CHAPTER 1

LAWS OF FLOATATION

Before starting with laws of floatation we will define density and relative density of any
substance:
Density is defined as mass per unit volume. The density of fresh water (F.W) is 1000
kg/ m3 or 1 ton / m3.
Relative density (R.D) of a substance is the ratio of the weight of the substance to the
weight of the equal volume of fresh water.

R.D = Density of the substance

Density of F.W

Density of the substance = R.D of the substance x density of F.W

Example 1:
Find the density of fuel oil whose relative density is 0.92

Density of fuel oil = R.D of fuel oil x density of F.W

Density of fuel oil = 0.92 x 1000 kg/m3 = 920 kg/m3

OR
Density of fuel oil = 0.92 x 1 ton/m3 = 0.92 ton/m3

"Archimedes" Principle:
When a body is wholly or partially immersed in a fluid it appears to suffer a loss in
its mass equal to the mass of fluid it displaces.
The mass density of fresh water is 1000 kg /m3. Therefore, when a body is immersed in
fresh water it will appear to suffer a loss in mass of 1000 kg for every 1 m3 of water it
displaces.
When a box measuring 1m3 and of 4000 kg mass is immersed in fresh water it will
appear to suffer a loss in mass of 1000 kg.

1
If suspended while in fresh water from a spring balance the balance would indicate a
mass of 3000 kg, while the same spring balance was indicating 4000 kg when the box
was suspended in the air (Fig. 1 - 1)

In Air In Fresh water

3000 k.g
4000 k.g

1 cubic
1 cubic meter
meter
4000 k.g
4000 k.g

Fig. 1 - 1

Since the actual mass of the box is not changed, there must be a force acting vertically
upwards to create the apparent loss of mass of 1000 kg.
This force is called the force of buoyancy, and is considered to act vertically upwards
through a point called the centre of buoyancy (B). The centre of buoyancy is the centre
of gravity of the underwater volume.
Now if we have three bodies each weighing 5 tons but the volume of the first is 10 m 3,
the second 5 m3 and the third 4m3.
We shall immerse these three bodies in fresh water (Fig. 1 - 2).
Each body is 5 tons in weight, the water is fresh water.

10 m 3

5m 3

0 ton
0 ton 4m 3

Fig. 1 - 2 1 ton

The first body (volume 10m3) will displace 5 tons of fresh water (equal to the weight of
the body) that means it will displace 5m3 of fresh water and 5m3 of the body will
immerse to replace them. That means that half of the body will be immersed.
The second body (volume 5m3) will displace also 5 tons of fresh water (equal to the
weight of the body). That means it will displace 5m3 of fresh water and 5m3 of the body
will immerse to replace them that means that the whole body will be just immersed with
its upper surface in the same level with the water surface.

2
The third body (volume 4m3) will displace only 4m3 of fresh water (equal to the volume
of the body). That means that the body will displace only 4 tons of fresh water, and
since the weight of the body is 5 tons the body will sink to the bottom because its
weight is more than the weight of the displaced fresh water by one ton.

Mass of the body = Mass of displaced water

To find the volume of the displaced water; it will be the same as the volume of the
immersed part of the piece of wood

Volume of immersed body = Volume of displaced water

Homogeneous logs of rectangular section

L
B
D

The draft of a rectangular homogeneous floating log is found as follows:

Mass of log = Volume of log x Density of log = L x B x D x Density of log ….. (1)
Mass of log = Mass of displaced water …… (2)
From (1) & (2)……… L x B x D x Density of log = Mass of displaced water
L x B x D x Density of log= Volume of displaced water x Density of displaced water
L x B x D x Density of log = Volume of immersed log x Density of displaced water
L x B x D x Density of log = L x B x d x Density of displaced water
D x Density of log = d x Density of displaced water

d (draft) . = Log density .

D (depth) water density

Note: This formula is used only with homogeneous floating logs and can not be
used with floating vessels or barges.

3
Example 1:
Find the distance between the centers of gravity and buoyancy of a rectangular log 1.2
m wide, 0.6 m deep, and of relative density 0.8 when floating in fresh water with two of
its sides parallel to the waterline.

0.6 m
RD 0.8
.G FW
d . B
K
1.2 m

Log density = log R.D x F.W density = 0.8 x 1 = 0.8 t/m3

d ( draft) = log density
D (depth) water density
d = o.8
0.6 1
d = 0.6 x 0.8 = 0.48 m
Since KB is half the draft then KB = 1/2 x 0.48 = 0.24 m
Since KG is half the depth (D) then KG = 1/2 x 0.60 = 0.30 m
There for the distance between G and B (GB) is
GB = KG – KB = 0.30 – 0.24 = 0.06 m = 6 cm
Example 2:
A box shaped barge 16 x 6 x 5 meters is floating alongside a ship in fresh water at a
mean draft of 3.5 m, the barge is to be lifted out of the water and loaded on to the ship
with a heavy lift derrick, find the load in tons on the derrick when the draft of the barge
is reduced to 2m.

Mass of barge before lifting = Mass of displaced water before lifting

Mass of barge before lifting = Volume of displaced water x Density of disp. water
Mass of barge before lifting = 16 x 6 x 3.5 x 1 = 336 tons
Mass of barge after lifting = Mass of displaced water after lifting
Mass of barge after lifting = Volume of displaced water x Density of disp. water
Mass of barge after lifting = 16 x 6 x 2 x 1 = 192 ton
The derrick is lifting = Mass of barge before lifting - Mass of barge before lifting
The derrick is lifting = 336 -192 = 144 tons
Another solution The derrick is lifting = 16 x 6 x (3.5 – 2) x 1 = 144 tons

4
Reserve Buoyancy:
L
B
D-d D

- The total volume of enclosed spaces above the water line.

Reserve buoyancy = L x B x (D – d) = … m3

- It may be expressed as percentage of the enclosed spaces above the water line to
the total volume of the body

Reserve buoyancy = (D – d) x 100

D
The force of buoyancy:
Is provided by the volume of the enclosed spaces under the water line
Reserve buoyancy:
The total volume of the enclosed spaces above the water line.
Example 4:
A box-shaped vessel 105 m long, 30 m beam, and 20 m deep, is floating upright in fresh
water. If the displacement is 19500 tons, find the volume of reserve buoyancy.

Mass of body = L x B x d x Density of displaced water

19500 = 105 x 30 x d x 1
d = 19500 / 3150 = 6.19 m
Reserve buoyancy = (D – d) x 100 = (20 - 6.19) x 100 = 69.05 %
D 20
Another solution
Reserve buoyancy =L x B x (D – d) =105x30x (20 – 6.19) =43501.5 m3

5
 Tonnage per centimeter immersion (TPC):

W =?

W L
1 On 1 1cm
one cen timeter
W e L1
cm
1

W = TPC = weight of displaced water

TPC = Volume of displaced water x Density of displaced water
TPC = Volume of immersed part x Density of displaced water
TPC = Water plan area (A) x h x Density of displaced water
TPC = (A) x h x Density of displaced water
TPC = (A) x 1 x Density of displaced water
100

TPC = (A) x water density

100

TPC (Tons Per Centimeter)

The TPC is the mass which must be loaded or discharged to change a ship’s mean
draft by one centimeter.
TPC in dock water:
Since the TPC for each draft is given in the hydrostatic tables for the sea water (SW)
and for the fresh water (FW), so if the ship is in a water of density in-between the fresh
and the salt water which we call dock water (DW) we can calculate the TPC for such
water as following:

TPC sw DENSITY sw

TPC dw DENSITY dw

TPC dw x DENSITY sw = TPC sw x DENSITY dw

TPC dw = TPC sw x DENSITY dw

DENSITY sw

6
 Form coefficients:
The coefficient of fineness of the water- plan area
It is the ratio of the area of the water-plan to the area of the rectangular having the
same length and maximum breadth of the ship at any draft (as shown in the figure).

Coefficient of fineness CW = Area of water-plane = Area of water plane

Area of rectangular LxB

Area of water-plane = L x B x Coefficient of fineness CW

Area of water-plane = L x B x CW

The block coefficient of fineness of displacement Cb

It is the ratio of the volume of displacement at any draft to the ratio of the rectangular
block at the same draft having the same length of the water plane area and the water-
plane area maximum breadth at the same draft and the depth which is the same draft.

L d

Block coefficient Cb = Volume of displacement = Volume of displacement

Volume of the block L x B x draft
Volume of displacement = L x B x draft x block coefficient Cb

Volume of displacement = L x B x draft x Cb

7
 Definitions:

Free board
It is the distance measured vertically downwards amidships from the upper edge of the
deck line to the upper edge of the related load line.

Tons per centimeter (TPC)

The TPC is the mass which must be loaded or discharged to change a ship’s mean
draft by one centimeter.

Block coefficient of fineness

Is the ratio between the underwater volume of the ship at that draft and a rectangular
box have the same extreme dimensions.

The coefficient of fineness of the water- plan area

It is the ratio of the area of the water-plan to the area of the rectangular having the
same length and maximum breadth of the ship at any draft (as shown in the figure).

Density
Density is defined as mass per unit volume.

Relative density
Relative density (R.D) of a substance is the ratio between the weights of the substance
to the weight of an equal volume of fresh water.
-----------------------------------------

8
 Exercises
1- A bulk Timber 4 m long, 1.5 m wide, and 1 m deep has a relative density (RD) of
0.75. A steel cube of side 0.5 m and RD 8.0 is suspended beneath the Timber
and the two are floating in salt water. Calculate the draft of the Timber bulk.

Density of timber = RD of timber x Density of FW = 0.75 x 1 = 0.75 ton/m3

Mass of timber = Volume of timber x Density of timber = 4 x 1.5 x 1 x0.75 = 4.5 T
Density of cube = RD of cube x Density of FW = 8 x 1 = 8 ton/m3
Mass of cube = Volume of cube x Density of cube = 0.5 x 0.5 x 0.5 x 8 = 1 ton
Mass of (timber + cube) = Mass of timber + Mass of cube = 4.5 + 1= 5.5 tons
Mass of (timber + cube) = {Volume of underwater Timber + Volume of cube}
x Density of displaced water
5.5 = {4 x 1.5 x d x (0.5)3} x 1.025
5.5 = {6 d + 0.125} x 1.025
5.5 = 6.15 d + 0.128125
6.15 d = 5.5 - 0.128125 = 5.374875
d = 5.374875 / 6.15 = 0.874 m
-------------------------------------------------------------------------------
2- a) Define:
- Reserve buoyancy
- Block coefficient of fineness
b) Find the reserve buoyancy percentage of a vessel 100m. long, 32 m. beam,
20m. deep and her coefficient of fineness is 0.65. The vessel’s displacement is
20150 tons.

a) Reserve buoyancy
The total volume of the enclosed spaces above the water line.
Block coefficient of fineness
Is the ratio between the underwater volume of the ship at that draft and a
rectangular box have the same extreme dimensions.
b) Mass of the vessel = L x B x coefficient of fineness x d x Density of displaced water
20150 = 100 x 32 x 0.65 x d x 1.025
20150 = 2132 d
d = 20150 / 2132 = 9.45 m
Reserve buoyancy = D – d x100 = 20 – 9.45 x 100 = 52.74 %
D 20
--------------------------------------------------

9
3- A ship of 100m long, the maximum breadth of the load draft water plan area is
12m, summer draft is 7.2m. Block coefficient of fineness (Cb) and the water
plan area coefficient (Cw) are 0.78 and 0.75 respectively. Find TPC, FWA, and
then calculate the ships dead weight for tropical and winter load lines, if the
ship’s light displacement is 1875 tons.

Water plan area at summer draft (A) = L x B x CW = 100 x 12 x 0.75= 900 m2

TPC = (A) x water density = 900 x 1.025 = 9.225 tons
100 100
Summer displacement= L x B x d x coefficient of fineness x Density of disp. water
Summer displacement = 100 x 12 x 7.2 x o.78 x 1.25 = 6907.68 tons
FWA = Displacement = 6907.68 = 187.2 mm
4 x TPC 4 x 9.225
Summer dead weight = summer displacement – Light displacement
Summer dead weight = 6907.68 - 1875 = 5032.68 T
Vertical distance between (S&T),(S&W) = S draft x 1/48
Vertical distance between (S&T),(S&W) = 7.2 x 1/48=0.15m= 15 cm
Difference in DW = TPC x Vertical distance between (S&T),(S&W)
Difference in DW = 9.225 x 15 = 138.375 tons
Tropical DW = S. DW + Difference in DW = 5032.68 + 138.375 = 5171.055 T
Winter DW = S. DW - Difference in DW = 5032.68 - 138.375 = 4894.305 T
--------------------------------------------------
4-a) Define : Reserve buoyancy
b)A box shaped watertight barge 12 x 8 x 6 m, has a minimum allowable
freeboard of 1.5 m and a light displacement of 200 tons, She loads 150 tons of
cargo evenly distributed while floating in water of RD 1.025.
Calculate her freeboard, amount of reserve buoyancy and amount of cargo
she can still load.

a) Reserve buoyancy
The volume of the enclosed spaces above the water line.
b) Density of displaced water = RD of displaced water x density of FW
Density of displaced water = 1.025 x 1 = 1.025 tom / m3
Mass of the barge = L x B x d x Density of displaced water
200 + 150 = 12 x 8 x d x 1.025
350 = 98.4 d

10
 d = 350 / 98.4 = 3.557 m
Free board = Depth – draft = 6 - 3.557 = 2.443 m
Reserve buoyancy = D – d x100 = 6 – 3.557 x 100 = 40.7 %
D 6
Mass of the barge at d. 4.5 m = L x B x d x displaced water density at d. 4.5m
Mass of the barge at d. 4.5 m = 12 x 8 x 4.5 x 1.25 = 442.8 tons
Cargo to be loaded = Mass of barge at d. 4.5 m - Mass of barge at d. 3.558 m
Cargo to be loaded = 442.8 – 350 = 92.8 tons
----------------------------------------------------------
5- A box shape barge 55 x 10 x 4.5 m, it works in transferring marble between
Aswan – Cairo has a light draft of 82 cm. Find:
a) The barge light displacement
b) The number of voyages through which it can transport a quantity
of 9075 tons marble. Knowing that his minimum freeboard is 38 cm.
c) The percentage of his reserve buoyancy while is fully loaded.

a) Barge light displacement = L x B x light draft x Density of displaced Water

Barge light displacement = 55 x 10 x 0.82 x 1 = 451 tons
b) Barge maximum draft = Depth – minimum FB = 4.5 – 0.38 = 4.12 m
Barge load displacement = L x B x Max draft x Density of displaced Water
Barge load displacement = 55 x 10 x 4.12 x 1 = 2266 tons
Barge dead weight = Barge load displacement – Barge light displacement
Barge dead weight = 2266 – 451 = 1815 tons
Number of voyages = Quantity of cargo = 9075 = 5 voyages
Barge dead weight 1815
c) Reserve buoyancy = D – d x 100 = 4.5 – 4.12 x 100 = 8.44 %
D 4.5
-----------------------------------------------------------------
6- a) Define the following: Free board – reserve buoyancy and then explain
the relationship between each of them.
b) A ship is floating on her summer load line marks in F.W.
FWA= 180 mm, TPC= 25 tons. Find the amount of cargo which can be
loaded in order for the ship to float on her maximum statutory draft when
entering salt water.
a) Free board
It is the distance measured vertically downwards amidships from the upper edge
of the deck line to the upper edge of the related load line

11
 Reserve buoyancy
The volume of the enclosed spaces above the water line.
the relationship between each of them is that the when the freeboard increases the reserve
buoyancy increases and vise versa, so we can say that the freeboard is an indication of the
reserve buoyancy.
b) Since the ship is floating in Fresh water then the maximum draft is FW water line, so
the mean draft can be increased by the amount equal to the FWA and when the ship
is moving to salt water she will be on her maximum statutory draft ( Summer load
line).
FWA = 180 mm = 18 cm
TPC dw = TPC sw x DENSITY dw = 25 x 1 = 24.39 tons
DENSITY sw 1.025
Cargo to be loaded = FWA x TPC dw = 18 x 24.39 = 439.024 tons.
------------------------------------------
7- A box shaped vessel of 19475 tons displacement, length 105 m, breadth 30 m,
depth 20 m, is floating in sea water, find:
1) The draft of the ship
2) The percentage of her reserve buoyancy

1) Mass of the vessel = L x B x d x Density of displaced water

19475 = 105 x 30 x d x 1.025
19475 = 3228.75 d d = 19475 / 3228.75 = 6.032 m
2) Reserve buoyancy = D – d x100 = 20 – 6.032 x 100 = 69.84 %
D 20
----------------------------------------------------------
8- A cylinder drum 1.5m long, and 60cm in diameter has mass of 20 kg when
empty, find its draft in water of density 1024 kg per cubic meter if it contains
200 liters of paraffin of relative density 0.6 and floating with its axis
perpendicular to the water line

200 Ltr. R.D 0.6

Weight empty 20 kg
1.5 m

d=draft
r =radius

0.6 m

12
 Paraffin density = R.D of Paraffin x F.W density = 0.6 x 1000 = 600 kg/ m3
Volume of Paraffin = 200 / 1000 = 0.2 m3
Paraffin Weight = Paraffin density x Paraffin volume = 600 x 02 = 120 kg
Weight of drum= weight of empty drum + Paraffin weight= 20+120= 140 kg
Weight of drum = л x r2 x d x water density
140 = 22 x 0.3 x 0.3 x d x 1024
7
140 = 289 x d
d = 140 = 0.484 m
289
---------------------------------------------------------
9- a) Define: - Free board - Reserve buoyancy
Explain the relationship between each of them.
b) A box – shaped barge 75m x 6m x 4m displaces 180 tons when light. If 360
tons of iron are loaded while the barge is floating in fresh water. Find her
final draft and reserve buoyancy.
a) Free board
Is the distance measured vertically downwards amidships from the upper edge of the
deck line to the upper edge of the summer load line.
Reserve buoyancy
The total volume of the enclosed spaces above the water line.
The relationship between each of them is that when the freeboard increases the reserve
buoyancy increases and vise versa, so we can say that the freeboard is an indication of the
reserve buoyancy.
b) Barge displacement after loading = light displacement + Mass loaded
Barge displacement after loading = 180 + 360 = 540 tons
Barge displacement after loading = L x B x d x water density
540 = 75 x 6 x d x 1
540 = 450 d
d = 540 / 450 = 1.2 m
Reserve buoyancy = D – d x 100 = 4 – 2.2 x 100 = 70 %
D 4
OR
Reserve buoyancy = (4 – 1.2) x 75 x 6 = 1260 m3
--------------------------------------

13
10- a) Define: - Reserve buoyancy - block coefficient of fineness
b) Find the reserve buoyancy percentage of a vessel 110 m long 40 m beam,
22deep and her block coefficient of fineness is 0.65 the vessel displacement
25500 tons

a) Reserve buoyancy
The total volume of the enclosed spaces above the water line.

Block coefficient of fineness

Is the ratio between the underwater volume of the ship at that draft and a
rectangular box have the same extreme dimensions

b) Mass of body = L x B x d x density of displaced water

25500 = 110 x 40 x d x 0.65 x 1.025
25500 = 2931.5 d
d = 25500 / 2931.5 = 8.7 m

Reserve buoyancy = (D – d) x 100 = (22 – 8.7) x 100 = 60. 5 %

D 22
-------------------------------------------------

14
 CHAPTER 2

EFFECT OF DENSITY ON DRAFT & DISPLACEMENT

Effect of density on Draft when the displacement is constant

FW SW

d
d

W= immersed volume x water density W=immersed volume x water density

W = immersed volume x 1 W = immersed volume x 1.025

Since in salt water the density increased then the immersed volume must decrease
because the displacement (W) is constant, and since the immersed volume decreased
then the draft in salt water will decrease than the draft in the fresh water.
Conclusion: if the density of water increases the ships draft will decrease and vise versa.

