessel to resist capsizing and maintain an upright position during
various operating conditions. It is crucial for the safety, seaworthiness, and overall performance of a ship.

1.2 Factors Affecting Ship Stability:

Various factors impact ship stability, including weight distribution, metacentric height, cargo loading,
ballasting, center of gravity, and external forces like wind and waves.

1.3 Goals and Objectives of Ship Stability Calculation:

The goals of ship stability calculation are to assess and maintain the ship's stability within safe limits,
prevent capsizing, ensure the ship's operability under different loading conditions, and comply with
international regulations and standards.

2. Forces and Moments in Ship Stability

2.1 Weight and Buoyancy Forces:

Weight force is the gravitational force acting downward on the ship, while buoyancy force is the
upward force exerted by the water displaced by the ship's hull. These forces determine the vertical
equilibrium of the ship.

2.2 Center of Gravity (CG) and Center of Buoyancy (CB):

The center of gravity is the point where the entire weight of the ship is considered to be
concentrated. The center of buoyancy is the geometric center of the underwater volume of the ship. The
relative positions of CG and CB affect the stability of the ship.

2.3 Righting Moment and GZ Curve:

 The righting moment is the moment created by the force of buoyancy acting at a lever arm from the
center of gravity. The GZ curve represents the relationship between the righting moment and the angle
of heel, providing insights into the ship's stability characteristics.

2.4 Heeling Moment and Stability Criteria:

The heeling moment is the moment that causes the ship to heel or lean due to external forces like
wind or waves. Stability criteria, such as the angle of vanishing stability (AVS) and the angle of maximum
righting lever (AML), help define safe limits for stability.

2.5 Trim Moment and Longitudinal Stability:

The trim moment refers to the moment caused by the difference in draft between the bow and stern
of the ship. Longitudinal stability focuses on maintaining the ship's balance along its longitudinal axis,
avoiding excessive trim and ensuring safe navigation.

3. Metacentric Height (GM)

3.1 Definition and Significance of Metacentric Height:

Metacentric height (GM) is the distance between the ship's center of gravity (G) and the metacentric
point (M) when the ship is inclined. It is a crucial parameter that determines the ship's initial stability and
its ability to resist capsizing.

3.2 Calculation of Metacentric Height:

The metacentric height is calculated by dividing the moment of inertia of the waterplane area by the
underwater volume of the ship. It provides a measure of the ship's initial stability and influences the
ship's response to external forces.

3.3 Relationship Between GM and Ship Stability:

A positive GM indicates a stable ship, while a negative GM suggests an unstable or tender ship. The
relationship between GM and stability is essential in assessing the ship's ability to return to an upright
position after being inclined.
4. Initial Loading Conditions

4.1 Weight Distribution and Loading Patterns:

Initial loading conditions involve assessing the distribution of weights on board the ship. This includes
cargo, fuel, ballast, provisions, equipment, and personnel. Proper weight distribution is necessary to
maintain the ship's stability.

4.2 Centers of Gravity (CG) and Vertical Centers of Gravity (VCG):

Centers of gravity (CG) represent the vertical position where the weight of ship components is
concentrated. Vertical centers of gravity (VCG) refer to the height of the CG relative to the ship's
baseline. Proper positioning of the CG and VCG is critical for stability.

4.3 Initial Stability Assessment:

The initial stability assessment involves analyzing the ship's stability condition under the initial
loading conditions. This assessment ensures that the ship remains within acceptable stability limits and
complies with regulatory requirements.

5. GZ Curves and Stability Criteria

5.1 GZ Curves: Definition and Purpose:

GZ curves depict the metacentric height (GM) of a ship as a function of the angle of heel. These
curves provide a graphical representation of the ship's stability characteristics and allow for a visual
assessment of stability throughout the ship's range of heel angles.

5.2 Construction and Interpretation of GZ Curves:

GZ curves are constructed by calculating the righting arm (GZ) at various angles of heel. The resulting
curve shows how GZ changes as the ship heels. Interpreting GZ curves helps determine the ship's
stability, its range of stability, and critical angles at which stability is compromised.

5.3 Angle of Vanishing Stability (AVS) and Angle of Maximum Righting Lever (AML):
 The angle of vanishing stability (AVS) is the angle of heel at which the ship loses its ability to restore
itself to an upright position. The angle of maximum righting lever (AML) represents the angle at which
the ship achieves its maximum righting arm and optimal stability.

6. KN Curves and Loading Conditions

6.1 KN Curves: Definition and Purpose:

KN curves illustrate the relationship between the righting arm (GZ) and the displacement (KN) of the
ship. These curves help evaluate stability under different loading conditions, such as light ship, full load,
or ballast, by considering how GZ varies with changes in displacement.

6.2 Construction and Interpretation of KN Curves:

KN curves are constructed by plotting the righting arm (GZ) against the displacement (KN) for various
loading scenarios. Interpreting KN curves allows for the comparison of stability characteristics at
different loadings, helping assess the ship's stability across different operational conditions.

