RESEARCH

PAPER
SEAM 2 – Stability, Trim and Stress 1

SUBMITTED BY:
TORRES, NOEL S.
NAME
BS MARINE
COURSE
TRANSPORTATION

SECTION 2A17

S/Y 1st Semester 2023

SUBMITTED TO:
C/M. MARIANO MARCO

INSTRUCTOR

PRELIM Week 1-4

MIDTERM Week 5-8

SEMI- Week 9-12

FINAL

FINAL Week 13-16

 PHILOSOPHY

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and holistic
development for
competent and
responsible
citizenship.
 VISION

The Philippines’
Premier institution
for professional
leaders in maritime-
business education
and training.
 MISSION
Committed to develop
holistic, competent
and disciplined
maritime business
professionals toward
the improvement of
quality of life.
CORE VALUES

• Competence
• Discipline
• Social
Responsibility
• Honesty
• Loyalty
SEAM 2 (Stability, Trim & Stress 1)

MIDN. NOEL S. TORRES

BSMT 2A17
Competence: A-II/1 F3.C2: Maintain seaworthiness of the ship
KUP: A-II/1 F3.C2. KUP1
1. Working knowledge and application of stability trim and stress table and
calculating equipment.
2. Understanding the fundamentals of water-tight integrity.
3. Understanding the fundamental action to be taken in the event of partial loss
of intact buoyancy

CO1: Calculate ship stability in compliance with the IMO intact stability criteria under
all conditions of loading.
 Topics
Week 1 -2

Learning Objectives
Introduction Of Basic
Stability- Full Explanation and Discussion by Power point Presentation

Stability
The stability of a vessel refers to its ability to stay upright in the water.
Many different things can affect the stability of a vessel and cause it to capsize.
However, these things can be controlled. A well-designed vessel will not capsize even
in the worst conditions - if it is operated properly.

Centre of Gravity

The centre of gravity (G) is the point at which the whole weight of the
vessel can be said to act vertically downward. Generally, a lower
centre of gravity means a more stable vessel.

The centre of gravity changes, depending on how weight is distributed

in the vessel. For example, a heavy load placed high on deck will
produce a higher centre of gravity - and less stability - than a load
stored below deck.

A vessel with a high centre of gravity is "top heavy." If it lists or heels

to one side, the centre of gravity pushes down in the direction of the
list. The danger of capsizing is much greater.

The Free Surface Effect

When a vessel with full tanks heels over, the contents of the tank do
not shift. The tank's centre of gravity does not change, so it does not
affect the vessel's stability.

In a partly filled tank or fish hold, the contents will shift with the
movement of the boat. This "free surface" effect increases the danger
of capsizing.
 When a vessel with partially filled spaces heels over, the contents of
the spaces will shift. The centre of gravity moves over to the side,
making the vessel less stable. To avoid this free surface effect, try to
have as few partially filled tanks and compartments as possible.

You cannot always avoid partly filled spaces. By

dividing a tank into two equal parts with a baffle, the free
surface effect is greatly reduced. Using boards to divide
fish wells into compartments will also help.

Loose Water or Fish on Deck

Fish left loose on deck have the same effect as water. Fish should be
properly stowed in the hold as soon as possible to maintain stability.

When water is shipped on deck and unable to escape, it creates a

large free surface. It also adds weight high in the vessel. Freeing ports
(scuppers) are vital for removing shipped water and maintaining
stability.
Loading and Unloading
Loading and unloading operations have a dramatic effect on stability.
For example, when a heavy load is lifted clear of the water it has the
same effect on the vessel’s centre of gravity as if the weight were
actually at the head of the boom. The vessel will also heel. All such
operations should proceed with extreme caution.