On a box shaped vessel:

New mass of displaced water = Old mass of displaced water

New volume x New density = Old volume x Old density

New volume = Old density

Old volume New density

L x B x New draft = Old density

L x B x Old draft New density

New draft = Old density

Old draft New density

15
Example 1:
A box-shaped vessel floats at a mean draft of 2.1 meters, in dock water of density
1020 kg/m3. Find the mean draft for the same mass displacement in salt water of
density 1025 kg/m3.
New draft = Old density
Old draft New density
New draft = 1020
2.1 1025
New draft = 1020 x 2.1 = 2.09 m
1025
-------------------------------------------------------------
Example 2:
A box-shaped vessel floats upright on an even keel as shown in fresh water of
density 1000 kg/m3, and the centre of buoyancy is 0.50 m above the keel. Find the
height of the centre of buoyancy above the keel when the vessel is floating in salt
water of density 1025 kg/m3.
Note. The centre of buoyancy is the geometric centre of the underwater volume
and for a box-shaped vessel must be at half draft, i.e. KB = 1/2 the draft.

Old draft = 2 x KB= 2 x 0.5 = 1 m

New draft = Old density
Old draft New density
New draft = 1000
1 1025
New draft = 1000 x 1 = 0.976 m
1025
New KB = 1/2 x New draft = 1/2 x 0.976 = 0.488 m
----------------------------------------------------
On a ship shaped vessel:
It is the same with a ship shaped vessel if her displacement is constant and the
density of water increases the draft will decrease and vise versa as we said before,
therefore:
New mass of displaced water = Old mass of displacement water
New volume x New density = Old volume x Old density
New volume = Old density
Old volume New density

16
For a ship shaped vessel the formula can not be further simplified because the shape of
the immersed part is not a rectangular, so in this case to calculate the difference in draft
due to the change in density a quantity known as Fresh Water Allowance “FWA" must
be known

Fresh water allowance

Is the number of millimeters by which the mean draft changes when the ship passes
from salt water to fresh water and vice versa.
It is found by the formula:

FWA mm = Summer Displacement tons = … mm

4 TPC

TPC (Tons per Centimeter) :

Is the mass to be loaded or discharged to change ship’s mean draft by one centimeter.

TPC = A x 1.025
100

Dock water allowance

If the ship is in water of density less than salt water (SW) and more than fresh water
(FW) and will move to SW or FW then the draft will decrease or increase respectively
and to calculate the amount of change we use the following formula:

FWA 1025 - 1000

DWA old density - new density

Dock water allowance = FWA ( old density – new density) =… mm

25

17
 Example 3:
A ship is loading in a Summer Zone in dock water of density 1005 kg/m3. FWA 62.5
mm, TPC 15 tones. The lower edge of the summer load line is in the waterline to port
and is 5 cm above the waterline to starboard. Find how much more cargo may be loaded
if the ship is to be at the correct load draft in salt water.
Port side Starboard side
2.5
5 cm cm
2.5 5 cm
cm

The ship is listed to port side and after making the ship upright the draft both sides is
Mean draft ship upright = 5 + 0 = 2.5 cm below lower edge of the summer load line.
2
So we need to increase the draft 5 cm to reach the upper edge of the summer load line,
we have also to calculate the Dock Water Allowance (DWA) to know how many
centimeters more we can increase our draft above the Summer load line.

Dock water allowance = FWA ( old density – new density)

25
Dock water allowance = 62.5 x ( 1005 – 1025) = - 50 mm = - 5 cm
25
We can increase the draft by = 5 + 5 = 10 cm
TPC DW = TPCSW x Density DW = 15 x 1005 = 14.71 tons
Density SW 1025
Cargo can be loaded = Increase in draft x TPC DW = 10 x 14.71 = 147.1 ton

Effect of density on displacement when the Draft is constant

In order to keep the draft of the ship constant if the ship moved from density to another
then we have to change the displacement of the ship to keep the volume of displaced
water the same.
FW SW

d d

18
 Volume of displaced water (FW) = Volume of displaced water (SW)

Displacement FW = Displacement SW
Density FW Density SW

If the ship moved from FW to SW the density will increase so the draft will decrease
and in order to keep the draft constant (the immersed volume) the displacement of the
ship must be increased, and vise versa if the ship moved from SW to FW.
To calculate the amount of change in displacement in order to keep the draft of the ship
constant when the ship move through different densities we use the following formula

New volume of displaced water = Old volume of displaced water

New displacement = Old displacement
New density Old density

New displacement = New density

Old displacement Old density

Example 1:
A ship displaces 7000 tons whilst floating in fresh water. Find the displacement of the
ship when floating at the same draft in water of density 1.015 ton/m3.

New displacement = New density

Old displacement Old density
New displacement = 1.015
7000 1
New displacement = 7000 x 1.015 = 7105 tons
----------------------------------------------------------
Example 2:
A ship of 6400 tons displacement is floating in salt water. The ship has to proceed to a
berth where the density of the water is 1008 kg/m3. Find how much cargo must be
discharged if she is to remain at the salt water draft.
New displacement = New density
Old displacement Old density
New displacement = 1.008
6400 1.025

19
 New displacement = 6400 x 1.008 = 6293.85 ton
1.025
Cargo to be discharged = Old displacement – New displacement
Cargo to be discharged = 6400 – 6293.85 = 106.15 ton
----------------------------------------------------------
Example 3:
A ship 120m x 17m x 10 m has a block coefficient 0.800 and is floating at the load
summer draft of 7.2 meters in fresh water. Find how much more cargo can be loaded to
remain at the same draft in salt water.
Old displacement = immersed volume x water density
Old displacement = 120 x 17 x 7.2 x 0.8 x 1 = 11750.4 ton
New displacement = New density
Old displacement Old density
New displacement = 1.025
11750.4 1
New displacement = 11750.4 x 1.025 = 12044.16 ton
1
Cargo to be discharged= New displacement – Old displacement
Cargo to be discharged = 12044.16 – 11750.4 = 293.76 ton

Effect of density on :

Draft Displacement
When displacement is constant When draft is constant

Box shaped New displacement = New Density

New draft = Old density Old displacement Old density
Old draft New density

Ship shaped
FWA (mm.)=displacement
4 TPC

DWA (mm) = FWA ( old density – new density)

25

20
 Load line marks
300 mm
25 mm

540 mm

TF
FWA
F 1000 Kg/m3

T FWA
S 1025 Kg/m3

W
300 mm WNA

230 mm
450 mm

The centre of the disc is at a distance below the deck line equal to the ship’s
statutory freeboard.
Then 540 mm forward of the disc is a vertical line 25 mm thick, with horizontal
lines measuring 230 x 25 mm on each side of it.
The upper edge of the one marked ‘S’ is in line with the horizontal line through
the disc and indicates the draft to which the ship may be loaded when floating in
salt water in a Summer Zone
Above this line and pointing aft is another line marked ‘F’, the upper edge of
which indicates the draft to which the ship may be loaded when floating in fresh
water in a Summer Zone.
If loaded to this draft in fresh water the ship will automatically rise to ‘S’ when
she passes into salt water.
The perpendicular distance in millimeters between the upper edges of these two
lines is therefore the ship’s Fresh Water Allowance.
Above and below S mark there is T & W (Tropical & Winter zones) marks
respectively, when loading in tropical or winter zones the draft of the ship will
reach the upper edge of each in each zone in salt water. The distance from the
upper edge of the S mark and both the T mark & W mark is the same and is equal
to 1/48 of the summer draft.
Below the W mark and for ships not exceeding 100 meters in the length there is
the WNA mark (Winter North Atlantic mark). It is used by the vessels not
exceeding 100 m in length when in certain areas of the North Atlantic Ocean
during the winter period. When assigned it is 50 mm below the winter mark.

21
 Exercises

1- a) Explain the effect of change in density on the ship’s draft, when it’s
displacement is constant.
b) The dimensions of a vessel are 130 x 18 x 10m, and her block coefficient of
fineness is 0.87, floating in fresh water to her summer load line, which is 7m.
Find the amount of cargo to be loaded to keep the vessel floating at the same
draft in salt water.

a) When a ship moves from water of one density to water of another density without
there being a change in her mass, the draft will change. This will happen because the
ship must displace the same mass of water in each case. Since density of the water
has changed the volume of water displaced must also be changed. This can be seen
from the following formula:
Mass = Volume x density
If the density of the water increases then the volume of water displaced must
decrease to keep the mass of water displaced constant thus the draft must decrease,
and vise versa.
b) Old displacement = L x B x d x Block coefficient x displaced water density
Old displacement = 130 x 18 x 7 x 0.87 x 1 = 14250.6 tons
New displacement = New density
Old displacement Old density
New displacement = 1.025
14250.6 1
New displacement = 14250.6 x 1.025 = 14606.865 tons
Cargo to be loaded = Old displacement – New displacement
Cargo to be loaded = 14250.6 – 14606.865 = 356.265 tons
-----------------------------------------------------
2- From the following information calculate the quantity of cargo to be loaded so
as the vessel will reach the sea loaded to the tropical load line:
- Present free board port 3.27m, starboard 3.9m, in relative density 1.015 -
FWA 180 mm - Summer free board 3.468 m – Summer draft 8.880 m - TPC
23.3 T – On her passage to the sea 5 tons of fuel will be consumed.

Present mean draft = 327 + 390 = 358.5 cm

2
Distance from WL upright to upper edge of S.LL = 358.5 – 346.8 = 11.7 cm

22
 Distance from S upper edge to T upper edge = 8.880 x 1/48 = 0.185 m = 18.5 cm
Old dock water density = Old dock water RD x density of FW
Old dock water density = 1.015 x 1000 = 1015 kg/m3
Dock water allowance = FWA ( old density – new density)
25
Dock water allowance = 180 (1015 – 1025) = - 72 mm = - 7.2 cm
25
Total increase in draft = 11.7 + 18.5 + 7.2 = 37.4 cm
TPC dw = TPC sw x DENSITY dw = 23.3 x 1015 = 23.07 tons
DENSITY sw 1025
Loaded cargo = (TPC dw x Total increase in draft) + Fuel consumption
Loaded cargo = (23.07 x 37.4) + 5.0 = 867.818 tons
--------------------------------------------------------------------------------
3- From the following information calculate the amount of cargo to load so that the
vessel will sail at the summer marks in salt water:
- Water line port side: 1.585 m below the lower edge of the deck line
- Water line starboard side: 0.095 m below the lower edge of the summer load
line - Summer freeboard: 1.625 m- RD of dock water: 1.005 - TPC: 25 tons -
FWA: 175 mm.
Port side FB = 158.5 + 2.5 = 161 cm
St.B. FB = 9.5 + 2.5 + 162.5 = 174.5 cm
Present mean FB upright ship = 161 + 174.5 = 167.75 cm
2
Required Increase in draft = Present FB – Summer FB
Required Increase in draft = 167.75 – 162.5 = 5.25 cm
Old dock water density = Old dock water RD x density of FW
Old dock water density = 1.005 x 1000 = 1005 kg/m3
Dock water allowance = FWA ( old density – new density)
25
Dock water allowance = 175 ( 1005 – 1025) = - 140 mm = - 14 cm
25
Total increase in draft = 5.25 + 14 = 19.25 cm
TPC dw = TPC sw x DENSITY dw = 25 x 1005 = 24.51 tons
DENSITY sw 1025
Loaded cargo = TPC dw x Total increase in draft
Loaded cargo = 24.51 x 19.25 = 471.82 tons
--------------------------------------------------------------------------

23
4- From the following information calculate the freeboard of a box shaped vessel
when entering water of relative density 1.008:
- Present water line 5 cm below the lower edge of the summer load line in water
of RD 1.021- Freeboard at summer load line:2.86 m- FWA:120 mm

Present Free board = 286 + 2.5 + 5 = 293.5 cm

Old dock water density = Old dock water RD x density of FW
Dock water density = 1.021 x 1000 = 1021 kg/m3
New dock water density = New dock water RD x density of FW
New Dock water density = 1.008 x 1000 = 1008 kg/m3
Dock water allowance= FWA( old density – new density)
25
Dock water allowance = 120 x ( 1021 – 1008) = + 62.4 mm = + 6.24 cm
25
Free board in density 1008 = Present Free board - DWA = 293.5 – 6.24 = 287.26 cm
--------------------------------------------------------------
5- From the following information calculate the amount of cargo to load so that the
vessel will sail at the tropical marks in salt water:
- Water line starboard: 0.035m below the lower edge of the summer load
- Water line port: 0.025m below the lower edge of the tropical load line
- Summer draft: 7.2 m - RD of dock water: 1.015- TPC: 12 tons (constant over
the range of draft required) - FWA: 150 mm

Distance from S upper edge to T upper edge = S. draft x 1/48

=7.2 x 1/48 = 0.15m = 15 cm
St.B. side distance from WL to upper edge of T. LL = 3.5 + 2.5 + 15 = 21 cm
SP. side distance from WL to upper edge of T. LL= 2.5 + 2.5 = 5 cm
WL from upper edge of T. LL upright ship = 21 + 5 = 13 cm
2
Old dock water density = Old dock water RD x density of FW
Dock water density = 1.015 x 1000 = 1015 kg/m3
Dock water allowance = FWA ( old density – new density)
25
Dock water allowance = 150 ( 1015 – 1025) = - 60 mm = - 6 cm
25
Required increase in draft = 13 + 6 = 19 cm

24
 TPC dw = TPC sw x DENSITY dw = 12 x 1015 = 11.88 tons
DENSITY sw 1025
Required cargo to load = Total increase in draft x TPC dw
Required cargo to load = 19 x 11.88 = 225.72 tons
---------------------------------------------------------------------------
6- A vessel of 12000 tons displacement arrived a port (x) at a mouth of a river with
5.77m draft, in water of RD 1.020. When sailing to port (Y) upriver she will
pass over a bar at 6 m depth and in water of RD 1.005, if TPC in sea water is 25
tons, find the minimum quantity of cargo to discharge at port (x) so that she
may pass over the bar with 0.5 m under keel clearance.

Required draft = Depth of bar - Under keel clearance = 6 – 0.5 = 5.5 m

FWA = displacement = 12000 = 120 mm
4 x TPC 4 x 25
Old dock water density = Old dock water RD x density of FW
Old dock water density = 1.020 x 1000 = 1020 kg/m3
New dock water density = New dock water RD x density of FW
New dock water density = 1.005 x 1000 = 1005 kg/m3
Dock water allowance = FWA ( old density – new density)
25
Dock water allowance = 120 x ( 1020 – 1005) = + 72 mm = + 7.2 cm
25
Required decrease in draft = Present draft - Required draft + DWA =
Required decrease in draft = 577 – 550 + 7.2 = 34.2 cm
TPC dw = TPC sw x DENSITY dw = 25 x 1020 = 24.88 tons
DENSITY sw 1025
Discharged cargo = TPC dw x decrease in draft
Discharged cargo = 24.88 x 34.2 = 850.9 tons

Another solution
Required draft = Depth of bar + Under keel clearance = 6 – 0.5 = 5.5 m
Required decrease in draft in density 1020 kg/m3 = Present draft – required draft
Required decrease in draft in density 1020 kg/m3 = 5.77 – 5.5 = 0.27 m = 27 cm
Old dock water density = Old dock water RD x density of FW
Old dock water density = 1.020 x 1000 = 1020 kg/m3
New dock water density = New dock water RD x density of FW
New dock water density = 1.005 x 1000 = 1005 kg/m3

25
 TPC dw = TPC sw x DENSITY dw = 25 x 1020 = 24.88 tons
DENSITY sw 1025
Discharged cargo = TPC dw x decrease in draft
Discharged cargo = 24.88 x 27 = 671.8 tons
Displacement in density 1020 kg/m3(Old disp.) =12000 – 671.8 = 11328.2 tons
New displacement = New density
Old displacement Old density
New displacement = 1.005
11328.2 1.020
New displacement = 11149.1 x 1.005 = 11161.6 tons
1.020
Cargo to be discharged = 12000 – 11161.6 = 838.4 tons
----------------------------------------------------------------------------
7- From the following detailed information, calculate the amount of cargo to be
discharged at anchor so as the vessel can enter a dock:
- Present displacement 18800 tons - Present draft 8.8m in water of RD 1.025-
Depth of water in dock is 9.0 m- RD of dock water is 1.007- Clearance required
under keel is 0.5 m - TPC is 24.2 tons

Required draft = Depth of water - Under keel clearance = 9 – 0.5 = 8.5 m

FWA mm = Displacement = 18800 = 194.2 mm
4 TPC 4 x 24.2
New dock water density = New dock water RD x density of FW
New dock water density = 1.007 x 1000 = 1007 kg/m3
Dock water allowance = FWA ( old density – new density)
25
Dock water allowance = 194.2 ( 1025 – 1007) = + 139.3mm = + 13.93 cm
25
Required decrease in draft = Present draft - Required draft + DWA
Required decrease in draft =880 – 550 + 13.93 =43.93 cm
Discharged cargo = TPC SW x decrease in draft
Discharged cargo = 24.2 x 43.93 = 1063.1 tons

Another solution
Required draft = Depth of bar + Under keel clearance = 9 – 0.5 = 8.5 m
Required decrease in draft in density 1025 kg/m3 = Present draft – required draft
Required decrease in draft in density 1025 kg/m3 = 8.8 – 8.5 = 0.3 m = 30 cm

26
 Discharged cargo = TPC SW x decrease in draft
Discharged cargo = 24.2 x 30 = 726 tons
Displacement in density 1020 kg/m3 (Old disp.) = 18800 – 726 = 18074 tons
New dock water density = New dock water RD x density of FW
New dock water density = 1.007 x 1000 = 1007 kg/m3
New displacement = New density
Old displacement Old density
New displacement = 1.007
18074 1.025
New displacement = 18074 x 1.007 = 17756.6 tons
1.025
Cargo to be discharged = 18800 – 17756.6 = 1043.4 tons
-------------------------------------------------------------------------
8- Define each of the following:
- Dead weight - The actual free board - Gross tonnage
- Load displacement - Light displacement

Dead weight:
Is the number of tons of cargo, fuel, fresh water, ballast, stores, etc, a vessel capable
to carry when floating on her load.
Actual free board:
Is the vertical distance between the upper edge of the deck line and the water line.
Gross tonnage:
Is the measure of the total internal volume of the ship.
Load displacement:
Is the displacement of the vessel when floating down to her maximum draft.
Load displacement = Light displacement + Dead weight
Light displacement:
Is the displacement of the vessel in her light condition. The weights composing the
light displacement are: Hull + Engines +Boilers + Propeller & propeller shaft +
Equipment & installations + Water & oil in boilers & condensers, Pipes and cooling
systems up to the minimum working level
---------------------------------------------------------------------------

27
9- If the ship’s light summer draft 2 m, and the ship’s load summer draft 12 m, by
using the given hydrostatic curves find the ships summer dead weight and then
calculate the ship’s dead weight for winter and tropical load lines.

From the displacement curves ship’s light disp. = 2000 + 1230.8 = 3230.8 T
Ship’s load displacement = 28000 + 1538.5 = 29538.5 tons
Ship’s Summer Dead weight = Load displacement + Light displacement
Ship’s Summer Dead weight = 29538.5 + 3230.8 = 26307.7 tons
Using TPC curves, TPC for load draft = 30 + 1.5 = 31.5 tons
Distance between S&W, S&T=S. draft x 1/48 =12 x 1/48 = 0.25m = 25 cm
Quantity of cargo to load or discharge from S.DW to find W&T DW =
Vertical distance between S&W, S&T x TPC for load draft
= 25 x 31.5= 787.5T
Ship’s W. DW = Ship’s S. Dead weight – 787.5 = 26307.7 – 787.5 = 25520.2 T
Ship’s T. DW = Ship’s S. Dead weight + 787.5 = 26307.7 + 787.5 = 27095.2 T
-----------------------------------------------------------------------
10- From the following details calculate the amount of cargo to be loaded
So that the vessel will sail at Tropical marks in salt water:
- Water line port side: 1.685 m below lower edge of deck line - Water line
starboard side: 0.195 m below lower edge of summer load line - Summer
freeboard: 1.7975 m-Summer draft: 9.6 m- dock water RD: 1.005- TPC: 27
tons- FWA: 185 mm .