6.3 Analysis of Stability Under Different Loading Conditions:

Analyzing KN curves under different loading conditions enables an understanding of how stability
varies throughout a ship's operational lifecycle. It helps identify critical loading scenarios and ensures
stability is maintained across a range of cargo configurations.

7. Stability Regulations and Standards

7.1 International Maritime Organization (IMO) Regulations:

The IMO sets international regulations and guidelines for ship stability to ensure safety at sea. These
regulations cover areas such as intact stability criteria, subdivision and damage stability, and stability
requirements for specific ship types.

LOAD CASES
Load case 0:
Light Ship Displacement The condition 0 "Light Ship Displacement" means a displacement according to
the heeling test, including a design and construction margin, including fillings of liquids in all machinery
systems, weapons and sensors, filling of sonar domes and fixed ballast, if applicable. This load case
considers in addition the specified crew and their personal blongings, but does not include any
provisions, aircraft, etc

 weight of Bare Hull (Wh): 10,000 metric tons

 Weight of Permanent Fixtures (Wpf): 2,000 metric tons

 Weight of Machinery and Equipment (Wme): 3,000 metric tons

 Total Light Ship Displacement (D): 15,000 metric tons

Load case 1:
Limit Displacement The condition 1 "Limit Displacement" is an unfavorable loading condition, where
stability must be sufficient for the maximum wind forces acting on the ship. It is based on load case 0,
but ballast water tanks are filled as far as necessary and different provisions are fully or partially on
board.

The maximum permissible displacement for ex: Maximum

Permissible Weight (Wmax): 100,000 metric tons

Load case 1A:

Limit Displacement End of Life The condition 1A "Limit Displacement End of Life" is identical to load
case 1, but includes life cycle margins for maintenance, later conversions and equipment improvements
and additions.

Load case 1B:

Limit Displacement with Icing The condition 1B "Limit Displacement with Icing" is based on the load case
1, but includes icing of the ship's superstructures,

For the load cases which include icing, icing must be assumed up to a height of 20 m above waterline.

The additional weight may be estimated for:

1-free deck areas and front areas of superstructure and deckhouse: 0,5 kN/m2
2- projected front areas of weapons, sensors, boats, masts and rigging, etc.: 1,0 kN/m2

3- free standing top masts, stays and antennas with a diameter below 0,1 m.

Load case 1AB:

Limit Displacement End of Life with Icing The condition 1AB "Limit Displacement End of Life with Icing" is
identical to load case 1A but includes icing of the ship's superstructure.

Load case 2:
Combat Displacement The condition 2 "Combat Displacement" is equivalent to the design displacement.
It is based on load case 0, but includes loading of all provisions at 100 % and does not provide for waste
water or ballast water aboard,

Load case 2A:

Combat Displacement End of Life The condition 2A "Combat Displacement End of Life" is identical to
load case 2, but includes life cycle margins for maintenance, later conversions and equipment
improvements and additions.

Load case 2B:

Combat Displacement with Icing The condition 2B "Combat Displacement with Icing" is based on load
case 2, but includes icing of the ship's superstructures.

Load case 2AB:

Combat Displacement End of Life with Icing The condition 2AB "Combat Displacement End of Life with
Icing" is identical to load case 2A, but includes icing of the ship's structure.

Load case 3:
Medium Displacement The condition 3 "Medium Displacement" is mostly relevant for boats and
auxiliary units. It is based on load condition 0, but includes life cycle margins for maintenance, later
conversions, and equipment and additions as well as a partial content of provisions.

Load case 4: Special Limit Displacement

The condition 4 "Special Limit Displacement" is based on load case 1, but includes additional loading
which may become necessary for carrying out exceptional tasks, e.g. - Transport of troops.

Load case 4A:

Special Limit Displacement End of Life The condition 4A "Special Limit Displacement End of Life" is
identical to load case 4, but includes life cycle margins for maintenance, later conversions, equipment
improvements and additions.

Load case 4AB:

Special Limit Displacement End of Life with Icing The condition 4AB "Special Limit Displacement End of
Life with Icing" is identical to load case 4A, but includes icing of the ship's superstructure.

Load case 5A:

Special Combat Displacement The condition 5 "Special Combat Displacement" is based on load case 2,
but includes fuels as far as necessary for stability and at least 10 % filling, s

Load case 5A:

Special Combat Displacement End of Life The condition 5A "Special Combat Displacement End of Life" is
identical to load case 5, but includes life cycle margins for maintenance, later conversions, equipment
improvements and additions.

Load case 5AB:

Special Combat Displacement End of Life with Icing The condition 5AB "Special Limit Displacement End
of Life with Icing" is identical to load case 5A, but includes icing of the ship's superstructure.

Load case 6:
Maximum Displacement The condition 6 "Maximum Displacement" is identical to load case 2A with an
increase of displacement of 2%.

Load case 6B:

Maximum Displacement with Icing The condition 6B "Maximum Displacement with Icing" is identical to
load case 6, but includes icing of the ship's superstructure.