Icing Conditions
Heavy icing, especially when it accumulates, will seriously affect
stability. In severe conditions it is very dangerous. If icing occurs, all
fishing gear should be recovered and secured as low as possible on
deck. Speed should be reduced, and the vessel turned downwind if
possible. If crew are sent on deck, they should have safety lines
attached. If possible, ice should be removed from upper structures.
Freeboard
A proper freeboard is essential for stability. Freeboard is the
distance between the water and the working deck of the
vessel. If the deck edge goes under the water when the
vessel heels, the danger of capsizing is great.
 An overloaded vessel will have too low a freeboard. The
deck will submerge with even a slight heel. Overloading is a
major cause of fishing vessels capsizing.

Density, specific gravity, mass and weight

The notions of density and specific gravity (or relative density) are very useful for
finding the mass of a known volume of solid or liquid. They are also useful for finding
the volume occupied by a given mass of liquid or solid.
Density is the mass of a substance (expressed in kg) per unit of volume. The
standardized unit of volume is the cubic metre (m3). The density unit is
therefore kg / m3.
Density is a property that is unique to each type of matter. Liquids, solids and gases
all have their own density.
A few examples of densities:

• Pure water has a density of 1,000 kg / m3. This means that one cubic metre of
pure water has a mass of 1,000 kg.
• Saltwater has a mean density considered to be 1,025 kg / m3.
• Steel has a density (depending on its composition) of about 7,430 kg / m3. If
one metric tonne represents 1,000 kg, then 1 cubic metre of steel has a mass
of 7.43 metric tonnes.
• The density of wood turpentine can be 650 kg / m3.

Bodies with a density lower than that of water will float, whereas the others will sink.
Density is expressed by the Greek letter ρ (rho).
Specific gravity
Specific gravity is an expression that simplifies the use of density. Specific gravity is
defined as the ratio of the density of a substance to the density of pure water
(1,000 kg / m3).
The specific gravity of a substance is
always the ρ of the substance divided by
1,000. Note that no units follow the
transformation of density into specific
gravity. The value of specific gravity is
shown without units.
A few examples of the specific gravities of liquids:

• Pure water = 1
• Lubricating oil = 0.9 (can vary)
• Fuel = 0.72 to 0.75
• Average fuel = 0.86 to 0.92
 • Heavy fuel = 0.92 to 0.95
• Fuel oil = 0.95 to 0.99

A few examples of the specific gravities of solids:

• Coal = 1.3
• Gypsum (ground) = 1.5
• Cement = 1.5
• Wheat = 0.77
• Copper = 8.93
• Lead = 11.34
• Mercury = 13.59
• Steel = 7.5 (variable depending on its composition)

Mass and weight

Mass and weight: The term "mass" (with its unit, the kilogram) is used regularly right
from the start of this text. A distinction must be made between the mass and the weight
of a body.
The mass of a body or a substance is a value that represents the quantity of matter
of the body or substance. The mass will not change if the body is placed on the moon,
the top of a mountain or at sea level.
The force exerted by this mass when it is subject to the Earth's gravitational attraction
is the weight of the body or substance. Since gravitational attraction is variable (it is
lower at higher altitudes than at sea level, the Moon's gravitational attraction is weaker
than the Earth's, etc.), the weight of a body or substance will vary according to its
location, but its mass will always remain the same.
In the International System of Units (SI), the force exerted on a mass that is subject to
the Earth's gravitational attraction is expressed in a Newtons. The weight of a body or
substance should thus be expressed in Newtons, which is rarely the case in practice.
However, in theory, this distinction is very important.
The value of the weight of a body or substance can be found using the formula
F=m×a
The force (in Newtons) will be produced by a mass (in kilograms) that is subject to the
acceleration created by the Earth's gravitational attraction (in m/s2), which is an
average value of 9.81 m/s2 at sea level.
Newton = kg × (m/s2)