Free board port =168.5 + 2.5 = 171 m

Free board starboard = 19.5 + 2.5 + 179.75 = 201.75 m
FB upright ship = 171 + 201.75 = 186.375 m
2
Distance from WL to S upper edge upright ships = 186.375 – 179.75= 6.625 cm
Distance from S upper edge to T upper edge = S. draft x 1/48
Distance from S upper edge to T upper edge = 9.6 x 1/48 = 0.2 m = 20 cm
Old dock water density = Old dock water RD x density of FW
Old dock water density = 1.005 x 1000 = 1005 kg/m3
Dock water allowance = FWA ( old density – new density)
25
Dock water allowance = 185 ( 1005 – 1025) = - 148 mm = - 14.8 cm
25
Total increase in draft = 6.625 + 20 + 14.8 = 41.425 cm

28
 TPC dw = TPC sw x DENSITY dw = 27 x 1005 = 26.473 tons
DENSITY sw 1025
Loaded cargo = total increase in draft x TPC dw
Loaded cargo = 41.425 x 26.473 = 1096.64 T
---------------------------------------------------------------------
11- From the following information draw to scale the load line marks and load
lines showing on the sketch all the vertical distances among the various load
lines: - Load displacement = 12840 tons - Summer load draft = 7 m - Length
between perpendiculars = 120 m - Molded breadth = 20 m- The coefficient of
fineness of water plan area (CW) = 0.87
Water plan area = L x B x CW = 120 x 20 x 0.87 = 2088 m2

TPC = (A) x water density = 2088 x 1.025 = 21.4 tons

100 100
FWA = Load Displacement = 12840 = 150 mm
4 x TPC 4 x 21.4
Vertical dist. Between S&T, S&W = S. draft x 1/48 = 7 x 1/48 = 0.146 m = 146 mm

Vertical dist. Between T&FT = FWA = 150 mm

300 mm
25 mm

540 mm

TF
FWA = 150mm
F 1000 Kg/m3
T FWA = 150mm
146mm
1025 Kg/m3
S
146mm
W
50mm
WNA
300 mm

230 mm
450 mm
--------------------------------------------------------------------

29
12- a) Define: The relative density – The Fresh water allowance
b) A ship arrives at the mouth of a river in water of density 1016 kg/m2 with a
freeboard of ‘S’ m. She then discharges 150 tons of cargo, and proceeds
up river to a second port, consuming 14 tons of bunkers. When she
arrives at the second port the freeboard is again ‘S’ m, the density of the
water being 1004 kg m2. Find the ship’s displacement on arrival at the
second port.
a) Relative Density
Relative density (R.D) of a substance is the ratio of the weight of the substance to
the weight of the equal volume of fresh water
Fresh water allowance
Is the number of millimeters by which the mean draft changes when the ship
passes from salt water to fresh water and vice versa.

Old displacement = y
New displacement = y – 150 – 14 = y – 164
New displacement = New density
Old displacement Old density
y - 164 = 1.004
y 1.016
1.004 y = 1.016 (y – 164)
1.004 y = 1.016 y – 166.624
0.012 y = 166.624
y = 166.624 / 0.012 = 13885.333
New displacement = y – 164 = 13885.333 – 164 = 13721.333 tons.
-------------------------------------------------
13- A ship’s draft is 6.40 meters forward and 6.60 meters aft. FWA 180mm.
Density of the dock water is 1010 kg /m3. If the load mean draft in salt water is
6.7 meters, find the final drafts F and A in dock water if this ship is to be
loaded down to her marks and trimmed 0.15 meters by the stern. (Centre of
flotation is amidships.)

Dock water allowance = FWA ( old density – new density)

25
Dock water allowance = 180 ( 1010 – 1025) = - 108 mm = - 10.8 cm
25
Mean draft in dock water = summer draft + DWA = 6.7 + 0.108 = 6.808 m

30
 Since trim required is 0.15 m
Change in draft fore & aft = 1/2 x trim = 1/2 x 0.15 = 0.075 m
Draft forward = 6.808 – 0.075 = 6.733 m
Draft aft. = 6.808 + 0.075 = 6.883 m
--------------------------------------------------------------
14- Define each of the following:
a) Dead weight b) Actual freeboard
c) Ship’s molded depth d) Light displacement

a) Dead weight:
Is the number of tons of cargo, fresh water, fuel, ballast water, stores, etc, a vessel
capable to carry when floating on her load.
b) Actual free board:
Is the distance between the upper edge of the deck line and the water line.
C) Ship’s molded depth:
Is the distance measure from the upper surface of the keel plate to the upper surface
of the main deck plating at the point of intersection between the fore and the aft. line
and the line of her widest beam.
d) Light displacement:
Is the displacement of the vessel in her light condition. The weights composing the
light displacement are: Hull + Engines +Boilers + Propeller & propeller shaft +
Equipment & installations + Water & oil in boilers & condensers, Pipes and cooling
systems up to the minimum working level
---------------------------------------------------------------
15-a) Explain the effect of change in density on the ship’s draft when it’s
displacement is constant
b) A box shaped vessel 24 x 6 x 3 m, displaces 150 tons of water. Find the draft
when the vessel is floating in salt water

a) When a ship moves from water of one density to water of another density without
there being a change in her mass, the draft will change. This will happen because the
ship must displace the same mass of water in each case. Since density of the water
has changed the volume of water displaced must also be changed. This can be seen
from the formula: Mass = Volume x density

31
 If the density of the water increases then the volume of water displaced must
decrease to keep the mass of water displaced constant thus the draft must decrease,
and vise versa.
b) Vessel displacement = L x B x d x displaced water density
150 = 24 x 6 x d x 1.025
150 = 147.6 d
d = 150 / 147.6 = 1.016 m
------------------------------------------------------------
16- a) Define : FWA – TPC
b) A box shaped barge measures 120 x 16 x 4 m displaces 5904 tons when fully
loaded
1) Find the mean load draft in SW & FW and then find the FWA.
2) If the light draft is 1.2 m find the barge dead weight

a) Fresh Water Allowance (FWA):

Is the number of millimeters by which the mean draft changes when the ship
passes from salt water to fresh water and vice versa.
Tons per centimeter (TPC):
The TPC is the mass which must be loaded or discharged to change a ship’s
mean draft by one centimeter.
b) Barge displacement = L x B x dsw x displaced water density
5904 = 120 x 16 x dSW x 1.025
5904 = 1968 dSW
dSW = 5904 / 1968 = 3.0 m
Barge displacement = L x B x dFW x displaced water density
5904 = 120 x 16 x dFW x 1
5904 = 1920 dFW
dFW = 5904 / 1920 = 3.075 m
FWA = dFW - dSW = 3.75 – 3.0 = 0.075m = 75 mm
Barge light displacement = L x B x dsw x displaced water density
Barge light displacement = 120 x 16 x 1.2 x 1.025 = 2361.6 tons
Barge dead weight = load displacement – light displacement
Barge dead weight = 5904 – 2361.6 = 3542.4 tons
-----------------------------------------------------------------------

32
 17- a) Define : Fresh water allowance - Density
b) A ship is floating in fresh water at a draft of 6.8 m. If her maximum fresh
water draft is 7 m and her salt water TPC is 40 tons, find the remaining
amount of cargo to be loaded in salt water.

a) Fresh Water Allowance (FWA):

Is the number of millimeters by which the mean draft changes when the ship passes
from salt water to fresh water and vice versa.
Density:
Density is defined as mass per unit volume
b) TPC FW = TPC sw x DENSITY FW = 4 x 1 = 39.024 tons
DENSITY sw 1025
Required sinkage = Maximum draft – present draft = 7 -6.8 = 0.2m = 20 cm
Cargo to load = Required sinkage x TPCFW = 20 x 39.024 = 780.48 tons
Note: When the ship moves from FW to SW she will rise to the S draft due to
change in density of the water.
------------------------------------------------
18- Explain with the aid of a drawing, a sketch of the “load line marks” of a
general cargo ship of less than 100 m of length, authorized to carry timber
deck cargo, stating the principles of determining the position and dimensions
of each load line.
300 mm
25 mm

540 mm 540 mm

LTF
LF TF
FWA
LT F 1000 Kg/m3

LS T FWA
S 1025 Kg/m3
LW
W
300 mm WNA
WNA
230 mm 230 mm
450 mm

The letters indicate the appropriate seasonal area:

S : The Summer load line, its position is calculated from the load line rules and
depend on many factors such as length of the ship and type of the ship, type
and number of superstructures, amount of sheer, bow height and so on.
W: Is one - forty eight (1/48th) of the summer load draft bellow S.

33
 T: Is one - forty eight (1/48th) of the summer load draft above S.

F: Is an amount equal to Full Displacement in millimeters above S.

4 x TPC
Where displacement: is the displacement in metric tons at the summer load
TF: The position of TF relative to T is found in the same way as the F relative to S.

WNA: is used by the vessels not exceeding 100 m in length when passing certain
areas of the North Atlantic Ocean during the winter period. When assigned
it is 50 mm below the winter mark.
Certain vessels are assigned timber freeboard but before such are assigned certain
additional conditions have to be complied with. One of these conditions is that the
vessel must have a forecastle at least 0.07 of the vessel’s length in extent and of not less
than standard height which is 1.08m for a vessel 75m or less in length and 2.3 m for a
vessel 125 m or more in length, with intermediate heights for intermediate lengths.
A poop or raised quarter deck is also required if the length of the vessel less than 100 m.
The letter L is prefixing the seasonal load line marks indicate a timber load line, and the
positions of these marks are found as set out below.

LS: Is found from the appropriate tables in the load line rules.

LW: Is one thirty- six (1/36th) of the summer Timber load draft bellow S.

LT: Is one forty eight (1/48th) of the summer Timber load draft above S.

LF & LTF are calculated in a similar way as F & TF except that the displacement
used in the formulas is that of the vessel at her summer Timber load
draft. If this cannot be ascertained these marks will be one – forty eight
(1/48th) of LS draft above LS & LT respectively.

LWNA: Is at the same level as the WNA mark.

The letters each side of the load line disk indicating the assigning authority and
should be approximately 115mm in height & 75mm in width.
----------------------------------------------------------

34
 19-a) Light displacement – Load displacement – Dead weigh carrying capacity
b) A ship’s light displacement is 3450 tons and she has on board 800 tons of
bunkers. She loads 7250 tons of cargo, 250 tons of bunkers and 125 tons of
fresh water. The ship is then found to be 75 mm from the load draft. TPC 12
tons. Find the ship’s deadweight and load displacement

a) Light displacement:
Is the displacement of the vessel in her light condition. The weights composing the
light displacement are: Hull + Engines +Boilers + Propeller & propeller shaft +
Equipment & installations + Water & oil in boilers & condensers, Pipes and cooling
systems up to the minimum working level.
Load displacement:
Is the displacement of the vessel when floating down to her maximum draft.
Load displacement = Light displacement + Dead weight
Dead weight:
Is the number of tons of cargo, stores, etc, a vessel capable to carry when floating on
her load.
b) Amount of cargo to be loaded to reach S draft=allowed increase in draft x TPC
Amount of cargo to be loaded to reach S draft = 7.5 x 12 = 90 tons
Dead weight = 800 + 7250 + 125 + 90 = 8515 tons
Load displacement = Light displacement + Dead weight
Load displacement = 3450 + 8515 = 11965 tons
----------------------------------------------------------
20- From the following information calculate the amount of cargo to be
discharged at anchor so the vessel can enter dock:
- Present displacement = 32000T- Present draft = 9.6 m - Water RD = 1.022 -
Depth of water in dock = 10.15 m - RD of dock water = 1.007 - Clearance
required under keel = 0.5 m - TPC for salt water = 40 tons.

Required draft = Depth of bar + Under keel clearance = 10.15 – 0.5 = 9.65 m
FWA = displacement = 32000 = 200 mm
4 x TPC 4 x 40
Old dock water density = Old dock water RD x density of FW
Old dock water density = 1.022 x 1000 = 1022 kg/m3
New dock water density = New dock water RD x density of FW
New dock water density = 1.007 x 1000 = 1007 kg/m3

35
 Dock water allowance = FWA ( old density – new density)
25
Dock water allowance = 200 (1022 – 1007) = + 120 mm = + 12 cm
25
Required decrease in draft = Present draft - Required draft + DWA
Required decrease in draft = 960 – 965 + 12 = 7 cm
TPC dw = TPC sw x DENSITY dw = 40 x 1022 = 39.88 tons
DENSITY sw 1025
Discharged cargo = TPC dw x decrease in draft
Discharged cargo = 39.88 x 7 = 279.2 tons

Another solution
Required draft = Depth of bar + Under keel clearance = 10.15 – 0.5 = 9.65 m
Required decrease in draft in density 1022 kg/m3 = Required draft – Present draft
Required decrease in draft in density 1022 kg/m3 = 9.65 – 9.6 = 0.05 m = 5 cm
Old dock water density = Old dock water RD x density of FW
Old dock water density = 1.022 x 1000 = 1022 kg/m3
New dock water density = New dock water RD x density of FW
New dock water density = 1.007 x 1000 = 1007 kg/m3
TPC dw = TPC sw x DENSITY dw = 25 x 1022 = 39.88 tons
DENSITY sw 1025

Discharged cargo = TPC dw x decrease in draft

Discharged cargo = 39.88 x 5 = 199.4 tons

Displacement in density 1022 kg/m3(Old displacement= 32000 + 199.4= 32199.4 tons

New displacement = New density
Old displacement Old density
New displacement = 1.007
32199.4 1.022
New displacement = 32199.4 x 1.007 = 31726.8 tons
1.022
Cargo to be discharged = 32000 – 31726.8 = 273.2 tons.
------------------------------------------------

36
 CHAPTER 3
TRANVERSE STATICAL STABILITY
The centre of gravity of a body ‘G’ is the point through which the force of
gravity is considered to act vertically downwards with a force equal to the
weight of the body. KG is VCG (Vertical Center of Gravity) of the ship.
The centre of buoyancy ‘B’ is the point through which the force of buoyancy is
considered to act vertically upwards with a force equal to the weight of water
displaced. It is the centre of gravity of the underwater volume.
To float at rest in still water, a vessel must displace her own weight of water,
and the centre of gravity must be in the same vertical line as the centre of
buoyancy. KM = KB + BM Also KM = KG + GM
Definitions:
Heel : A ship is said to be heeled when she is inclined by an external force.
For example, when the ship is inclined by the action of the waves or wind.
List : A ship is said to be listed when she is inclined by forces within the
ship. For example, when the ship is inclined by shifting a weight transversely
within the ship or when loading or discharging. This is a fixed angle of heel.

The Metacenter “M”

W W

θ◦ heel
M M
g
G G z
B g1
B
B1
w
K G z K
W W
w
A wedge of buoyancy having its centre of gravity at g is transferred to a position
with its centre of gravity at g1. The centre of buoyancy, being the centre of gravity
of the underwater volume, must shift from B to the new position B 1, such that BB1
is parallel to gg1, and BB1= v x gg1
V

37
Where v is the volume of the transferred wedge, and V is the volume of the
immersed part of the ship. All the verticals through the centers of buoyancy from 0°
to 15° of heel intersect the center line of the ship at a point called the metacentre
“M” which may be considered constant for angles of heel up to about 15°.

Stable Equilibrium
W W

θ◦ heel
M M
G G z
B
B
w B1

G z
K K
W W
w

A ship is said to be in a stable equilibrium if, when she is inclined, she tends to return to
the initial position. For this to occur the centre of gravity must be below the metacentre,
that is, the ship must have positive initial metacentric height.
M w
Triangle GZM is a right angle triangle in Z,
θ
Hence,
sinθ◦heel = GZ
G z
GM
Or, (at any small angle of heel) GZ = GM. sinθ◦ Z
G
And in turn,
w
The righting moment at any small angle of heel = W x GZ = W x GM x sinθ◦

It should be clear that :

The bigger the GZ the greater the righting moment
And as the GZ depends on the GM therefore the greater the GM the Greater the GZ

38
 Unstable Equilibrium
W W

G z G
M
M

B W B
B
z G K 1
K
W
w W
A ship is said to be in an unstable equilibrium if, when inclined, she tends to heel over
still further. For this to occur the centre of gravity must be above the metacentre, that is,
the ship must have negative initial metacentric height.
Note: A ship having a very small negative initial metacentric height GM need not
necessarily capsize. This point will be examined and explained later. This situation
produces an angle of loll.
Neutral Equilibrium

W
W

M G
M G

B B
B1
K K W
W

When G coincides with M the ship is said to be in neutral equilibrium, and if inclined to
a small angle she will tend to remain at that angle of heel until another external force is
applied. The ship has zero GM. Note that KG = KM.
Moment of Statical Stability = W x GZ, but in this case GZ = 0
Moment of Statical Stability = 0

39
 Correcting unstable and neutral equilibrium
When a ship in unstable or neutral equilibrium is to be made stable, the effective centre
of gravity of the ship should be lowered. To do this one or more of the following
methods may be employed: Angle of Loll
Weights already in the ship may be lowered.
Weights may be loaded below the centre of gravity of the ship.
Weights may be discharged from positions above the centre of gravity.
Free surfaces within the ship may be removed.
Angle of Loll
W
W

G z G
M M

B
B
B1
K W K
(1) θ
◦ (2) W
W Loll W
M

M G G z

B
B B1
B1 B2 B3
B2 (4) K
(3) K W
W

In an unstable ship as the angle of heel increases, the centre of buoyancy will
move out still further to the low side. If the centre of buoyancy moves out to a
position vertically under G, the capsizing moment will disappear.
The angle of heel at which this occurs is called the angle of loll. If the ship is
heeled beyond the angle of loll, the centre of buoyancy will move out still further
to the low side and there will be a moment to return the ship to the angle of loll.
From this it can be seen that the ship will oscillate about the angle of loll instead
of about the vertical. If the centre of buoyancy does not move out far enough to
get vertically under G, the ship will capsize.
The angle of loll will be to port or starboard and back to port depending on
external forces such as wind and waves.

40
 STIFF & TENDER SHIP
The distance between the centre of gravity “G” and the metacenter “M” depends on the
quantity and the distribution of the loaded cargo, GM is important to ship stability. The
table below shows suitable values of GM for different types of ships:

Ship type GM at fully-loaded condition

General cargo ships 0.30–0.50m
Oil tankers 0.50–2.00m
Double-hull supertankers 2.00–5.00m
Container ships 1.50–2.50m
Ro-Ro vessels 1.50 m approximately
Bulk ore carriers 2–3m

If the GM of a ship is larger than the typical working value, the ship is called a STIFF
SHIP, and if the GM of a ship is smaller than the typical working value, the ship is
called a TENDER SHIP.
When a ship has a comparatively large GM, the righting arm GZ at small angles of heel
will also be comparatively large (GZ = GM x sinθ◦), and the moment of statical stability
will also be comparatively large (M.O.S.S = W x GZ), so when inclined she will tend to
return more quickly to the initial position. The result is that the ship will have a
comparatively short time period of rolling, and will roll quickly and perhaps violently
from side to side. A ship in this condition is said to be ‘stiff’, and such a condition is not
desirable. The effective centre of gravity of the ship should be raised within that ship.
When the GM is comparatively small, the righting arm GZ at small angles of heel will
also be comparatively small (GZ = GM x sinθ◦), and the moment of statical stability will
also be comparatively small (M.O.S.S = W x GZ), so when inclined she will not tend to
return so quickly to the initial position. The time period of rolling will be comparatively
long and a ship, in this condition is said to be ‘tender’. As before, this condition is not
desirable and steps should be taken to increase the GM by lowering the effective centre
of gravity of the ship
The following sketches shows a stiff and a tender ship, and the following table shows a
comparison between both of them.