Mass and weight

F=m×a
= 10 × 9.81
= 98.1 N
Buoyancy and flotation

• Displacement: Mass of the volume of water that a ship displaces. This mass
is equal to the ship's mass. Displacement is expressed in tonnes. Symbol: Δ
• Displacement volume or underwater volume: Volume of the underwater part
of a ship. It is expressed in m3. Symbol:
• Draft: Depth of the underwater part of a ship. There is forward draft, aft draft
and mean draft. It is expressed in metres or centimetres. Symbol: d
• Deadweight: The mass that a ship can carry. This mass represents the cargo,
fuel, water and everything required for proper operation of the ship.
Specifically, cargo deadweight represents the mass of the cargo that can be
loaded.
• Lightship displacement: Mass of a ship in light condition.
• Loaded displacement: Mass of a fully loaded ship ready for sea. Loaded
displacement equals lightship displacement plus deadweight.
• Waterplane area: Area at the intersection of the surface of the water and the
waterline of a ship. It can vary according to the ship's draft. Symbol: Aw.
• Amidships: Amidships is the midship section of a ship taken at its widest
breadth. This is the reference for transverse stability calculations. It also allows
you to visualize the transverse structural members of the hull.

Lightship weight
Real weight of an empty ship

Deadweight is the total mass of goods that a ship can carry at its maximum
permissible draft (including fuel, fresh water, gear, provisions, etc. )
Loaded displacement
Lightship + deadweight = loaded displacement

Archimedes' principle
Any body immersed in a liquid is subject to an upward vertical force equal to the weight
of the displaced mass of water.
Experiment 1

Situation 1
Vessels 1 and 2 are identical and empty.
The weight W is in the air.
The scale is balanced with the weights placed in the right pan.
The tank is filled to the rim with liquid.

Situation 2
The weight is immersed.
The liquid that spilled from the tank is in vessel 2.
The scale is unbalanced.
The weight thus appears to be buoyed up by vertical thrust.
Situation 3
The weight is still immersed.
Vessels 1 and 2 have been interchanged. The balance has been re-established.
Therefore, the buoyancy that caused the unbalance was equal to the weight of the
volume of water displaced.

Conclusion
If we generalize, we can say that any solid object immersed in a fluid (liquid or gas) is
subject to an upward vertical buoyant force equal to the weight of the volume of fluid
displaced. This is called Archimedes' principle, which he came up with around
250 BC . Legend has it that he was taking a bath at the time of his discovery and ran
into the street shouting EUREKA.
Archimedes' discovery allows us to understand why a boat floats, even if it sometimes
weighs an enormous amount. Let's look at what happens when we gradually immerse
a vat carrying a total weight of 100 kN in a tank.
Coefficients of form
Coefficient of fineness
Coefficient of fineness of the waterplane area (Cw): This coefficient (variable
according to the ship's draft) can be expressed as the ratio of the waterplane area to
the area of a rectangle having the same length and breadth.
Waterplane area ( AW) = L × B × Cw
Cw = mean value of 0.6 to 0.8
Coefficient of fineness =
Cw = Waterplane area ( AW) ÷ ( L × B )
Coefficient of fineness of the waterplane area

Block coefficient
Block coefficient (Cb): Coefficient (variable according to the ship's draft) that
represents the ratio of the underwater volume of a ship to a rectangular block having
the same length, breadth and depth.
Block coefficient =
Cb = ÷ (L × B × d )
Mean of Cb = 0.75
Fast ships = 0.50
Slow ships = 0.80
Block coefficient

Solved problems
Example 1
Find the waterplane area of a rectangular barge with a length of 50 m and a breadth
of 18 m.
Aw = 50 m × 18 m = 900 m2
Therefore, Cw = 900 m2 ÷ (50 m × 18 m) = 1
Tonnes per centimetre
Tonnes per centimetre (TPC): This is the mass required to increase or decrease a
ship's mean draft by 1 cm. This value varies only according to the waterplane area
(Aw), and the waterplane area can vary according to the ship's draft. Therefore,
the TPC can vary according to the ship's draft.
TPC = Tonnes per centimetre immersion
TPI = Tonnes per inch immersion

Solved problems
Example 1
A rectangular barge having a length of 20 m and breadth of 12 m is floating in salt
water (ρ = 1,025 kg / m3).

1. What is its waterplane area?

2. What is its TPC?

• Find the waterplane area:

Aw = (length × breadth) at the waterline = 20 m × 12 m = 240 m2
• Find the TPC:
TPC = (Aw× ρ) ÷ 100 = (240 m2 × 1.025) ÷ 100 = 2.46 tonnes

This means that loading 2.46 tonnes on the ship will increase the draft by 1 cm. You
can also say that unloading 2.46 tonnes from the ship will decrease the draft by
1 cm.
Effects on a ship's draft of changes in the specific gravity of water
If the specific gravity of the water in which the ship is floating changes without any
changes to the ship's displacement, the ship's draft will change. The draft will change
because the ship must displace the same mass of water, which no longer has the
samedensity.
Δ=×ρ
If the displacement (Δ) remains constant and the density (ρ) changes, the underwater
volume must change; therefore, the ship's draft will change automatically.
If a ship goes from fresh water to salt water, buoyancy will increase and the draft will
decrease. Inversely, a ship that goes from salt water to fresh water will see its draft
increase.
A ship that loads to its marks (summer load lines S) in salt water, will see its draft
increase as it goes into fresh water and will exceed its marks. This situation is accepted
because the absence of heavy weather on bodies of fresh water compensates for the
ship's increased draft. This situation has even been made official by adding an
additional mark (F) to the load lines.
Fresh Water Allowance
FWA: Inversely, a ship that loads in fresh water can load up to its " F " line, so that
when it is in salt water it will float at its regular marks.
This allowed increase in draft is called the "Fresh Water Allowance".
The FWA is therefore the change in draft when a ship goes from salt water to fresh
water.
Fresh Water Allowance

Transverse statical stability

Transverse statical stability is the ship's stability at small angles of inclination. The
rules of statical stability are considered to apply to angles of inclination less than 15°.
To be able to calculate stability, first the fixed and mobile points on a ship's cross
section must be identified.
Reference point K is applied to the ship's lowest point, which is the keel. This is a
fixed point.
Simple longitudinal stability
The principles of transverse stability apply partly to create longitudinal stability.
Points K, G, B and M from transverse stability are used with a ship's longitudinal
section. They become points GL, BL and ML.
The longitudinal metacentre (ML) is found the same way as for transverse stability. It
will be located at the intersection of the vertical lines passing through
points BL and BL1 when the trim is adjusted.
Longitudinal stability

In longitudinal stability, trim can be considered as the

equivalent of list in transverse stability. Trim
represents the longitudinal inclination of the ship and
instead of being expressed in degrees, it is given as
a difference between the forward and aft drafts.

When aft draft is greater than forward draft (usual situation), the trim is positive. When
forward draft is greater, the trim is negative.
For example: a ship with a forward draft of 5 m and an aft draft of 5.75 m will have a
positive trim of 75 cm.
Shifting, loading and unloading of a mass will affect a ship's trim. The change in trim
when handling masses is measured using the concept of MCTC and MCTI.
MCTC is the Moment to Change Trim 1 centimetre.
MCTI is the Moment to Change Trim 1 inch.
All the values for the above terms for a ship can be found in the ship's stability book.

Week 3

Topic No. 1:
Ship’s Watertight Integrity

LO1.1: Analyze the importance of maintaining watertight integrity to the seaworthiness of the ship.

WATERTIGHT INTEGRITY
A ship is a watertight container with its own means of propulsion. Its purpose is to load
and carry cargo, whether the cargo is passengers, fish, or a host of other commodities.
Each type of ship is specialized for the trade in which it will operate. One of the most
important factors of design is to ensure that the water in which your vessel floats, does
not enter the hull and cause progressive flooding. We call this characteristic of a vessel
its watertight integrity.