41
 W W

M M

G G z
B B
B1
K K
Stiff ship
W W
W W

M M

G G z
B
B
B1

K K
Tender ship
W W

Point of Comparison STIFF SHIPS TENDER SHIPS

The Metacentric Height large Small

Gm

The Righting Arm large Small

GZ

The Righting Moment large Small

W x GZ

The Rolling Period short Long

Stability More stable Less stable

Stresses Causes stresses Causes less stresses

on hull and on hull and machinery
machinery

42
 Exercises
1- Define the Righting lever (GZ), then explain the effect of each of the following
cases in bringing the ship back to the upright position:
1- When the righting lever is small
2- When the righting lever is large
3- When the metacentric height is negative (- GM)
4- When the metacentric height is equal zero (GM = 0)

The righting lever may be defined as the perpendicular distance between the ship’s
center of gravity (G) and the vertical through the center of buoyancy (B). And it is the
lever causing the moment of statical stability which is the true measure of a vessel’s
stability.
The moment of statical stability is {M.O.S.S = W x GZ} and since inclining the vessel
does not change her displacement, therefore the only factor of the righting moment is
the GZ.
1- When the righting lever is small then the moment of statical stability is small and
the tendency of the vessel to return to an upright position shall be too week.
2- When the righting lever is large then the moment of statical stability is large and
the tendency of the vessel to return to an upright position shall be too strong.
3- When the metacentric height is negative the moment equal to W x GM x Sinθ
will be negative which mean capsizing, where the ship will tend to heel over still
further when inclined due to an external force (unstable equilibrium).
4- When the metacentric height is equal zero (GM = 0), there will be no moment
acting on the ship and when the ship is inclined to a small angle of heel she will
tend to remain at that angle of heel until another external force is applied (neutral
equilibrium)
-----------------------------------------------------------
2- State which sentences are correct and which ones are incorrect:

a) Ship displacement for a particular draft in F.W is more than her displacement at the
same draft in any other higher density water (x)
b) When a vessel passing from water of a particular density to water of higher density
having the same displacement her draft will decrease (√)
c) Ship’s displacement will change when the density of the water changes(x)
d) TPC of a vessel in salt water is more than the TPC in a lower density water for the
same draft (√)

43
e) When a body is wholly or partially immersed in a fluid it appears to suffer a loss in
mass equal to the mass of the fluid it displaces (√)
g) The perpendicular distance between the center of gravity and the vertical through the
center of buoyancy is called the righting lever (√)
h) When a body is immersed in fresh water it will appear to suffer a loss in mass of
1000 kg for every one cubic meter of water it displaces (√)
i) The ship’s stability is known as the ability of the ship to return her back to the initial
position if she was inclined due to an internal transverse movement of weights
within the ship (x)
j) When the ship is inclined due to the effect of an external force, the length of the
righting lever (GZ) will change according to the angel of heel (√)
-------------------------------------------------------------
3- a) With the aid of sketches, explain each of the following:
- Angle of Loll Angle of Loll
- The GZ at the angle of Loll
- The GZ if the ship is heeled beyond the angle of Loll
b) Define: Ship stability – The lever GZ

a) Angle of loll
W
W

G z G
M M

B
B
B1
K W K
(1) θ
◦ (2) W
W Loll W
M

M G G z

B
B B1
B1 B2 B3
B2 (4) K
(3) K W
W

44
 In an unstable ship as the angle of heel increases, the centre of buoyancy will
move out still further to the low side. If the centre of buoyancy moves out to a
position vertically under G, the capsizing moment will have disappeared.
The angle of heel at which this occurs is called the angle of loll and the GZ is
zero. If the ship is heeled beyond the angle of loll, the centre of buoyancy will
move out still further to the low side and there will be s positive GZ and so there
will be a moment to return the ship back to the angle of loll.
From this it can be seen that the ship will oscillate about the angle of loll instead
of about the vertical. If the centre of buoyancy does not move out far enough to
get vertically under G, the ship will capsize.
The angle of loll will be to port or starboard and back to port depending on external
forces such as wind and waves.

b) Ship stability:
Is the ability of the ship to return to upright position after being heeled by an
external force.
The lever GZ:
The lever GZ can be defined as the perpendicular distance between the ship’s center
of gravity and the vertical through the center of buoyancy (B)
----------------------------------------------------------
4- Explain the significance of the righting lever with respect to the stability of a
vessel, and describe the effect of a large and a small righting lever on a vessel’s
behavior in a sea way

The righting arm (lever) can be defined as the perpendicular distance between the ship’s
center of gravity and the vertical through the center of buoyancy (B)
Since when the ship is inclined the (B) will move to the lower side and since the (G) is
constant then the force of buoyancy through (B) will not be on the same line with the
force of gravity from (G), and both forces will be away with a distance equal to GZ,
these two forces will cause a righting moment which will rotate the ship back to her
initial position. This moment is equal to
W x GZ.
It is clear that the GZ is the indication about ship’s tendency to return back to her initial
position when an external force is applied, which means that GZ is an indication about
ship’s stability, taking into account the greater the GZ the greater the moment.
The larger the GZ the larger the moment and the stronger the tendency of the ship to
return back to her initial position, and the shorter rolling time period.

45
The smaller the GZ the smaller the moment and the weaker the tendency of the ship to
return back to her initial position, and the longer rolling time period.
-------------------------------------------------------------
5- With the aid of sketches, describe each of the following:
- A stable ship - An unstable ship - A ship in a neutral (critical) equilibrium.
W W
Stable equilibrium

θ◦ heel
M M
G G z
B
B
w B1

G z
K K
W W
w
A ship is said to be in stable equilibrium if, when inclined, she tends to return to the
initial position. For this to occur the centre of gravity must be below the metacentre, that
is, the ship must have positive initial metacentric height. When a stable ship is inclined
to a small angle the center of gravity (G) remains unaffected and the force of gravity is
acting vertically downward through this point. The center of buoyancy (B) will move to
the lower side to (B1), and the force of buoyancy is acting vertically up ward through
this point. Since the two forces are not acting on the same line then they will cause an
up righting moment = W x GZ
W Unstable equilibrium W

G z G
M
M

B B
W
B
K z G K 1

W W
w

46
A ship is said to be in unstable equilibrium if, when inclined, she tends to heel over still
further. For this to occur the centre of gravity must be above the metacentre, that is, the
ship must have negative initial metacentric height.
It is clear from the fig. that the moment is a capsize moment and the ship will heel more
further, if (B) reached below (G) the moment will be zero and the ship will be at a Loll
angle, but if (B) did not reach below (G) the ship will capsize
W
W

M G
M G

B B
B1
K
K
W
When G coincides with M the ship is said to be in neutral equilibrium, and if inclined to
a small angle she will tend to remain at that angle of heel until another external force is
applied. The ship has zero GM. Note that KG = KM.
Moment of Statical Stability = W x GZ, but in this case GZ = 0
Moment of Statical Stability = 0
---------------------------------------------------------------
6- a) Define the terms : Center of gravity – Center of buoyancy
b) A vessel was loaded to the same even keel draft on two occasions. On the first
occasion the cargo is packaged timber and on the second occasion it was iron
ore.
1) Explain with the aid of sketches the difference in the position of center of
gravity and center of buoyancy on each occasion
2) Describe fully the difference in the motion of the vessel at sea in each case

a)
The centre of gravity of a body ‘G’ is the point through which the force of gravity
is considered to act vertically downwards with a force equal to the weight of the
body. KG is VCG (Vertical Center of Gravity) of the ship.
The centre of buoyancy ‘B’ is the point through which the force of buoyancy is
considered to act vertically upwards with a force equal to the weight of water
displaced. It is the centre of gravity of the underwater volume.

47
 b) In both occasions the ship will have the same draft, then she will have the same
under water volume, so (B) will be in the same position in both occasions, while (G)
will be lower when the ship is loaded with ore than the (G) when the ship is loaded with
timber. Also (M) will be in the same position in both occasions.
In case of Ore the ship has a comparatively large GM, the righting arm GZ at small
angles of heel will also be comparatively large (GZ = GM x sinθ◦), and the moment of
statical stability will also be comparatively large ( M.O.S.S = W x GZ), so when
inclined she will tend to return more quickly to the initial position. The result is that the
ship will have a comparatively short time period of rolling, and will roll quickly and
perhaps violently from side to side. A ship in this condition is said to be ‘stiff’, and such
a condition is not desirable. The effective centre of gravity of the ship should be raised
within that ship.
In case of Timber the ship has a comparatively small GM, the righting arm GZ at small
angles of heel will also be comparatively small (GZ = GM x sinθ◦), and the moment of
statical stability will also be comparatively small ( M.O.S.S = W x GZ), so when
inclined she will not tend to return so quickly to the initial position. The time period of
rolling will be comparatively long, and a ship in this condition is said to be ‘tender’. As
before, this condition is not desirable and steps should be taken to increase the GM by
lowering the effective centre of gravity of the ship.
The following sketches shows a stiff and a tender ship.
W W

M M

G G z
B B
B1
K K
Stiff ship (Iron Ore)
W W
W W

M M

G G z
B
B
B1

K K
Tender ship (Timber)
W W

---------------------------------------------------------------------

48
7- Describe what is meant by metacentric height, and explain why it is important
that a ship’s officer should calculate his ship’s metacentric height, and how it
can be calculated

Metacentric height (GM):

Is the vertical distance between the ship’s center of gravity (G) and the metacentric
height (M)
The distance gives an indication about the ship’s stability, if (M) is above (G) then
(GM) is positive and the ship is stable, but if (M) is below (G) then the (GM) is negative
and the ship is unstable. If GM is zero, the ship will then have a critical stability.
Ship’s (GM) can be found by the formula GM = KM – KG
Where (KM) can be obtained from the hydrostatic curves or tables, (KG) can be
obtained by taking the moments of all weights around the keel, and dividing the total
moments by the total weights.
The Ship’s officers must calculate the ship’s (GM) before departure to ensure it is
suitable and will remain positive through-out the voyage. The (GM) must not be very
large or too small in order for the ship not to be stiff or tender.
--------------------------------------------------------
8- a) Define : A Tender ship – A Stiff ship
Which of these conditions make life on board more agreeable? Give reasons.
b) What may be done to remedy each condition?

a) A Stiff ship has a comparatively large GM, and righting moments at small angles of
heel will also be comparatively large, so when inclined she will tend to return more
quickly to the initial position. The result is that the ship will have a comparatively
short time period of rolling, and will roll quickly and perhaps violently from side to
side. A ship in this condition is said to be ‘stiff’,and such a condition is not desirable.
The effective centre of gravity of the ship should be raised within that ship.
A Tender ship has a comparatively small GM, and the righting moments at small
angles of heel will also be small, so when inclined she will not tend to return so
quickly to the initial position. The time period of rolling will be comparatively long
and a ship, in this condition is said to be ‘tender’. As before, this condition is not
desirable and steps should be taken to increase the GM by lowering the effective
centre of gravity of the ship.
The Tender ship make life on board more agreeable because as we said when the ship is
inclined she will not tend to return so quickly to the initial position. The time period of
rolling will be comparatively long.

49
 b)
To remedy Stiff ship To remedy Tender ship
- Raising Weights on board - lowering Weights on board
- Loading above (G) - Loading below (G)
- Discharging bellow (G) - Discharging above (G)
- Removing free surface within the ship
------------------------------------------------
9- A vessel listed to one side while at sea with a load of timber in her holds and on
deck. Explain the reasons that caused her list.

There are four reasons for this list:

1) Due to shifting of cargo OR consumption from one side.
The consumption of fuel or fresh water from one side will cause (G) to move to the
opposite side, or the shifting of cargo within the ship to any side will also cause (G)
to move to this side. In these two cases, the two forces of gravity and buoyancy will
not work on the same line and there will be a listing moment causing the ship to list,
and (B) will move to the lower side until it reaches a position vertically below (G),
then the listing moment will disappear and the ship will stay on the angle of list.
2) Due to the spray of sea on one side of the ship
During the ship's voyage sometime the ship is facing rough sea and the sea spray is
coming from one side, the timber on this side will absorb the water spray and will be
heavier than the timber on the other side. The ship's center of gravity (G) will move
to this side from (G) to (G1), and the ship will list until the centre of buoyancy (B)
reaches a position just below G1 , the ship will remain on this angle of list.
3) Due to the ship reached the neutral equilibrium.
The ship sailed with small (GM) and while sailing the ship consumed fuel from the
double bottom tanks, also rain & sea spraying on the timber loaded on deck, this will
cause the raise of (G) till it become coincident with (M) and the (GM) will be zero.
In this case when the ship heel to a small angle she will tend to remain at that angle
of heel until another external force is applied.
4) Due to negative (GM) and angle of Loll.
The ship while sailing with a small GM will consume more fuel from the double
bottom tanks, this will cause the raise of (G) till it become above (M) and the (GM)
will be negative. In this case when the ship heel to a small angle it will tend to heel
more further until (B) reaches a position vertically below (G), then the capsizing
moment will disappear and the ship will be heeled to the angle of Loll.

50
 CHAPTER 4
EFFECT OF FREE SURFACE OF LIQUIDS ON STABILITY

Effect of free surface of liquids on stability of a ship with large GM:

W W

M
θ ◦
Gv zv
G
G z
B z1
B G1
g g B1
K
K
g1

W
Fig. 3 -1 Fig. 3 -2
W

1) As far as the tank is full the liquid may be considered as a static weight

2) If the tank is partly filled then when the ship is heeled due to an external force
the centre of buoyancy of the ship “B” will move to “B1” and the force of
buoyancy will act upward from B1 and will intersect the mid ship in “M”.
Because of the movement of the liquid in the tank the centre of gravity of the ship
“G” will move to “G1” and the force of gravity will act through “G1” downward
with a force “W”. The extension of this force upward intersects the mid ship in
“Gv” which is below “M”, so the positive arm “GvZv” will cause a positive
moment forcing the ship to return to her initial position.

3) This indicates that the effect of the free surface is to reduce the effective
metacentric height from GM to GvM. Therefore the GGv is the virtual loss of
GM due to the free surface. Any loss in GM is a loss in stability.

4) It should be also noted that even though the distance GG 1 is fairly small it
produces a relatively large virtual loss in GM (GGv).

51
Effect of free surface of liquids on stability of a ship with small GM
W W

M Gv
zv
G M
θ◦
G z
z1 G1

B
B B1
g g
K
K g1

W
Fig. 3 -3 Fig. 3 - 4 W

Fig. 3-3 : A sketch of a stable vessel with small GM and have a slack tank.
Fig. 3-4 : When the ship is heeled due to an external force the centre of buoyancy of
the ship “B” will move to “B1” and the force of buoyancy will act upward and
will intersect the mid ship in “M”. Because of the movement of the liquid in
the tank the centre of gravity of the ship “G” will move to “G1” and the force
of gravity will act through “G1” downward with force “W”. The extension of
this force upward intersects the mid ship in “Gv” which is above “M”, so the
negative arm “GvZv” will cause a negative moment forcing the ship to heel
more (“GGv” is the loss in the initial “GM”).
θ
◦ W
Loll
W M

Gv2 θ◦
zv2
M Gv1 Gv1
Gv θ◦ Gv

G G
G1 G1
G2 G2
G3 z3
B B1 B B1 B2
B2
B3
K g1
g2 K g2
g3

Fig. 3 - 5 Fig. 3 - 6 W

Fig.3-5: The ship will heel more and “G1” will move to “G2” due to the movement of
the liquid in the tank and the force of gravity will act through “G2” downward
with force “W”. The extension of this force upward intersects the mid ship in
“Gv1” . Also “B1” reaches “B2” in a position just below “G2” and the righting

52
 arm “GZ” will be 0. This angle of heel is called the angle of Loll. Both the
force of buoyancy and the extension of the force of gravity will intersect the
mid ship in one point, that means that “M” and “Gv1” will coincide.
Fig. 3-6: If the ship heeled more due to an external force “G2” will move to “G3” due to
the movement of the liquid in the tank and the extension of the gravity force
from “G3” will intersect the mid ship in “Gv2” , also “B2” will move to “B3”
and the force of buoyancy will intersect the mid ship line in “M” which will be
above “Gv2”, the arm “G3Z3” or “Gv2Zv2” will cause a positive moment forcing
the ship to return to the angle of Loll

Correcting Angle of Loll

Check that the list is due to a very small negative GM, for example - 0.05 to- 0.10 m.

Lower the position of “G” below the “M” by toping up any slack tanks and lower
weights within the ship if possible.

If the ship is still at an angle of loll start to fill the smallest tanks with very small free
surface effect (FSE) one by one.

If the ship is still listed and it is decided to fill double-bottom tanks, start by filling
the low side of a tank, which is adequately subdivided.

The list is bound to be increased in the initial stages.

When noticing that the ship stopped listing more and intending to return back to the
upright position both tanks port and starboard are filled together.

Never start by filling tanks on the high side first.

Always calculate the effects first before authorizing action to be taken to ballast any
tanks.

53
 Exercises
1- Define each of the following, using sketches where appropriate:
- FWA - Center of buoyancy - Angle of Loll - TPC - Free surface effect

Fresh Water Allowance (FWA)

Is the number of millimeters by which the mean draft changes when the ship passes
from salt water to fresh water and vice versa.
The centre of buoyancy ‘B’
Is the point through which the force of buoyancy is considered to act vertically
upwards with a force equal to the weight of water displaced. It is the centre of gravity of
the underwater volume.
Angle of Loll
The angle to which a ship with negative initial metacentric height will lie at rest in
still water.
Tons per centimeter (TPC)
The TPC is the mass which must be loaded or discharged to change a ship’s mean
draft by one centimeter.
Free surface effect
Any surface of liquid or bulk cargo within the ship free to move by ship’s heeling is
known as free surface. Such surfaces are created due to partially loaded compartments.
--------------------------------
2- With the aid of suitable sketches explain the effect of slack
tanks on a ship’s stability
a) For a ship with reasonable positive initial metacentric height
b) For a ship with a small positive initial metacentric height

a) Effect of free surface of liquids on stability of a ship with large GM:

W W

M
θ ◦
Gv zv
G
G z
B z1
B G1
g g B1
K
K
g1

W
Fig. 3 -1 Fig. 3 -2
W

54
 1. As far as the tank is full the liquid may be considered as a static weight
2. If the tank is partly filled then when the ship is heeled due to an external force
the centre of buoyancy of the ship “B” will move to “B1” and the force of
buoyancy will act upward from B1 and will intersect the mid ship in “M”.
Because of the movement of the liquid in the tank the centre of gravity of the ship
“G” will move to “G1” and the force of gravity will act through “G1” downward
with a force “W”. The extension of this force upward intersects the mid ship in
“Gv” which is below “M”, so the positive arm “GvZv” will cause a positive
moment forcing the ship to return to her initial position.
3. This indicates that the effect of the free surface is to reduce the effective
metacentric height from GM to GvM. Therefore the GGv is the virtual loss of
GM due to the free surface. Any loss in GM is a loss in stability.
4. It should be also noted that even though the distance GG 1 is fairly small it
produces a relatively large virtual loss in GM (GGv).
b) Effect of free surface of liquids on stability of a ship with small GM
W W

M Gv
zv
G
M
θ◦
G z
z1 G1

B
B B1
g g
K
K g1

W
Fig. 1 Fig. 2 W

Fig. (1): A sketch of a stable vessel with small GM and have a slack tank.
Fig. (2): When the ship is heeled due to an external force the centre of buoyancy of the
ship “B” will move to “B1” and the force of buoyancy will act upward and will
intersect the mid ship in “M”. Because of the movement of the liquid in the
tank the centre of gravity of the ship “G” will move to “G1” and the force of
gravity will act through “G1” downward with force “W”. The extension of this
force upward intersects the mid ship in “Gv” which is above “M” , so the
negative arm “GvZv” will cause a negative moment forcing the ship to heel
more (“GGv” is the loss in the initial “GM”).

55
 θ
◦ W
Loll
W M

Gv2 θ◦
zv2
M Gv1 Gv1
Gv θ◦ Gv

G G
G1 G1
G2 G2
G3 z3
B B1 B B1 B2
B2
B3
K g1
g2 K g2
g3

Fig. 3 Fig. 4 W

Fig.3: The ship will heel more and “G1” will move to “G2” due to the movement of the
liquid in the tank and the force of gravity will act through “G2” downward with
force “W”. The extension of this force upward intersects the mid ship in “Gv1” .
Also “B1” reaches “B2” in a position just below “G2” and the righting arm “GZ”
will be 0. This angle of heel is called the angle of Loll. Both the force of
buoyancy and the extension of the force of gravity will intersect the mid ship in
one point , that means that “M” and “Gv1” will coincide.

Fig. 4: If the ship heeled more due to an external force “G 2” will move to “G3” due to
the movement of the liquid in the tank and the extension of the gravity force
from “G3” will intersect the mid ship in “Gv2” , also “B2” will move to “B3” and
the force of buoyancy will intersect the mid ship line in “M” which will be
above “Gv2”, the arm “G3Z3” or “Gv2Zv2” will cause a positive moment forcing
the ship to return to the angle of Loll
---------------------------------------------------------

56
3- Two similar
3- Two shipsships
similar are rolling in sea
are rolling in way, one has
sea way, oneslack double
has slack bottom
double tanks and
bottom
tanks and the other has no slack double bottom tanks. Compare
the other has no
between theslack double bottom
two vessels in termstanks. Compare
of the changesbetween the two vessels
in the positions of in
the center of gravity and the center of buoyancy as they roll. Illustrate
termsyour
of the changes
answer in the positions
by suitable sketches. of the center of gravity and the center of
buoyancy as they roll. Illustrate your answer by suitable sketches.