Watertight means:
a) In relation to a fitting above deck, that it is so constructed as to resist effectively the
passage of water under pressure, except for slight seepage.

b) In relation to the structure of the vessel, capable of preventing the passage of water
in any direction if the head of pressure were up to the freeboard deck, which in your
case would mean the main deck.
Weathertight means that the structure or fitting will prevent the passage of water
through the structure or fitting in any ordinary sea conditions.

Hull Watertight Integrity

The steel plating in a metal vessel, the planking in a wooden one, or the FRP laminate,
have as their primary purpose, the task of keeping the interior of the vessel free from
water. In all types of vessel construction, a structural framework is built first to provide
the strength. This, when combined with the external covering, forms the hull. In steel
and aluminium ships, the hull is made watertight by welding the steel plates together
and to the framework. Often the frame is built upside down and the shell plating is
welded onto the inverted frame. The hull is then righted and the internal welds are
completed. This procedure allows for a better weld and hence improved water
tightness since all welds are 'downwelds'.
GRP (FRP) and ferro cement hulls are continuous with no joints and are inherently
watertight, as is their deck/hull connection.

Vessels constructed of timber are not normally totally watertight but rely on seepage
of water to swell the planking and thus make them watertight.

Openings in Watertight Bulkheads

Openings may be necessary in watertight bulkheads to allow the passage of pipes or
electrical cables, and special arrangements are made to ensure that the watertight
integrity of the bulkhead is maintained. All pipes passing through a watertight bulkhead
must be flanged to the bulkhead and do not pass directly through it (see Fig. 1). The
pipe on the left has a valve incorporated in it for filling the tank on the other side of the
bulkhead. There is a spindle running up to the main deck from where this valve can
be operated. The siting of the valve outside of the tank it is servicing reduces corrosion
and maintenance.

Figure 1 Pipes Passing Through Watertight Bulkhead

Doors may also be necessary, in watertight bulkheads, to allow the vessel to continue
its normal operation whilst at
sea. These doors can be of either
a sliding or hinged type and must
be capable of operation from
both sides of the bulkhead. (See
Fig 2).

Figure 2 Internal Watertight Door

Hull and Deck Openings

Access Hatchways

Figure 3 shows the hatchways

on the fore deck of a vessel that
provide access to compartments
below the main deck.

Hatchways must have a raised

coaming to reduce the amount of
water that could enter the ship
should a wave wash over the
deck while the hatch was
opened. The height of the
coaming varies according to the
ship’s length.

Figure 3 Access Hatchways on Fore Deck

Figure 4 shows a cut away section of a hatchway

coaming. When a hatchway is cut into the deck
of a vessel, the corners are rounded to reduce
stresses

Figure 4 Raised combing

Weathertight Doors
 Doors providing access from the main deck to
lower compartments must have sills, which serve
the same purpose as hatchway coamings. The sill
heights are the same as for hatch coamings.
Access doors can be hinged and should be
marked "THIS DOOR IS TO BE KEPT CLOSED
AT SEA”. (See Fig. 5).

Figure 5 External Weathertight Door

Ventilators and Ventilators must be a minimum height above the deck and must
have some means of making them watertight. This may be metal flaps, or in smaller
vessels, wooden plugs and canvas covers. Airpipes, where exposed, should be of
substantial construction and if the diameter of the bore exceeds 30mm bore then the
pipe should be provided with means of closing watertight.

Side Scuttles (portholes)

Airpipes- All portholes below the main deck should have hinged metal covers
(deadlights) that can be closed watertight.

Access Openings in the Hull

In Fig. 6 the loading hatch in the side of the hull
is bolted and secured while at sea. An alarm
system is fitted which will sound on the bridge if
the door is opened.

Figure 6 Opening in the Hull

 Figure 7 shows a closer view of the trip switch
which will sound the alarm if the side door
were opened while at sea.

Figure 7 Watertight Door Open Alarm Switch

Scuppers, Inlets and Discharges

All sea inlets are to be fitted with valves of steel or material of equivalent strength
attached direct to the hull or approved skin fittings (in case of non-metal hulls).