W W

◦
θ heel

M M

G G z
B
B
w g B1
g

K G z K
W W
w
Fig (a) Fig (b)

The fig. (a) shows a ship with double bottom tank completely filled with a liquid having
the liquid center of gravity at (g). The effect when the ship is heeled to a small angle is
shown in fig (b). No weights have been moved within the ship therefore the position of
(G) is not effected. The center of buoyancy will move out to the low side from (B) to
(B1).
Moment of statical stability = W x GZ = W x GM x sinθ
The fig. (1) shows a same ship with double bottom tank partially filled with a liquid
having the liquid center of gravity at (g). The effect when the ship is heeled due to an
external force to a small angle is shown in fig (2).

W W

M
θ ◦
Gv zv
G
G z
B z1
B G1
g g B1
K
K
g1
W
Fig. (1) Fig. (2)
W

The centre of buoyancy of the ship “B” will move to “B1” and the force of buoyancy
will act upward from B1 and will intersect the mid ship in “M”. Because of the

57
movement of the liquid in the tank the centre of gravity of the ship “G” will move to
“G1” and the force of gravity will act through “G1” downward with a force “W”. The
extension of this force upward intersects the mid ship in “Gv” which is below “M” , so
the positive arm “GvZv” will cause a positive moment forcing the ship to return to her
initial position. This indicates that the effect of the free surface is to reduce the effective
metacentric height from (GM) to (GVM).
GGV is therefore the virtual loss of (GM) due to the free surface.
Moment of statical stability = W x G1Z1
Moment of statical stability = W x GVZV = W x GVM x sinθ
--------------------------------------------
4- a) Define : ship stability
b) If you partially fill the starboard side of a double bottom tank of a ship when
she is in her upright position, explain the effect on the stability of the ship,
illustrate your answer with sketches.

a) Ship stability: Is the ability of the ship to return to upright position after being
heeled by an external force.
b) When a starboard tank is partially filled while the ship is in her upright position, as
soon as the water enters the empty tank free surface will be created and this will
give a virtual rise in the ship’s center of gravity (G) which will lead to a decreased
positive GM equal to (GVM) which will cause decreasing the moment of statical
stability for small angles of heel
M.O.S.S= W x GVZV = W x GVM x sinθ
More Exercise
That1-means
With that the of
the aid ship will suffer
suitable a loss show
sketches, of herthe
stability
effectdue to free surface
of slack
tanks on a ship’s stability.
condition equal to GGV.

W W

M
θ ◦
Gv zv
G
G z
B z1
B G1
g g B1
K
K
g1

W
Fig. (1) Fig. (2) W

----------------------------------------------------------

58
 CHAPTER 5
CENTER OF GRAVITY & FINAL KG

1- Center of gravity:
The center of gravity of a body is the point through which the force of gravity is
considered to act on the mass vertically downwards, with a force equal to the weight of
the body.
The center of gravity of a homogeneous body lies on its geometrical center.
The effect on the center of gravity of a body when the distribution of mass within the
body is changed as:

1- The center of gravity of the body will move directly toward the center of gravity of
the mass added (loaded) from G to G1 while:

GG1= w x d
W+w

2- The center of gravity of the body will move directly away from the center of gravity
of the mass removed (discharged) from G to G1 while:

GG1= w x d
W-w

3- The center of gravity of the body will move parallel in the same direction of the
shifted mass with a distance of GG1 while:

GG1= w x d
W
Effect of Suspended weight:
The centre of gravity of a suspended weight is considered to be at the point of
suspension.
---------------------------------------------

59
 EXAMPLES

1- A ship has displacement of 2400 tons and KG = 10.8 m. Find the new KG if a
weight of 50 tons mass already on board is raised 12m vertically

GG1 = w x d
W
GG1 = 50 x 12 = 0.25 m
2400
KG new = KG initial + GG1
KG new = 10.8 + 0.25 = 11.05 m
----------------------------------------
2- A ship has displacement of 2000 tons and KG= 10.5 m. Find the new KG if a
weight of 40 tons mass already on board is shifted from the twin deck to the lower
hold through a distance of 4.5 m vertically

GG1 = w x d
W
GG1 = 40 x 4.5 = 0.09 m
2000
KG new = KG initial - GG1
KG new = 10.5 - 0.09 = 10.41 m
--------------------------

3- A ship has displacement of 7000 tons and KG= 6 m. A heavy lift of 40 tons mass
in the lower hold and has KG= 3 m. Find the new KG when this weight is raised
through 1.5 m. vertically and is suspended by a derrick whose head is 17 m. above
the keel .

GG1 = w x d
W
GG1 = 40 x 14 = 0.08 m
7000
KG new = KG initial + GG1
KG new = 6.0 + 0.08 = 6.08 m
--------------------------------------

60
4- A ship of displacement 5500 tons with KG 4.3 m, loaded 150 tons in a position 3
m above the center of gravity of the ship. Find the final KG of this ship.

GG1 = w x d
W+w
GG1 = 150 x 3 = 0.08 m
5500 + 150
KG new = KG initial + GG1
KG new = 4.3 + 0.08 = 4.38 m
---------------------------------------

5- A ship of displacement 7200 tons with KG 6.3 m, discharged 350 tons in a

position 4 m above the center of gravity of the ship. Find the final KG of this
ship.

GG1 = w x d
W-w
GG1 = 350 x 4 = 0.20 m
7200 - 350
KG new = KG initial - GG1

KG new = 6.3 - 0.20 = 6.10 m

----------------------------------------

61
2- The KG Final
Now consider that we are loading and discharging several masses and we would
like to calculate the final KG of the ship. Well it is not logic to calculate the GG 1 for
each load and then calculate the final KG of the ship and repeat the same for each load
separately till we reach the final KG of the ship after completing loading and
discharging all the masses.
The correct way to calculate the final KG of the ship after loading and discharging
several masses is to take the moments of all the masses loaded and discharged including
the mass of the ship about the keel of the ship, then calculating the final KG by dividing
the total moment by the total mass (the final displacement)

KG Final = Final Moment

Final displacement

The builders of the ship provides the ship with a stability booklet containing all the
stability information of the ship (light ship, light ship KG and LCG, the position of
center of gravity of cargo holds and tanks).
This gives an initial condition from which the displacement and KG for any condition
of loading may be calculated.
So as we said before, if the ship loaded and discharged cargo the KG final is calculated
by dividing the final moment by the final displacement

The GMFinal is calculating by using the following formula:

GM Final = KM - KG Final

62
 Exercises
1-From the following information calculate the ship’s KG when loading has been
completed:
Length of the vessel = 70 m - Breadth of the vessel = 10.7 m
Draft of the vessel = 3 m in water of RD 1.024 –
Block coefficient = 0.78 - Initial GM=0.84 m – Cargo to load 70 T with KG 5.2 m
- Assume KM 4.8 m const.

Mass of the ship = L x B x Cb x d x density of displacement water

Mass of the ship = 70 x 10.7 x 0.78 x 3 x 1.024 = 1794.73 tons
KG Initial = KM – GMInitial = 4.8 – 0.84 = 3.96 m
By taking moments about the keel:
Weight KG Moment
+ 1794.73 3.96 + 7107.13
+ 70 5.2 + 364
Final disp. = 1864.73 Final moment = 7471.13
KG Final = Final Moment = 7471.13 = 4.0 m
Final displacement 1864.73
-------------------------------------------------------------
2- A vessel of 8000 tons displacement – KM 9.2 m and assumed to be constant –
KG 8m , loads the following:
500 tons KG 4.0 m - 800 tons KG 9.0 m - 700 tons KG 7.2 m
The vessel then discharged the following:
450 tons KG 1.6 m - 200 tons KG 6.0 m
Calculate the amount of statical stability when the ship is heeled 8ͦ

Weight KG Moment
+ 8000 8.0 + 64000
+ 500 4.0 + 2000
+ 800 9.0 + 7200
+ 700 7.2 + 5040
- 450 1.6 - 720
- 200 6.0 - 1200

Final disp. = 9350 Final moment = 76320

KG Final = Final Moment = 76320 = 8.16 m
Final displacement 9350

63
 GM Final = KM - KG Final = 9.20 – 8.16 = 1.04 m

Moment of statical stability = W x GM x sinθ

Moment of statical stability = 9350 x 1.04 x sin 8 ͦ
Moment of statical stability = 9724 x 0.13917= 1353.3 t.m
---------------------------------------------

3- The displacement of a vessel is 6000 tons, KG 6.0 m, KM 7.33 m, the following

cargo was loaded:
1000 tons KG 2.5 m- 500 tons KG 3.5 m- 750 tons KG 9.0 m
Then the following cargo discharged:450 tons KG 0.6 m - 800 tons KG 3.0 m.
Find the final GM assuming KM constant, also allowing for a free surface
effect in the vessel’s tanks which equals 0.2 m.

Weight KG Moment
+ 6000 6.0 + 36000
+ 1000 2.5 + 2500
+ 500 3.5 + 1750
+ 750 9.0 + 6750
- 450 0.6 - 270
- 800 3.0 - 2400
Final disp.= 7000 Final moment = 44330

KG Final = Final Moment = 44330 = 6.33 m

Final displacement 7000

GM Final = KM - KG Final = 7.33 – 6.33 = 1.0 m

GM Final after calculating FSE= (GM Final (FSE)) = GM Final – FSE = 1.0 - 0.2 = 0.8m
----------------------------------------------------
4- A vessel of 13000 tons displacement KG 9.5 m loads:400 tons KG 2.9m, 900
tons KG 6.0m, 1500 tons KG 10.6 m, 300 tons KG 8.3 m.
She discharge: 700 tons KG 1.5 m, 300 tons KG 12.7 m.
Calculate the moment of statical stability, if the ship has 8 degrees heel (KM
10.5 m and assume to be constant).

64
 Weight KG Moment
+ 13000 9.5 + 123500
+ 400 2.9 + 1160
+ 900 6.0 + 5400
+ 1500 10.6 + 15900
+ 300 8.3 + 2490
- 700 1.5 - 1050
- 300 12.7 - 3810
Final disp.= 15100 Final moment = 143590
KG Final = Final Moment = 143590 = 9.51 m
Final displacement 1510
GM Final = KM - KG Final = 10.5 – 9.51 = 0.99 m
Moment of statical stability = W x GM x sinθ
Moment of statical stability= 15100 x 0.99 x sin 8 ͦ
Moment of statical stability = 14949 x 0.13917 = 2080.5 t.m
--------------------------------------------------------
5- From the following information calculate the amount of timber deck cargo to
load making due allowance during for an increase in weight 15% due to water
absorption during the course of the voyage.
Initial displacement 5270 tons
KM 5.25 (constant)
KG 4.675 m
KG of timber cargo (Deck cargo) 8.5 m
Arrival GM required 0.2 m after making an allowance of 0.18 m for the
effect of free surface and fuel consumption from double bottom tanks

Assume that the weight of timber deck cargo to be loaded is w

The weight of timber after absorbing sea & rain water = w + 0.15 w = 1.15 w
GM Arrival = GM Required + FSE = 0.2 + 0.18 = 0.38 m
KG Arrival = KM - GM Arrival = 5.25 – 0.38 = 4.87 m
By taking moments about the keel:
Weight KG Moment
+ 5270 4.675 + 24637.25
+ 1.15 w 8.5 + 9.775 w

Final disp.= 5270 + 1.15w Final moment = 24637.25 + 9.775w

65
 KG Final = Final Moment
Final displacement
4.87 = 24637.25 + 9.775w
5270 + 1.15w
25664.9 + 5.6005 w = 24637.25 + 9.775w
4.1745 w = 1027.65
w = 1027.65 = 246.17 tons
4.1745
----------------------------------------------------
6- A vessel of 11000 tons displacement, has KG 6.3 m, and KM 6.7 m.
The jumbo derrick will be used to shift a weight of 250 tons from the lower
hold KG 3.0 m to the upper deck KG 8.5 m, if the head of the derrick is 19.5
m above the keel.
- Calculate the minimum GM of the ship which will occur during and until the
compilation of the shifting operation.

Calculating minimum GM just after hanging the weight by the derrick:

The distance that weight’s CG shifted just after hanging = KG Derrick - KG Weight
The distance that weight’s CG shifted just after hanging = = 19.5 – 3 = 16.5 m
Calculating the shift of ship’s CG just after hanging (GG1):
GG1 = Shifted weight x shifting distance = 250 x 16.5 = 0.375 m
Ship displacement 11000
KG just after hanging = KG Initial + GG1 = 6.3 + 0.375 = 6.675 m
Minimum GM just after hanging = KM - KG After hanging = 6.7 – 6.675 = 0.025 m
----------------------------------------------------
7- a) A ship has light displacement 2800 tons and light KM 6.7 m, she loads:
400 tons of KG 6.0 m - 700 tons of KG 4.5 m
The KG is then found to be 5.3 m. Find the light GM
c) Define : Righting lever “GZ” – metacentric point “M” – Center of
buoyancy

Weight KG Moment
+ 2800 KG initial + 2800 KG initial
+ 400 6.0 + 2400
+ 700 4.5 + 3150

Final disp.= 3900 Final moment = 5550 + 2800 KG initial

66
 KG Final = Final Moment
Final displacement
5.3 = 5550 + 2800 KG initial
3900
20670 = 5550 + 2800 KG initial
2800 KG initial = 15120
KG initial = 15120 / 2800 = 5.4 m
GM Initial = KM - KG Initial = 6.7 – 5.4 = 1.3 m
b) The lever GZ:
The lever GZ can be defined as the perpendicular distance between the ship’s
center of gravity and the vertical through the center of buoyancy (B).
The Metacentric “M”:
The verticals through the centers of buoyancy at two consecutive angles of heel
intersect the centerline at a point called the metacentre “M” which may be
considered constant for angles of heel up to about 15°.
The centre of buoyancy ‘B’
Is the point through which the force of buoyancy is considered to act vertically
upwards with a force equal to the weight of water displaced. It is the centre of
gravity of the underwater volume.
------------------------------------------------------------
8- A ship’s displacement is 4500 tons, KG 5.0 m, the following cargo was
loaded: 450 tons KG 7.5 m - 120 tons KG 6.0 m - 650 tons KG 3.0 m. Find
the amount of cargo to load in a twin deck KG 6.0m so that the ship sails
with GM of 0.6 m, the load KM is 5.6 m.

Assume that weight of twin cargo is x

Weight KG Moment
+ 4500 5.0 + 22500
+ 450 7.5 + 3375
+ 120 6.0 + 720
+ 650 3.0 + 1950
+x 6.0 +6x

Final disp.= 5720 + x Final moment = 28545+ 6 x

KG Final = KM - GM Final = 5.6 – 0.6 = 5.0 m
KG Final = Final Moment
Final displacement

67
 5.0 = 28545+ 6 x 28600 + 5 x = 28545 + 6 x
5720 + x
x = 55 tons
---------------------------------------
9- A ship is partly loaded and has a displacement of 9000 tons, KG 6 m, KM
7.3 m, she is to make a 19 days passage consuming 26 tons of oil per day
“KG 0.5 m”. Find how much deck cargo she may load KG 10 m, if the
GM on arrival at the destination is to be not less than 0.3 m.

Consumed oil = Daily consumption x Number of days = 19 x 26 = 494 tons

Assume that weight of deck cargo is x
Weight KG Moment
+ 9000 6.0 + 54000
- 494 0.5 - 247
+x 10.0 + 10 x

Final disp.= 8506 + x Final moment = 53753 + 10 x

KG Final = KM - GM Final = 7.3 – 0.3 = 7.0 m
KG Final = Final Moment
Final displacement
7.0 = 53753+ 10 x 59542 + 7 x = 53753 + 10 x
8506 + x
3 x = 5789 x = 1929.67 tons
-----------------------------------------
10- A vessel of 7000 tons displacement, KG 5.4 m, KM 6.6 m, the following cargo
was loaded: 300 tons KG 4.0 m - 1200 tons KG 7.8 m
Find the quantity of cargo which has KG 9.5 m that can be loaded on the
ship’s deck to sail with a GM 0.6 m. (assuming KM is constant).

Assume that weight of deck cargo is x

Weight KG Moment
+ 7000 5.4 + 37800
+ 300 4.0 + 1200
+ 1200 7.8 + 9360
+x 9.5 + 9.5 x

Final disp.= 8500 + x Final moment = 48360+ 9.5x

68
 KG Final = KM - GM Final = 6.6 – 0.6 = 6.0 m
KG Final = Final Moment
Final displacement
6.0 = 48360+ 9.5 x
8500 + x
51000 + 6 x = 48360+ 9.5 x 3.5 x = 2640
x = 2640/3.5 = 754.3 tons
-------------------------------------------------------------
11- a) From the following given :
Calculate the GM of a vessel when loading has been completed.
Displacement prior to loading 4500 tons KG 4.0 m.
Cargo to load 450 tons KG 4.2 m, 320 tons KG 5.6 m, KM 4.415 m ,
free surface correction 0.15 m.
b) Would you consider this to be a safe GM through out the voyage?

a) Weight KG Moment
+ 4500 4.0 + 18000
+ 450 4.2 + 1890
+ 320 5.6 + 1792

Final disp.= 5270 Final moment = 21682

KG Final = Final Moment = 21682 = 4.114 m
Final displacement 5270
GM Final = KM - KG Final = 4.415 – 4.114 = 0.301 m
GM Final after calculating FSE= GM Final (FSE) = GM Final – FSE
GM Final after calculating FSE = 0.301 - 0.15 = 0.151 m

b) I would consider this to be a safe GM throughout the voyage

-----------------------------------------
12- Vessel of light displacement 2300 tons, KG 4 m, the following Distribution
of weights was carried out
- Load: - 600 tons rubber KG 3.0 m- 300 tons tea KG 6.0 m-1000 tons flour
KG 3.0 m- 550 tons sugar KG 7.0 m- 300 tons cement KG 2.5 m
- Discharge: - 300 tons water ballast KG 2.0 m - 140 tons sand KG 8.0 m
Determine the final KG, and if the final KM from the metacentric curve was 4.1 m.
What is the initial metacentric height GM? Give your opinion with respect to her
seaworthiness condition.

69
 Weight KG Moment
+ 2300 4.0 + 9200
+ 600 3.0 + 1800
+ 300 6.0 + 1800
+ 1000 3.0 + 3000
+ 550 7.0 + 3850
+ 300 2.5 + 750
- 300 2.0 - 600
- 140 8.0 - 1120

Final disp.= 4610 Final moment = 18680

KG Final = Final Moment = 18680 = 4.05 m = 4.1 m
Final displacement 4610
GM Final = KM - KG Final = 4.1 – 4.1 = 0 m

The ship may be considered unseaworthy as GM = zero, since G coincides with M, the
ship is said to be in neutral equilibrium, and if inclined to a small angle she will tend to
remain at that angle of heel until another external force is applied. Note that KG = KM.
This ship also while sailing due to the consumption of Fuel and fresh water from the
double bottom tanks the centre of gravity G will rise and G by time will be above the
metacentric point M and the ship will be in an unstable equilibrium.
Moment of Statical Stability = W x GZ, but in this case GZ = 0
Moment of Statical Stability = zero
This condition should by corrected by:
- lowering Weights on board
- Loading below (G)
- Discharging above (G)
- Removing free surface within the ship
---------------------------------------------
13 - a) From the following information calculate the GM of the vessel
After bunkering:
- Displacement prior bunkering is 6750 T - KG = 3.95 m - KM = 4.44 m
- D.B tank to utilize 9.5 x 16 x 1.5 m - Relative density of bunker is 0.921
- After bunkering tank sounding will be 1.5 m- FSE of bunker is 0.429 m
b) If it is expected that the ship will proceed for a long voyage, do you consider
that the calculated GM is suitable? Give reasons

70
 Oil density = Oil RD x FW density = 0.921 x 1 = 0.921 T/m3
Oil volume = L x B x h oil = 9.5 x 16 x 1.5 = 228 m3
Oil mass = Oil volume x Oil density = 228 x 0.921 = 209.988 tons

Weight KG Moment
+ 6750 3.95 + 26662.5
+ 209.988 0.75 + 157.491

Final disp.= 6959.988 Final moment = 26819.991

KG Final = Final Moment = 26819.991 = 3.854 m
Final displacement 6959.988
GM Final = KM - KG Final = 4.44 – 3.854 = 0.587 m
GM Final after calculating FSE = GM Final (FSE) = GM Final – FSE
GM Final after calculating FSE = 0.587 - 0.429 = 0.158 m

The calculated GM can not be considered a suitable one, long voyages needs large
amount of oil, fuel and fresh water to be consumed from double bottom tanks
which will raise (G) .
The (G) my reach the (M) and the ship would be in neutral equilibrium. If the
voyage is longer then (G) may exceed (M) and the ship will be unstable having a
negative (GM) which may result capsizing the ship. Actions should be taken to
provide the ship with larger (GM).
------------------------------------------------
14- From the following information calculate the quantity of deck cargo to be
loaded, so the vessel will sail with a GM 0.4 m.
The displacement before loading the deck cargo 32450 tons, KG 8.23 m. Deck
cargo of timber KG 15 m. (assume KM 8.97 m constant).

Assume that weight of deck cargo is x

Weight KG Moment
+ 32450 8.23 + 267063.5
+x 15.0 + 15 x

Final disp. = 32450 + x Final moment = 267063.5 + 15 x

KG Final = KM - GM Final = 8.97 – 0.40 = 8.57 m
KG Final = Final Moment
Final displacement

71
 8.57 = 267063.5 + 15 x
32450 + x
278096.5 + 8.57 x = 267063.5 + 15 x 6.43 x = 11033
x = 11033 / 6.43 = 1715.86 tons
--------------------------------------------------
15- a) Define: Center of gravity – Center of buoyancy
b) A ship of 7350 tons displacement, has KG 5.8 m, and GM 0.5 m.
Find how much deck cargo must be loaded KG 9.0m, if there is to be a
metacentric height of not less than 0.38 m when loading is completed.

a) Centre of Gravity 'G':

The centre of gravity of a body ‘G’ is the point through which the force of
gravity is considered to act vertically downwards with a force equal to the weight
of the body. KG is VCG (Vertical Center of Gravity) of the ship.
Centre of Buoyancy ‘B’
The centre of buoyancy ‘B’ is the point through which the force of buoyancy is
considered to act vertically upwards with a force equal to the weight of water
displaced. It is the centre of gravity of the underwater volume.

b) Assume that weight of deck cargo is x

Weight KG Moment
+ 7350 5.8 + 42630
+x 9.0 +9x

Final disp. = 7350 + x Final moment = 42630 + 9 x

KM = KG initial + GM initial = 5.8 + 0.5 = 6.3 m
KG Final = KM - GM Final = 6.3 – 0.38 = 5.92 m
KG Final = Final Moment
Final displacement
5.92 = 42630 + 9 x
7350 + x
43512 + 5.92 x = 42630 + 9 x 3.08 x = 882
x = 882 / 3.08 = 286.4 tons
---------------------------------------------------------------

72
16- From the following details calculate:
a) The minimum GM b) The final GM
Displacement of the vessel 14400 tons KG 7.28 m KM 8.0 m. A heavy lift of 80 tons
KG 2.0 m is to be restowed in twin deck a vertical distance of 7.0 m above its
present position by means of the heavy derrick the head of which 21.0 m above the
keel.

Calculating GM Final just after hanging the weight by the derrick:

The distance that weight’s CG shifted just after hanging = KG Derrick - KG Weight
The distance that weight’s CG shifted just after hanging = 21 – 2 = 19 m
Calculating the shift of ship’s CG just after hanging (GG1):
GG1 = Shifted weight x shifting distance = 80 x 19 = 0.106 m
Ship displacement 14400
KG just after hanging = KG Initial + GG1 = 7.28 + 0.106 = 7.386 m
Minimum GM just after hanging = KM - KG After hanging = 8.0 – 7.386 = 0.614 m
Second: Calculating GM Final after shifting:
Calculating the shift of ship’s CG just after shifting (GG2):

GG2 = Shifted weight x Shifting distance = 80 x 7 = 0.039 m

Ship displacement 14400
KG after shifting = KG while hanging – GG2 = 7.28 + 0.039 = 7.319 m

GM after shifting = KM - KG after shifting = 8.0 – 7.319 = 0.681 m

-----------------------------------------------------------

73
 CHAPTER 6
THE “LIST”

If a ship loaded and discharged cargo from different places from both sides of the
ship, the center of gravity of the ship will move from “G” to another point in
another place port or starboard side such as “G 1”. The ship will list to the side
where “G” moved with an angle “θ” due to a moment equal to W x G1G2. The
center of buoyancy “B” will move to “B1” where “B1” will be below “G1” and
“M” as shown in the figure. The vessel will be finally listed with an angle “θ” and
will roll around this angle if heeled due to an external force.
W
W
M
M θ
θ
◦ G2 ◦

G2 G1 G G1
G B
B B1
K
K
W W
M
From triangle MG1G2 angle θ can be calculated as
θ
Tan θ = G1G2
GM Final GM Final

GM Final is calculated by calculating KG Final

G2 G1
and subtracting it from KM. ( as in Chapter 5)
G1G2
G .
“G1G2” can be calculated by calculating moments of all weights about the ship's
center line and dividing the final moment (which is the difference between the port
moment and the starboard moment) by the final displacement, and the direction of
G1 and angle (θ) will be to the side with more moment.

74
There are four types of exercises:
1) The ship start upright and end upright
2) The ship start listed and end upright
In these two types of exercises:
The Starboard Moment = The Port Moment (about the center line)
In (2) we first calculate initial GG' due to the initial list of the ship, to use it in
calculating the port & starboard moments.
1) The ship start upright and end upright
Example 1 :
A ship of 5600 tons displacement is floating upright. A weight of 30 tons is lifted from
the port side of No. 2 tween deck to the starboard side of No. 2 shelter deck(10 m
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 centers of gravity
of tanks is 6 m.

30 T 10 m 30 T

w w
6 m

The starboard moment = the port moment.

30 x 10 = w x 6 w = 300 = 50 tons
6
----------------------------------------
2) The ship start listed and end upright
Example 2:
A ship of 13750 tons displacement, GM 0.75 m, is listed 2.5 degrees to starboard and
has yet to load 250 tons of cargo. There is space available in each side of No. 3 between
deck (centre of gravity, 6.1 m out from the centerline). Find how much cargo to load on
each side if the ship is to be upright on completion of loading.
Tan θI = GG`
GM Initial
GG' = GMI x Tan θI = Tan 2.5 x GMI
GG' = 0.75 x 0 0437= 0.0328 m

75
 Starboard moment = Port moment
(13750 x 0.0328) + 6.1(250 – w) = 6.1 w
451 + 1525 – 6.1 w = 6.1 w 1976 = 12.2 w
w = 1976/12.2 = 162 ton Loading port side 162 ton
Loading starboard side 250 - 162 = 88 ton
-----------------------------------------------
3) The ship start upright and end listed
4) The ship start listed and end listed
In these two types of exercises:
We calculate GM Final (as in chapter 5) and G1G2 by calculating final moment about the
center line and dividing it by the final displacement. Then calculating “θ” by the
following formula:

Tan θ = G1G2
GM Final

3) The ship start upright and end listed

Example 3:
A ship of 6000 tons displacement has KM 7.3 m and KG 6.7 m, and is
floating upright. A weight of 60 tons already on board is shifted 12 m
transversely. Find the resultant list.

GG1 = w x d = 60 x 12 = 0.12 m
W 6000
Since the weight is transversed horizontally then GM Final = GM Initial
GM Final = GM Initial = KM – KG Initial = 7.3 – 6.7 = 0.6 m
Tan θ = GG1 = 0.12 = 0.2
GM Final 0.6
θ = 11 18.5 ‫׳‬
ͦ

---------------------------------------------
Example 4: A ship of 8000 tons displacement has a GM 0.5 m. A quantity of grain in
the hold, estimated at 80 tons, shifts and, as a result, the centre of gravity of this grain
moves 6.1 m horizontally and 1.5 m vertically. Find the resultant list

GG2 = w x d = 80 x 1.5 = 0.015 m

WF 8000
GM Final = GM I – GG2 = 0.5 – 0.015 = 0.485 m

76
 G1G2 = w x d = 80 x 6.1 = 0.061 m
WF 8000
Tan θ = G1G2 = 0.061 = 0.126
GM Final 0.485
θ = 7 ͦ 12 ‫׳‬
-------------------------------------------------------

Example 5: A ship of 8000 tons displacement has KM 8.7m and KG 7.6 m. The
following weights are then loaded and discharged. Load 250 tons cargo KG 6.1 m and
centre of gravity 7.6 m to starboard of the centerline. Load 300 tons fuel oil KG 0.6 m
and centre of gravity 6.1 m to port of the centerline. Discharge 50 tons of ballast KG 1.2
m and centre of gravity 4.6 m to port of the centerline. Find the final list.

Calculating GM final

Weight KG Moment about keel

+ 8000 7.6 + 60800
+ 250 6.1 + 1525
+ 300 0.6 + 180
- 50 1.2 - 60

Final disp. = 8500 Final moment = 62445

KG Final = Final Moment . = 62445 = 7.35 m
Final displacement 8500
GM Final = KM – KG Final = 8.7 – 7.35 = 1.35 m
Calculating G1G2 Final
Starboard moment = (250 x 7.6) + (50 x 4.6) = 1900 + 230 = 2130 T. m
Port moment = 300 x 6.1 = 1830 T. m
Final Moment = 2130 – 1830 = 300 T. m to starboard
G1G2 = Final Moment . = 300 = 0.035 m
Final displacement 8500
Tan θ = G1G2
GM Final Tan θ= 0.035 = 0.0259
1.35
ͦ ‫׳‬
θ = 1 29 to starboard
--------------------------------------------------------

77
Example 6: A ship of 9900 tons displacement has KM 7.3 m and KG 6.4 m. She has
yet to load two 50 ton lifts with her own gear and the first lift is to be placed on deck on
the inshore side (KG 9 m and centre of gravity 6 m out from the centerline). When the
derrick plumbs the quay its head is 15 m above the keel and 12 m out from the
centerline. Calculate the maximum list during the operation.

Calculating GM final
Weight KG Moment about keel
+ 9900 6.4 + 63360
+ 50 9.0 + 450
+ 50 15.0 + 750
Final displacement = 10000 Final moment = 64560

KG Final = Final Moment = 64560 = 6.456 m

Final displacement 10000
GM Final = KM – KG Final = 7.3 – 6.456 = 0.844 m
Calculating G1G2 final
Starboard moment = (50 x 6) + (50 x 12) = 300 + 600 = 900 tm
Final Moment = 900 T. m to starboard
G1G2 = Final Moment . = 900 . = 0.09 m
Final displacement 10000
Tan θ = G1G2
GM Final Tan θ= 0.009 = 0.1066
0.844
ͦ
θ = 6 6' to starboard
---------------------------------------------
4) The ship start listed and end listed
Example 7: A ship of 5000 tons displacement has KG 4.2 m and KM 4.5 m, and is
listed 5 degrees to port. Assuming that the KM remains constant, find the final list if 80
tons 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.

GM Initial = KM – KG initial = 4.5 – 4.2 = 0.3 m

GG' = GM initial x Tan θ = 0.3 x Tan 5 = 0.3 x 0.0875 = 0.02625 m

78
 Calculating GM final
Weight KG Moment about keel
+ 5000 4.2 + 21000
+ 80 1.0 + 80

Final disp. = 5080 Final moment = 21080

KG Final = Final Moment = 21080 = 4.15 m
Final displacement 5080

GM Final = KM – KG Final = 4.5 – 4.15 = 0.35 m

Calculating G1G2 final
Starboard moment = 80 x 4 = 320 T. m
Port moment = 5000 x 0.02625 = 131.25 T. m
Final Moment = 320 – 131.25 = 188.75 T. m starboard

G1G2 = Final Moment = 188.75 = 0.0372 m

Final displacement 5080
Tan θ = G1G2
GM Final Tan θ= 0.0372 = 0.1063
0.35
ͦ ‫׳‬
θ = 6 4 to starboard
---------------------------------------

79
 Exercises
1- A ship of 7800 tons displacement has a mean draft of 6.8 m and is to be
loaded to a mean draft of 7 m. GM = 0.7m – TPC = 20 tons. The ship is at
present listed 4 degrees to starboard. How much more cargo can be shipped
in the port and starboard “twin decks” centers of gravity 6 m and 5 m
respectively from the center line for the ship to complete loading and finish
upright.

Increase in draft = 7.0 – 6.8 = 0.2 m = 20 cm

Cargo to be loaded = Increase in draft x TPC = 20 x 20 = 400 tons
Tan θ initial = G G'
GM initial
G G'= GM initial x Tan θ = 0.7 x 0.07 = 0.049 m
Starboard moment = Port moment
7800 x 0.049 + 5 (400 - x) = 6 x
382.2 + 2000 - 5 x = 6 x 11 x = 2382.2
x = 216.6 tons Loading port side 216.6 tons
Loading starboard side = 400 – 216.6 = 183.4 tons
----------------------------------------------------------
2- A ship of 12500 tons displacement, KM 7.0 m, KG 6.4 m, has a three
degrees list to starboard and has yet to load 500 tons of cargo. There are
places available in the twin decks centers of gravity 6 m each side of the
center line. Find how much cargo to load on each side if the ship is to complete
loading upright.

GM initial = KM - KG initial = 7.0 – 6.4 = 0.6 m

Tan θ initial = G G'
GM initial
G G'= GM initial x Tan 3 = 0.6 x 0.052408 = 0.03145 m
Starboard moment = Port moment
(12500 x 0.03145) + 6 (500 - x) = 6 x
393.06 + 3000 - 6 x = 6 x
12 x = 3393.06 x = 282.75 tons
Loading port side 282.75 tons
Loading starboard side = 500 – 282.75 = 217.25 tons
--------------------------------------------------

80
 3- a) Define : List - Heel
b) A ship of 8000 tons displacement has a GM 0.5 m. A quantity of grain in the
hold, estimated at 80 tons, shifts and, as a result, the centre of gravity of this grain
moves 6.1 m horizontally and 1.5 m vertically. Find the resultant list.

a) Heel: A ship is said to be heeled when she is inclined by an external force. For
example, when the ship is inclined by the action of the waves or wind.
List: A ship is said to be listed when she is inclined by forces within the ship.
For example, when the ship is inclined by shifting a weight transversely
within the ship or when loading or discharging. This is a fixed angle of heel.
b) GG2 = w x d = 80 x 1.5 = 0.015 m
W 8000
GM Final = GM initial – GG2 = 0.5 – 0.015 = 0.485 m
G1G2 = w x d = 80 x 6.1 = 0.061 m
W 8000
Tan θ = G1G2 = 0.061 = 0.126
GM Final 0.485
θ = 7 ͦ 10.8 ‫׳‬
----------------------------------------------------
4- A ship of 8500 tons displacement is listed 2.5 degrees to port. KM 5.5 m, and KG 4.6
m. the ship has to load the following on deck:
a) A locomotive of 90 tons on the starboard side center of gravity 7.5 m from the
center line
b) A tender of 40 tons
Find how far from the center line the tender must be placed if the ship is to complete
loading upright, and also find corrected GM if free surface effect is 0.064 m. “KG of
the deck cargo is 7 m”.

GM initial = KM - KG initial = 5.5 – 4.6 = 0.9 m

Tan θ initial = G G'
GM initial
GG' = GM initial x Tan 2.5 = 0.9 x 0.0437 = 0.0393 m
Assume y the distance of “CG” of 40T from center line
Starboard moment = Port moment
90 x 7.5 = 8500 x 0.0393 + 40 y
675 = 334.05 + 40 y 40 y = 340.95
y = 8.52 m to port

81
 Calculating GM final
Weight KG Moment about keel
+ 8500 4.6 + 39100
+ 130 7.0 + 910

Final disp. = 8630 Final moment = 40010

KG Final = Final Moment = 40010 = 4.636 m
Final displacement 8630

GM Final = KM – KG Final = 5.5 – 4.636 = 0.864 m

----------------------------------------------------------
5- From the following information calculate the amount of ballast water
To be transferred in order to bring the ship upright
(ignore the free surface). - Displacement = 14400 tons – KM = 4.75 m –
KG = 4.25 m – list = 8.5 degree to port - The ballast is to be transferred 10.76 m
transversally.

GM initial = KM - KG initial = 4.75 – 4.25 = 0.5 m

Tan θ initial = G G'
GM initial

GG' = GM initial x Tan 8.5 = 0.5 x 0.149451= 0.074726 m

Moment of listing the ship 8.5 ͦ= W x GG`

Moment of listing the ship 8.5 ͦ = 14400 x 0.074726 = 1076.05 t.m

Assume that weight of transferred water is y

For the ship to be upright:
Moment of listing the ship 8.5 ͦ= Moment of transferring water

1076.05 = 10.76 y y = 1076.05 / 10.76 = 100 tons

The ballast to be transferred is = 100 T

--------------------------------------------------------------------------------------

82
6- A vessel is heeled 7 to starboard and has KG of 6.2 m KM of 6.41 m, and
displaces 8800 tons. She then loads 75 tons of cargo to a position 5.6 m above
the keel and 5 m to starboard of the centre line, 100 tons at 4.2 m above the keel
and 6.5 m to port of the centre line; and 90 tons amidships and at 3.8 m above
the keel. What will be her final heel, if any?

GM Initial = KM – KG Initial = 6.41 – 6.2 = 0.21 m

GG` = GM Initial x Tan θ = 0.21 x Tan 7 = 0.21 x 0.122785 = 0.025785 m
Calculating GM final
Weight KG Moment about keel
+ 8800 6.2 + 54560
+ 75 5.6 + 420
+ 100 4.2 + 420
+ 90 3.8 + 342

Final disp. = 9065 Final moment = 55742

KG Final = Final Moment . = 55742 = 6.149 m

Final displacement 9065
GM Final = KM – KG Final = 6.41 – 6.149 = 0.261 m

Calculating G1G2 final

Starboard moment = 8800 x 0.025785 + 75 x 5 = 226.91 + 375 = 601.91 T. m
Port moment = 100 x 6.5 = 650 T. m
Final Moment = 650 – 601.91 = 48.09 T. m to port

G1G2 = Final Moment . = 48.09 = 0.005019 m

Final displacement 9065
Tan θ = G1G2
GM Final
Tan θ = 0.005019 = 0.0192299
0.261
θ = 1 ͦ 6 ‫ ׳‬to port side
---------------------------------------------------------

83
 CHAPTER 7
THE “TRIM”
Trim may be considered as the longitudinal equivalent of list. Trim is also known
as ‘longitudinal stability.
Instead of trim being measured in degrees as in the list, it is measured as the
difference between the drafts forward and aft in meters.
If difference in drafts is zero then the ship is said to be on even keel. If the
forward draft is greater than aft draft, the vessel is trimming by the bow and if aft
draft is greater than the forward draft, the vessel is trimming by the stern.
The moment that affect the ship is called the trimming moment and is equal to:
w x d OR W x GG1 since w x d = W x GG1
The point 'F' is called the ‘centre of flotation’ or ‘tipping centre’.

G
B

W
GG1 = w x d
W W
GG1 x W = w x d

G G1
FB B1

W
Fig 7- 1

Fig.7- 1 shows a vessel floating on an even keel with her center of buoyancy
below the center of gravity and the force of gravity and force of buoyancy
are equal in amount, opposite in direction and acting on the same line, this
ship is stable on this condition.
The ship has already a weight "w" on board, if this weight is shifted
forward, the centre of gravity will move parallel to the weight's movement
from G to G1. The moment is equal to (w x d) and also equal to (W x
GG1) w x d = GG1 x W
Then GG1 = w x d
W

84
The underwater volume shape will change and the centre of buoyancy will move to
forward until it reaches a position below the G 1 and the ship will be trimmed by
bow and will stay on this new position.

Fig 7- 2

A vessel with a rectangular water-plane has its centre of flotation on the centre line
amidships. On a ship shaped vessel, it may be a little forward or a little aft from
amidships, depending on the shape of the water-plane (Fig.7- 2).
In trim problems, unless stated otherwise, it is to be assumed that the centre
of flotation is situated amidships.
Trimming moments are taken about the centre of flotation since this is the
point about which rotation takes place.
The longitudinal metacenter (ML) is the point of intersection between the
verticals through the longitudinal positions of the centers of buoyancy.
The vertical distance between the centre of gravity and the longitudinal
metacenter (GML) is called the longitudinal metacentric height.
The MCT 1 cm, or MCTC, is the moment required to change trim by 1 cm,
and may be calculated by using the formula:

MCTC = W GML
100 L
where
W: The vessel's displacement in tons
GML: The longitudinal metacentric height in meters
L: The vessel's length in meters.

85
For a box-shaped vessel:
BML = I = B L3 = BL3
V 12 V 12 x L x B x d

BML = L2
12d

Definitions

Trim:
Trim may be considered as the longitudinal equivalent of list. Trim is also known as
'longitudinal stability'.

Tipping center (Centre of floatation):

The point about which the ship trims, it is the center of gravity of the water plan area,
it is called tipping center or center of floatation

Trimming moment :
It is the moment resulting from shifting weights longitudinally or loading and
discharging weights forward or aft from “F” on board the vessel.

Change in trim :
It can be defined as the sum of change of forward and aft drafts which results due to
trimming moment on board the vessel

The moment to change the trim one centimeter “MCTc1cm” :

The MCT 1 cm, or MCTC, is the moment required to change trim by 1
cm, and may be calculated by using the formula: MCTC = W x GML
100 L

86
 F
Fig 7 - 3

Fig 7 - 3.a

Fig 7 - 3.b

Fig. 7- 3 shows a vessel floating on an even keel in still water.

Fig. 7- 3.a shows a weight loaded above the center of floatation 'F', and the vessel sank
in the water in parallel and the draft of the vessel increased equally fore
and aft.
Fig. 7- 3.b shows the weight 'w' shifted forward a distance 'd' causing a moment equal
to (w x d), and due to this moment the foreword draft increased and the aft
draft decreased.
So the idea of solving the trim exercises is that we consider that all weights are loaded
or discharged from a position just above the center of floatation and the amount if sink
age or raise of the vessel is calculated and added to the fore and aft draft with the correct
sign.
Then all the weights loaded or discharged are moved to their position of loading or
discharging and the forward and aft moments are calculating then subtracted from each
other to get the final moment having the name of the larger moment (fore or Aft).
Finally the change in fore and in aft draft is calculated and added to the fore and aft
drafts with the correct signs to get the final drafts fore and aft.

87
Steps of solving Trim problems to find final draft Fore. and Aft.

1) Draw the problem with all information including the accurate position of
weights loaded and discharged from center of floatation.
2) Calculate the parallel sink age or raise in draft fore and aft due to loading
and discharging operation.
3) Calculate the forward and aft moments and subtract both to get the final
moment with its direction (fore OR aft according to the larger).
4) Calculate the change in trim by dividing the final moment by the MCTC
and show its direction which will be the same as of the final moment.
5) Calculate the change in trim in fore and aft drafts as following:

Change in draft fore = l1 x change in trim

L
(l1: distance from forward perpendicular to F)

Change in draft Aft= l2 x change in trim

L
(l2: the distance from aft perpendicular to F)

Put sign of each change of draft according to the direction of trim, if trim is
forward then change in draft forward is (+) &change in draft aft is (-), and vice
versa if the trim is aft.
6) Calculate the final draft forward and aft by adding the parallel sink age or raise
with the correct sign, and the change in draft forward and aft with the correct
signs also.

88
 Exercises
1- Using the Dead weight scale to find the following
a) The numbers of tons which must be loaded to increase ship’s draft from 6.5
m to 7.6 m in salt water
b) Also find the increment in the ship’s mean draft if 156 tons loaded while the
ship is at 7.6 m mean draft
c) If the ship is 120 m long, the center of floatation (F) is 5m aft of the
amidships. Find the change in draft fore and aft when 150 tons shifted
longitudinally through a distance of 45 m in forward direction while the
ship is floating at 7.6 m mean draft in salt water

Fig. 7 -4

89
 a) From the Dead weight scale (Fig. 7 – 4):
Dead weight at draft 7.6 m = 9600 tons
Dead weight at draft 6.5 m = 7140 tons

Weight to load to increase draft from 6.5m to 7.6m = 2460 tons

b) From the Dead weight scale the TPC at draft 7.6 m = 22.82 tons
Therefore the increase in draft = 156 / 22.82 = 6.836 cm

c) Moment = w x d
Moment = 150 x 45 = 6750 T.m…… forward

Change in Trim = Final moment

MCTC
Change in Trim = 6750 = 33.6 cm ….. forward
201
Change in draft fore = l1 x change in trim = 65 x 33.6 = 18.2 cm = 0.182 m (+)
L 120

Change in draft Aft = l2 x change in trim = 55 x 33.6 =15.4 cm = 0.154 m (-)

L 120

------------------------------------------------

2- A ship 140 m long, floating at draft of 7.8 m forward and 8.2 m aft, using the
hydrostatic particulars given to find number of tons which must be loaded in
hatch number 2 ( center of gravity 38 m forward from amidships) in order to
bring the ship to same draft fore and aft (even keel) . Also find the final draft.

90
Fig. 7 - 5

91
 Mean draft = fore draft + aft. Draft = 7.8 + 8.2 = 16 = 8.0 m
2 2 2
From the hydrostatic particulars (Fig. 7-5) at draft 8 m:

TPC = 23.17 – MCTC = 207.1 t.m – "F" is 67.54 m forward from A.P

Then distance of “F” from amidships = 70 – 67. 54 = 2.46 Aft of amidships

Then distance of CG of hatch 2 and CF = 38 + 2.46 = 40.46 forward

The present trim = Aft draft – forward draft = 8.2 – 7.8 = 0.4 m = 40 cm aft
The required trim = 0
The required change in trim = 40 cm forward
From hydrostatic table:
TPC = 23.17T MCTC = 207.1 t.m
Moment = y x d = y x 40.46 = 40.46 y T.m…. Forward

Change in Trim = Final moment

MCTC
40 = 40.64 y
207.1 y = 40 x 207.1 = 204.75 tons
40.64
Parallel sink age = cargo loaded = 204.75 = + 8.84 cm = + 0.0884 m
TPC 23.14
Change in draft fore = l1x change in trim=72.46 x 40 =20.7 cm= 0.207 m (+)
L 140
Change in draft aft = l2x change in trim= 67.54 x 40 =19.30 cm= 0.193m (-)
L 140
Forward draft Aft. draft
7.8 m 8.2 m
+ 0.0884 m + 0.0884 m
+ 0.207 m - 0.193 m

8.0954 m 8.0954 m
-------------------------------------------------------------------

92
3- From the information tabulated calculate:
a) The amount of water to transfer from the after peak tank to the fore
peak tank so that the vessel can pass over a bar at the harbor entrance
with maximum clearance.
b) The clearance over the bar whose depth is 9.25 m.
The Initial drafts 8.45 fore and 8.90 m aft.
The center of gravity of fore peak tank is 170 m forward of AP.
The center of gravity of aft peak tank is 5 m aft of AP.
MCTC = 200 t.m – CF amidships.

For the ship to pass with max. clearance the ship must be even keel

Present Mean draft = fore draft + aft. Draft = 8.9 + 8.45 = 17.35 = 8.675 m
2 2 2

The present trim = Aft draft – forward draft = 8.9 – 8.45 = 0.45 m = 45 cm aft

The required trim = 0

The required change in trim = 45 cm forward

The transferred distance = 175 + 5 = 175 m aft

a) Moment = w x d = w x 175 = 175 w T.m…. aft

Change in Trim = Final moment
MCTC
45 = 175 w
200 w = 40 x 200 = 51.43 tons
175
b) The clearance over the bar = – Depth of bar - Present mean draft

The clearance over the bar = 9.25 - 8.675 = 0.575 m

-------------------------------------------------------------

93
4- a) Define: Trim – Tipping center
b) A ship is floating at drafts of 6.1 m forward and 6.7 m aft, the following
cargo is loaded:
20 tons in a position whose center of gravity is 30 m forward of amidships.
45 tons in a position whose center of gravity is 25 m forward of amidships.
60 tons in a position whose center of gravity is 15 m aft of amidships.
30 tons in a position whose center of gravity is 3.0 m aft of amidships.
The center of floatation is amidships. MCTC = 200 t.m – TPC = 35 tons
Find the new drafts forward and aft.

a)Trim:
Trim may be considered as the longitudinal equivalent of list. Trim is also known as
'longitudinal stability'.
Tipping center:
The point about which the ship trims, it is the center of gravity of the water plan area,
it is called tipping center or center of floatation.

b) Final cargo = 20 + 45 + 30 + 60 = 155 tons

Parallel sink age = cargo loaded = 155 = + 4.4 cm = + 0.044 m
TPC 35
Fore moment = 20 x 30 + 45 x 25 = 600 + 1125 = 1725 T.m
Aft. Moment = 60 x 15 + 30 x 3 = 900 + 90 = 990 T.m
Final moment = fore moment – aft moment = 1725 – 990 = 735 T.m forward
Change in Trim = Final moment = 735 = 3.68 cm ….. forward
MCTC 200
change in draft fore = 1 x change in trim =1 x 3.68 =1.8 cm = 0.018 m (+)
2 2
change in draft aft = 1 x change in trim = 1 x 3.68 =1.8 cm = 0.018 m (-)
2 2
Forward draft Aft. draft
6.10 6.70
+ 0.044 + 0.044
+ 0.018 - 0.018

6.162 m 6.726 m
------------------------------------------------------------------

94
 5- a) Define: Trim – center of floatation
b) A ship 120 m Long, displacement 8000 tons and is floating at draft 6 m
forward and 7 m aft. The ship is to load 100 ton 43 m forward of amidships
and 350 tons 30 m aft of amidships. If the center of floatation is amidships,
MCTC 100 t.m and TPC 20 tons. Calculate the final draft fore and aft.

a) Trim:
Trim may be considered as the longitudinal equivalent of list. Trim is also known as
'longitudinal stability'.
Centre of Floatation:
The point about which the ship trims, it is the center of gravity of the water plan area,
it is called tipping center or center of floatation .

b) Final cargo = 100 + 350 = 450 tons

Parallel sink age = cargo loaded = 450 = + 22.5 cm = + 0.225 m
TPC 20
Fore moment = 100 x 43 = 4300 T.m
Aft. Moment = 350 x 30 = 10500 T.m

Final moment = Aft moment – Fore moment= 10500 – 4300= 6200 T.m Aft.

Change in Trim = Final moment = 6200 = 62 cm ….. Aft.

MCTC 100
Change in draft fore = 1x change in trim =1 x 62 =31 cm= 0.31 m (-)
2 2
Change in draft aft = 1x change in trim = 1 x 62 =31 cm = 0.31 m (+)
2 2
Forward draft Aft draft
6.00 m 7.00 m
+ 0.225 m + 0.225 m
- 0.31 m + 0.31 m

5.915 m 7.535 m
--------------------------------------------------------------

95
6- a) State the formula of finding each of the following:
TPC - MCTC - FWA
b) From the following tabulated information calculate the drafts fore and
aft when cargo has been completed:
- Initial draft fore 2.89 m aft 4.36 m - LBP is 56 m- CF is 26m forward
of AP. -TPC is 6 tons- MCTC is 20 t.m- Cargo to load 308 T, 46 m
forward of AP- 200 T, 7 m forward of AP.

a) TPC = (A) x water density

100
FWA mm = Displacement MCTC = W x GML
4 TPC 100 L

b) Final cargo = 200 + 308 = 508 tons

Parallel sink age = cargo loaded = 508 = + 84.7 cm = + 0.847 m

TPC 6
Fore moment = 308 x 20 = 6160 T.m
Aft. Moment = 200 x 19 = 3800 T.m

Final moment = Fore moment – Aft moment= 6160 – 3800= 2360 T.m Fore

Change in Trim = Final moment = 2360 = 118 cm ….. Fore

MCTC 20
change in draft fore = l1x change in trim =30 x 118 =63.2 cm = 0.632 m (+)
L 56
change in draft aft = l2x change in trim = 26 x 118 = 54.8 cm = 0.548m (-)
L 56

Forward draft Aft. draft

2.89 m 4.36 m
+ 0.847 m + 0.847 m
+ 0.632 m - 0.548 m
4.369 m 4.659 m
----------------------------------------------------------------

96
7-a) A vessel 150 m in length, 18 m in breadth, MCTC 150 t.m, TPC 25 tons,
she floats at 6.35 m F, 6.65 m A, and loads the following:
- 230 tons in hold NO. 1, 50 m forward of CF.
- 800 tons in hold NO. 3, 20 m forward of CF.
- 500 tons in hold NO. 4, 21 m aft of CF.
she discharge the following:
- 200 tons in hold NO. 2, 36 m forward of CF.
- 105 tons in hold FP tank, 60 m forward of CF.
IF the CF is 5 m aft the amidships, calculate the new drafts fore and aft.

Final cargo = 230 + 800 + 500 – 105 - 200 = + 1225 tons

Parallel sink age = cargo loaded = 1225 = + 49 cm = + 0.49 m

TPC 25
Fore moment = 230 x 50 + 800 x 20 = 11500 + 16000 = 27500 T.m

Aft. Moment = 500 x 21 + 200 x 36 + 105 x 60

Aft. Moment = 10500 + 7200 + 6300 = 24000 T.m

Final moment= fore moment – aft moment

Final moment = 27500 – 24000 = 3500 T.m forward

Change in Trim = Final moment = 3500 = 23.33 cm ….. forward

MCTC 150
Change in draft fore = l1x change in trim = 80 x 23.33 = 12.44 cm = 0.1244 m (+)
L 150
Change in draft aft = l2x change in trim = 70 x 23.33 =10.88 cm = 0.1088m (-)
L 150
Forward draft Aft. draft
6.35 m 6.65 m
+ 0.49 m + 0.49 m
+ 0.1244 m - 0.1088 m
6.9644 m 7.0312 m
--------------------------------------------------------

97
8- From the information tabulated calculate:
a) The minimum amount of water to transfer from the after peak to
the fore peak so that the vessel can pass over bar at the harbor
entrance with a clearance of 0.5 m.
b) The final drafts fore and aft.
- Length BP=175 m
- Initial drafts = 7.25 m F and 8.45 m A
- C.G of forepeak 165 m forward of AP
- C.G of after peak at AP - MCTC = 200 t.m
- CF 85 m forward of AP- Depth of water over the bar 8.5 m.

a) Required draft = Water depth over bar – clearance = 8.5 – 0.5 = 8 m

Required change in aft draft = Aft draft – required draft
Required change in aft draft = 8.45 – 8 = 0.45 m = 45 cm
Required change in draft Aft = l2 x change in trim
L
45 = 85 x change in trim
175
change in trim = 45 x 175 = 92.647 cm
85
Assume that the weight of transferred water is “w”
Change in Trim = Final moment
MCTC
92.647 = w x 165
200
w = 92.647 x 200 = 112.3 tons
165
b) Since the change in trim = 92.647 cm
change in draft fore = l1x change in trim = 90 x 92.647 = 47.647cm = 0.476m (+)
L 175
change in draft Aft = l2 x change in trim = 85 x 92.647 = 45 cm = 0.45 m (-)
L 175
Forward draft Aft. draft
7.25 m 8.45 m
+ 0.476 m - 0.45 m
7.726 m 8.0 m
-----------------------------------------------------------

98
9– Define:
a) Trim
b) The moment to change the trim one centimeter “MCTc1cm”
c) A ship 150 x 20 m, floats on an even keel at 10 m draft and has a block
coefficient of fineness 0.8 and LGM of 200 m, if 250 tons of cargo is
discharged from a position 32 m from the center of floatation. Find the
resulting change in trim.

a) Trim:
Trim may be considered as the longitudinal equivalent of list. Trim is also
known as ‘longitudinal stability.
b) The moment to change the trim one centimeter “MCTc1cm”:
The MCT 1 cm, or MCTC, is the moment required to change trim by 1 cm,
and may be calculated by using the formula: MCTC = W x GML
100 L

c) Mass of the ship = L x B x d x Cb x displaced Water density

Mass of the ship = 150 x 20 x 10 x 0.8 x 1.025 = 24600 tons

MCTC = W x GML = 24600 x 200 = 328 T.m

100 L 100 x 150
Change in Trim = Final moment = 250 x 32 = 24.39 cm
MCTC 328
------------------------------------------------------------------
10- From the following information calculate:
a) The amount of cargo to discharge
b) The draft fore and aft for dry docking
- Length BP=160 m
- Initial draft forward 6.25 m, aft. 6.75 m
- Space available for discharge No. 2 hatch center of gravity 130 m
forward of AP
- Trim required for dry docking = 1.5 m by astern
- CF amidships
- TPC = 24.44 tons
- MCTC = 110 t.m.
TPC and MCTC remain constant over the range of drafts required

99
 Initial trim = Aft draft – Fore draft = 6.75 – 6.25 = 0.5 m

Change in trim = Required trim – Initial trim = 1.5 – 0.5 = 1 m = 100 cm

Parallel raise = cargo loaded = w

TPC 24.44
Aft. Moment = Final moment = w x 50 = 50 w T.m aft.
Change in Trim = Final moment
MCTC
100 = 50 w
110 w = 100 x 110 = 220 tons
50
Parallel Raise = w = 220 = - 9 cm = - 0.09 m
TPC 24.44
Change in draft fore = 1 x change in trim = 1 x 100 = 50 cm = 0.50 m (-)
2 2
Change in draft aft = 1 x change in trim = 1 x 100 = 50 cm = 0.50 m (+)
2 2
Forward draft Aft draft
6.25 m 6.75 m
- 0.09 m - 0.09 m
- 0.50 m + 0.50 m
5.66 m 7.16 m
-----------------------------------------------------------------

100
 11- A vessel floating at draft forward 9.84 m; aft 10.62 m.
She loads weight (T) C.G. from AP (m)
450 25
320 100
Discharged 140 110
TPC 26 tons/cm, MCTC 148 tons. m /cm , C.F. 64 m forward of AP , length 120
m. Find final drafts fore and aft.

Cargo loaded = 450 + 320 -140 = 630 tons

Parallel sink age = cargo loaded = 630 = + 24.2 cm = + 0.242 m
TPC 26
Forward Moment = w x d = 320 x 36 = 11520 T.m
Aft Moment = w x d = 450 x 39 + 140 x 46 = 17550 + 6440 = 23990 T.m
Final Moment = Aft moment – forward moment = 23990 - 11520 = 12470 T.m Aft.
Change in Trim = Final moment = 12470 = 84.3 cm
MCTC 148
Change in draft fore = l1 x change in trim = 56 x 84.3 = 39.3 cm = 0.393 m (-)
L 120
Change in draft Aft = l2 x change in trim = 64 x 84.3= 45 cm = 0.45 m (+)
L 120
Forward draft Aft draft
9.84 m 10.62 m
+ 0.242 m + 0.242 m
- 0.393 m + 0.45 m
9.689 m 11.312 m
---------------------------------------------------------

101
 CHAPTER 8
STABILITY AND HYDROSTATIC CURVES

1- Cross curves of stability

a- GZ Cross curves of stability

Through a set of curves at a particular displacement we can find the GZ of the ship
at any particular angle of heel (Fig. 8 - 1).
The curves are plotted for an assumed KG.

Fig. 8 – 1

102
If actual KG is greater than the assumed KG as shown in Fig. 8 -2.
If the actual KG of the ship is greater than the assumed KG then the ship is less stable
and the correction must be subtracted.

M
θ
G1 z1
θ
G z
x
B
B1

W
Fig. 8 - 2

KG is the assumed KG and KG1 is the actual KG

GZ represents the righting lever, as taken from the curves for this particular angle of
heel
G1Z1 is the actual righting lever

G1Z1 = GZ – GX

Corrected GZ = Tabulated GZ – correction

Also, in triangle GXG1:

Sin θ = GX
GG1

GX = Correction = GG1 sin θ

Corrected GZ = Tabulated GZ – GG1 sin θ

103
If actual KG is smaller than the assumed KG as shown in Fig. 8 - 3.
If the actual KG is less than the assumed KG the ship is more stable and the correction
must be added.
W

G z

G2 θ
z2
Y
B
B1
K

W
Fig. 8 - 3

KG is the assumed KG and KG2 is the actual KG

GZ represents the righting lever, as taken from the curves for this particular angle
of heel
G2Z2 is the actual righting lever

G2Z2 = GZ + G2Y

Corrected GZ = Tabulated GZ + correction

Also, in triangle GYG2:

Sin θ = GY
GG2

GY = Correction = GG2 sin θ

Corrected GZ = Tabulated GZ + GG1 sin θ

104
Example 1:
Using the Stability Cross Curves fig.8 - 1, find the GZs at 15-degree intervals between 0
degrees and 90 degrees when the displacement is 38 000 tons and the KG is 8.5 meters.

Heel Tabulated GZ Correction Correct GZ

(KG 9 m) (GG1 sin °) (KG 8.5 m)

0° 0 0.5 x 0 =0 0+0 =0

15° 0.81 0.5 x 0.259 = 0.129 0.81 + 0.13 = 0.94

30° 1.90 0.5 x 0.5 = 0.250 1.90 + 0.25 = 2.15

45° 2.24 0.5 x 0.707 = 0.353 2.24 + 0.35 = 2.59

60° 1.70 0.5 x 0.866 = 0.433 1.70 + 0.43 = 2.13

75° 0.68 0.5 x 0.966 = 0.483 0.68 + 0.48 =1.16

90° -0.49 0.5 x 1.000 = 0.500 -0.49 + 0.50 = 0.01

105
b - KN cross curves of stability

In some cases the curves are constructed for an assumed KG of zero. The curves
are then referred to as KN curves, KN being the righting lever measured from the
keel.

To obtain the righting levers for a particular displacement and KG the values of
KN are first obtained from the curves by inspection at the displacement
concerned.

The correct righting levers are then obtained by subtracting from the KN values a
correction equal to the product of the KG and sin heel.

Fig. 8 – 4

106
 W

G Z
θ
B
B1
X
N
K

Fig 8 - 5

GZ = XN

GZ = KN – KX (1)

In triangle GXK

Sin θ = KX
KG

KX = KG Sin θ

From (1)

Corrected GZ = KN – KG sin θ

107
Example 2:
Using the KN curves fig. 8 - 4 Find the righting levers when the displacement is 40 000
Example
tons 2 is: Find
and the KG the righting levers for M.V. ‘Cargo-Carrier’
10 meters.
when the displacement is 40 000 tons and the KG is 10 meters.

Heel (θ) KN sin θ KG sin θ GZ = KN - KG sin θ

5° 0.90 0.087 0.87 0.03

10° 1.92 0.174 1.74 0.18

15° 3.11 0.259 2.59 0.52

20° 4.25 0.342 3.42 0.83

30° 6.30 0.500 5.00 1.30

45° 8.44 0.707 7.07 1.37

60° 9.39 0.866 8.66 0.73

75° 9.29 0.966 9.66 0.37

90° 8.50 1.000 10.00 1.50

108
 2- Statical stability curves
The curve of statical stability for a ship in any particular condition of loading is
obtained byThe information
plotting is obtained
the righting leversfrom the angle
against curve:of heel as shown in Fig.8 - 6.

0.65

0.60
1- The range of st
0.55
2- The angle of va
0.50
3- The maximum
0.45
4- The initial meta
0.40 5- The moment of
0.35

0.30

0.25

0.20

0.15

0.10

0.05

10 20 30 40 50 60 70 80 90

Fig. 8 - 6

The following information is obtained from the curve:

1- The range of stability
This is the range over which the ship has positive righting levers.
2- The angle of vanishing stability
This is the angle of heel at which the righting lever returns to zero.
3- The maximum GZ
The maximum GZ is obtained by drawing a tangent to the highest point in the
curve, if a perpendicular is dropped from the point of tangency it cuts the heel scale
at the angle of heel at which the maximum GZ occurs.
4- The initial metacentric height (GM)
It is found by drawing a tangent to the curve through the origin, and then erecting
a perpendicular through an angle of heel of 57.3 degrees, the two will intersect at a
point. The height of this point from the heel scale is measured on the GZ curve to
get the initial metacentric height GM.
5- The moment of statical stability at θ degrees heel. (Moment = W x GZ)
The moment is calculated by getting the GZ at the given angle of heel then
multiplying by the displacement of the ship.

109
Example 1:
From the following table construct the curve of statical stability of a ship when her
displacement is 6000 tons. From the curve find the following:
1- The range of stability
2- The angle of vanishing stability
3- The maximum GZ
4- The initiam metacentric height (GM)
5- The moment of statical stability at 25 degrees heel
heel 0 10 20 30 40 50 60 70 80 90
GZ 0 0.05 0.14 0.25 0.33 0.36 0.32 0.20 0.03 - 0.18

GZ
0.6

0.5

0.4

0.3

0.2

0.1

0.0
10 20 30 40 50 60 70 80 90

- 0.1

- 0.2
Heel
1- The range of stability = 0 – 81 degrees
2- The angle o vanishing stability = 81 degree
3- The maximum GZ = 0.37 m
4- The initial metacentric height (GM) = 0.24 m
5- The maximum moment of statical stability at 25 degrees =
M.O.S.S = W x GZ = 6000 x 0.2 = 1200 T.m

110
Example 2:
From the following table construct the curve of statical stability of a ship when her
displacement is 6000 tons. From the curve find the following:
1- The range of stability
2- The angle of vanishing stability
3- The maximum GZ
4- The initiam metacentric height (GM)
5- The moment of statical stability at 35 degrees heel

Heel 0 10 20 30 40 50 60 70 80 90
GZ 0 0.10 0.28 0.50 0.66 0.72 0.64 0.40 0.06 - 0.36

1.2

1.0

0.8

0.6
GZ
0.4

0.2

0.0
10 20 30 40 50 60 70 80 90

- 0.2

- 0.4
Heel
1- The range of stability = 0 – 81 degrees
2- The angle o vanishing stability = 81 degree
3- The maximum GZ = 0.74 m
4- The initial metacentric height (GM) = 0.48 m
5- The maximum moment of statical stability at 35 degrees =
M.O.S.S = W x GZ = 6000 x 0.6 = 3600 T.m

111
If the ship have a negative initial GM, this ship will reach an angle of loll and all the
righting levers from zero degree of heel up to this angle of loll are negative. Whilst all
levers from angle of loll to the angle of vanishing stability are positive, as shown in the
following fig. 8 – 7 ( the range of stability will be from the angel of loll to the angle of
vanishing stability.)

0.65

0.60

0.55

0.50

0.45

0.40
0.35
GZ
0.30

0.25

0.20

0.15

0.10

0.05
0
heel
- 0.05 10 20 30 40 50 60 70 80 90

- 0.10
- 0.15

Fig. 8 - 7

112
3- Hydrostatic Curves
Hydrostatic information is usually supplied to the ship’s officer in the
form of a table or a graph. The various items of hydrostatic information are
plotted against draft. At a given draft you can get the information from the
curve by drawing a horizontal line from this draft on the vertical scale cutting
all the curves, then draw perpendiculars from intersection points with each
curve and read the information from the appropriate scale ( Fig. 8 – 8)

Fig. 8 - 8

113
 Exercises
1- Using the curve of statical stability given to find the following:
a) Range of stability
b) The angle of vanishing stability
c) The maximum GZ and the angle of heel at which it occurs
d) The maximum moment of statical stability
e) The initial metacentric height (GM)
f) The angle of Loll knowing that ship’s length is 100m , breadth 10m,
displacement 7500 tons
GZ 1- The
0.3
0.29 2- The ang
3- The m
0.25
4- The initi

0.2
5- The max m
54 degrees
0.15 Moment =
Ang
0.1

0.05

0.0
10 20 30 40 50 60 70 80 90

- 0.5
0.685
- 0.2
Heel
a- The range of stability = 18 – 89 degrees

b- The angle o vanishing stability = 89 degree

c- The maximum GZ = 0.29 m at 54 degrees

d- The initial metacentric height (GM) = - 0.685 m

e- The maximum moment of statical stability at 54 degrees =

M.O.S.S = W x GZ = 7500 x 0.29 = 2175 T.m
f- Angle of Loll = 18 degrees
---------------------------------------------

114
2- Using the curve of statical stability given to find the following:
a) Range of stability
b) The angle of vanishing stability
c) The maximum GZ and the angle of heel at which it occurs
d) The initial metacentric height (GM)
e) The moment of statical stability for 10 degrees angle of heel, knowing that the
ship is 120 m long, 12 m breadth, and 7800 tons displacement.

GZ 1
2
0.65 3
0.6 4- The in
5-
0.5
M
0.4

0.3

0.2

0.1
0.09
0.54
0.0
10 20 30 40 50 60 70 80 90
42

Heel
a- The range of stability = 0 – 86 degrees

b- The angle o vanishing stability = 86 degree

c- The maximum GZ = 0.65 m at 42 degrees

d- The initial metacentric height (GM) = 0.54 m

e- The maximum moment of statical stability at 54 degrees =

M.O.S.S = W x GZ = 7800 x 0.09 = 702 T.m
-------------------------------------------------------

115
3- Sketch a curve of statical stability showing the following conditions:
- Initial GM = - 0.17 m
- Angle of Loll = 10 degrees
- Maximum GZ = 0.41 m
- Range of stability = 74 degrees
0.6

0.5

0.4

0.3
GZ
0.2

0.1

0.0
10 20 30 40 50 60 70 80 90

- 0.1
- 0.17
- 0.2
Heel

--------------------------------------------------------------
4- Sketch a curve of statical stability showing the following conditions:
- Initial GM = - 0.15 m - Angle of Loll = 8 degrees
- Maximum GZ = 0.40 m - Range of stability = 74 degrees
0.6

0.5

0.4

0.3
GZ
0.2

0.1

0.0
10 20 30 40 50 60 70 80 90

- 0.1
- 0.15
- 0.2
Heel

----------------------------------------------------------------

116
 5- Sketch the curve of statical stability showing the following:

- Initial GM = 0.17m - Max. GZ = 0.43 m- Range of stability = 83 degrees

0.6

0.5

0.43
0.4

0.3
GZ
0.2
0.17

0.1

0.0
10 20 30 40 50 60 70 80 90

- 0.1

- 0.2
Heel
------------------------------------------------------------------------

6- a) From the following information construct a displacement curves:

disp. 376 736 1352 2050 3140 4450

draft 1 2 3 4 5 6

b) From this curve find the displacement at a draft of 2.3m.

c) If this ship floats at 2.3 m. mean draft and then load 850 tons of cargo and
discharge 200 tons of cargo, find the new mean draft.

d) Find the approximate TPC at 2.5 m draft

117
a)
disp. 376
Draft draft 1
6

4
3.37
3

0
500 1000 1500 2000 2500 3000 3500 4000 4500Displacement
933.33
983.33
1100

b)
10 mm 500 T

8.66 mm xT

x = 8.66 x 500 = 433 tons

10
Displacement at a draft of 2.3 m = 500 + 433 = 933 tons

c) Final displacement = 933 + 850 – 200 = 1583 tons

New mean draft = 3.37 m

d) Displacement at a draft of 2.4 m = 983.33 tons

Displacement at a draft of 2.6 m = 1100.00 tons

Difference in displacement for 20 cm = 1100.00 – 983.33 = 116. 67 tons

TPC at 2.5 m draft= Difference in displacement for 20 cm = 116.67 = 5.83T

20 20
---------------------------------------------------------------------

118
7-The following information is taken from a ship’s displacement curves:
disp. T 355 1022 1949 2929 3852 4841
draft m 1 1.5 2 2.5 3 3.5
a) Construct the displacement curve for the ship and from it find the draft when
the displacement is 2350 tons.
b) If this ship arrived in port with a mean draft 0f 3.5 m, discharged her cargo,
loaded 200 tons of bunkers and completed with a mean draft of 2 m. Find how
much cargo she discharged
c) Assuming that the ship’s light draft is 1 m. Find the dead weight when the
ship is floating in salt water at a mean draft of 1.75 m.
Draft

disp. 355
3.5 draft 1

2.5
2.23
2.0

1.5

0.5

0
500 1000 1500 2000 2500 3000 3500 4000 4500 5000Displ.
355 1466 1949 4841

a) Mean draft at displacement 2350 tons = 2.23 m

b) Displacement at 3.5 m = 4841 tons
Displacement at 2.0 m = 1949 tons
Difference = 2892 tons
Bunker loaded = 200 tons
Cargo discharged = 3092 tons
c) Displacement at 1.75 m = 1466 tons
Light displacement = 355 tons
Dead weight at 1.75 m = 1111 tons
----------------------------------------------------------

119
8- a) From the following in formation construct a displacement curve:
draft m 1 2 3 4 5 6
disp. T 300 1400 3200 5050 7000 9000
b) If the ship is floating at mean draft of 3.2 m, and then loads 1800 tons of
cargo and 200 tons of bunkers and also pumps out 450 tons of water
ballast. Find the new displacement and the final mean draft.
c) At a certain draft the ship discharged 1700 tons of cargo and loaded 400 tons
of bunkers, the mean draft was then found to be 4.5 m. find the original
mean draft.
Draft

draft 1
disp. 300

6
5.15
5
4.05
4

0
1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
3600 5950 Displacement
b) Displacement at draf 3.2 m = 3600 tons
Cargo loaded = 1800 tons
Bunker loaded = 200 tons
Ballast discharged = - 450 tons
New displacement = 5150 tons
From the curve Final draft at disp. 5150 = 4.05 m
c) Displacement at a draft of 4.5 m= 5950 tons
5950 = Displacement at original draft – 1700 + 400
Displacement at original draft = 5950 + 1700 – 400 = 7250 tons
Original draft for displacement 7250 from curve = 5.15 m
-------------------------------------------------------------------------

120
9- a) construct a displacement curve from the following information data:
Draft (m) 1 2 3 4 5 6
Displacement (tons) 335 767 1270 1800 2400 3100
b) The ship commenced loading at 3 m draft and when work ceased for
the day, the mean draft was 4.2 m. During the 85 tons of salt water
ballast had been pumped out. Find how much cargo had been loaded.
c) If the ship's light draft was 2 m find the mean daft after she had taken
in 870 tons of water ballast and 500 tons of bunkers.
d) Find the TPC at 3 m mean draft
Draft (m)
Draft

Displacement (t

5
4.6
4

0
500 1000 1500 2000 2500 3000 3500 4000 4500
1140 1260 1950 Displacement

b) Ship’s displacement at draft 3 m = 1270 tons

Ship’s displacement at draft 4.2 m = 1950 tons
Net load = 680
Ballast pumped out = 85 tons
Net cargo loaded = 765 tons
c) Ship’s displacement at draft 2 m = 767 tons
+ Ballast loaded = 870 tons
+ Bunker loaded = 500 tons
Ship’s final displacement = 2137 tons Draft = 4.6 m
d) Displacement at draft 3.1 = 1260 tons
Displacement at draft 2.9 = 1140 tons
Weight for 20 cm = 120 tons
TPC = 120 = 6 tons
20
----------------------------------------------------

121
 10- a) construct a displacement curve from the foll0wing data:
Draft (m) 3 3.5 4 4.5 5 5.5
Displacement (t) 2700 3260 3800 4450 5180 6060
b) If the ship's light draft is 3 m and load draft is 5.5 m. Find the dead
weight.
c) Find the ship's draft when there are 500 tons of bunkers and 50 tons of
fresh water and stores on board.
d) When at 5.13 m mean draft the ship discharges 2100 tons of cargo and
loads 250 tons of bunkers. Find the new mean draft.
e) Find the approximate TPC at 4.4 m mean draft.
f) If ship is floating at a mean draft of 5.2 m and the load mean draft is 5.5 m.
Find how much more cargo may be loaded.
draft 3
disp. 2700
Draft

5.5
5.2
5.13
5

4.5
4.3
4
3.773
3.5
3.48

0
1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
3250 4175 5380 Displacement
3530 5552

b) Dead weight = Displacement at 5.5 m – Displacement at 3 m

Dead weight = 6060 – 2700 = 3360 tons

c) Displacement of ship = Light ship + Bunker + stores

Displacement of ship = 2700 + 500 + 50 = 3250 tons
The draft = 3.48 m

122
 d) Displacement at 5.13 m = 5380 tons
Final displacement = displacement at 5.13m – cargo discharged + 250
Final displacement = 5380 – 2100 + 250 = 3530 tons
The draft = 3.773 m
e) Displacement at 4.5 m = 4450 tons
Displacement at 4.3 m = 4175
Weight for 20 cm = 4450 – 4175 = 275 tons
TPC = 275 = 13.75 tons
20
f) Displacement at 5.5 m = 6060 tons
Displacement at 5.2 m = 5525 tons
Cargo can be loaded = Displacement at 5.5 m - Displacement at 5.2 m
Cargo can be loaded = 6060 – 5525 = 535 tons
-----------------------------------------------------------------
11- a) From the following information construct a TPC curve:
Mean draft (m) 1 2 3 4 5
Area of water plane (m ) 2
336 567 680 743 777
b) From this curve find the TPC's at mean drafts 2.5 m and 4.5 m.
c) If, while floating at a draft of 3.8 m, the ship discharges 380 tons of cargo
and loads 375 tons of bunkers, 5 tons of stores, and 125 tons of fresh
water, find the new mean draft.

a) In draft 1 m, TPC is = (A) x 1.025 = 336 x 1.025 = 3.4 tons

100 100
In draft 2 m, TPC is = (A) x 1.025 = 567 x 1.025 = 5.8 tons
100 100
In draft 3 m, TPC is = (A) x 1.025 = 680 x 1.025 = 7.0 tons
100 100
In draft 4 m, TPC is = (A) x 1.025 = 743 x 1.025 = 7.6 tons
100 100
In draft 5 m, TPC is = (A) x 1.025 = 777 x 1.025 = 8.0 tons
100 100
Draft (m) 1 2 3 4 5
TPC (tones) 3.4 5.8 7.0 7.6 8.0

123
 Draft
TPC
Draft

5
4.5
4
3.8

3
2.5
2

0
1 2 3 4 5 6 7 8 9 TPC
6.64 m 7.8
7.48

b) At draft 2.5 m, the TPC = 6.4 T

At draft 4.5 m, the TPC = 7.8 T

c) TPC when draft is 3.8 m = 7.48 m

Final weight = - 380 + 375 + 5 + 125 = + 125 tons

Increase in draft = Final weight = 125 = 16.7 cm = 0.167 m

TPC 7.48

Final draft = present draft + increase in draft = 3.8 + 0.167 = 3.967 m

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124
12- a) Construct a graph from the following information:
Mean draft (m) 3.0 3.5 4.0 4.5
TPC (tons) 8.0 8.5 9.2 10.0
b) From this graph find the TPC's at draft of 3.2 m ; 3.7 m and 4.3 m.
c) If ship is floating at a mean draft of 4m and then loads 50 tons of cargo ,
10 tons of fresh water , and 25 tons of bunkers, whilst 45 tons of ballast
are discharged , find the final mean draft.

Draft
TPC
Draft

4.5
4.3

4
3.7
3.5
3.2
3

8 8.5 9 9.5 10 10.5 TPC

8.17 m 8.77 9.68

b) TPC at draft of 3.2 m = 8.17 tons

TPC at draft of 3.7 m = 8.77 tons
TPC at draft of 4.3 m = 9.68 tons

c) TPC at draft of 4.0 m = 9.2 tons

Final weight = + 50 + 10 + 25 - 45 = + 40 tons
Increase in draft = Final weight = 40 = 4.35 cm = 0.0435 m
TPC 9.2
Final draft = present draft + increase in draft = 4.0 + 0.0435 = 4.0435 m
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125
 References
1- D. R. Derrett, 1964. "SHIP STABILITY FOR MASTERS AND MATES", London ,
Stanford Maritime Ltd , fifth edition 1999.

2- W. Mickle, 1975. "NAVAL ARCHITICTURE FOR MARINE ENGINEERS",

Newnes – Butterworths – London.

3- H. J. Pursey, 1977. "MERCHANT SHIP STABILITY", Glasgow, Brown, son &

Ferguson, Ltd, six edition, 1977.

4- John. P. Comstock, 1967. " PRINCIPLES OF NAVAL ARCHITICTURE", The

Society of Naval Architects & Marine Engineers.

5- Lester, A. R, 1985. "MERCHANT SHIP STABILITY", Brown, son & Ferguson,

Ltd.

6- William E. George, 1946. "STABILITY & TRIM FOR THE SHIP'S OFFICER",
Gornell Maritime Press, third edition, 1983.

‫المراجع العربيه‬

.1995 ،‫ منشأه الشنهابي للطبع والنشر‬،"‫ "االساسي في إتزان السفن‬.1995 ،‫ ربان محمود سامي‬-1

‫ منش اأه‬،"‫ " اتاازان الساافن للربابنااط و اابا" المشنااط‬.1989 ،‫ ربااان سااامي بااو ساامره‬، ‫ ربااان نساان النا ااورا‬-2
.‫المعارف‬

126