Drainage Arrangements From Weather Decks

Weather decks are to be provided with freeing ports, open rails or scuppers capable
of rapidly clearing the deck of all water under all weather conditions.

Maintenance of Watertight Integrity

Watertight integrity can be breached through any activity or happening that allows the
ingress of water in unwanted areas or compartments of the vessel.
Typical examples include:
• Lack of maintenance to seals, screw threads and other locking devices.
• Damage caused by collision, grounding or heavy weather.
• Leaving hatches, doors, vents etc open.
• Blocked freeing ports or scuppers.
• Cracks along welds in metal vessels or loss of caulking from planked seams in
timber vessels.

Week 4
Topic No. 2:
Ship’s Stability Condition

LO1.2: Determine the different ship’s stability conditions and its effect to maintain the watertight.

Centre of gravity (G)

Transverse centre of gravity G
Before applying this concept to a ship, a few short definitions of a general nature are
necessary.
The centre of gravity of a body can be defined as:

• The point at which the force of gravity is exerted vertically downwards;

• The point where a pivot can be placed that will keep the body balanced;
• The geometric centre of a uniform body.

For a ship, the centre of gravity is the point at which the

force generated by the ship's mass is exerted vertically
downwards. The position of the centre of gravity
changes according to the ship's loading conditions.

Effects of changing load

Effects of changing load: The height of the centre of gravity depends on the vertical
distribution of the ship's mobile masses such as cargo, fuel and ballast). The height of
the centre of gravity is measured from reference point K. The height of the centre of
gravity is identified as a ship's KG.
For a ship to float without an angle of list, point G must be on the same vertical axis
as K. As soon as G leaves this vertical axis, an angle of list is produced and the ship
will no longer float upright.
The centre of gravity can thus be shifted vertically and horizontally by transferring,
adding or removing mobile masses.
If mass is added to a ship, the centre of gravity shifts towards the position of the added
mass. For example, fuel added to a ship's double bottom tanks will lower the centre of
gravity. Deck cargo generally raises a ship's G. A concentration of cargo on a ship's
port side will shift G to port, which will cause the ship to list to port.
Shifting of G resulting from movement of loads
 The inverse is true when mobile masses are
removed. For example, fuel consumption
reduces the mass in the storage tanks, and if
they are double bottom tanks, the loss of mass
shifts G upwards. If deck cargo is unloaded, G is
shifted downwards. Unloading cargo on the
starboard side will shift G to port, which will
result in a list to port.
If a mass already on board is moved, the position
of the ship's centre of gravity will shift in the same direction as the mass. For example,
shifting port ballast to starboard will shift G to starboard, which will tend to cause a list
to starboard.
Transverse centre of buoyancy B
A ship's centre of buoyancy can be defined as the point through which the force of
buoyancy acts vertically upwards. You can also say that the centre of buoyancy is the
geometric centre of the ship's underwater volume. The height of the centre of
buoyancy is measured from reference point K and is thus KB .
Position of point B

Ship's inclination
If a ship is floating upright, its symmetrical construction will place point B on the same
axis as K and G . The only way to shift the transverse centre of buoyancy is to change
the ship's inclination. The underwater volume will be a different shape and B will shift
to reach the new geometric centre of this underwater volume. Since the position
of B depends solely on the geometry of the cross section, if the hull shape is known,
it is easy to identify B based on the load and list conditions.
If a ship is floating upright, points K , G and B will all be on the same vertical axis. If
the ship is inclined by external forces (wind, waves, tight mooring at the
wharf), G should not change position (no mass has shifted), but B will shift to the
geometric centre of the new underwater volume. Points B and G will no longer be on
the same vertical axis, consequently the ship's weight will act vertically downwards
through G and the force of buoyancy will push upwards from B1.

Righting moment
When a ship is inclined, these two forces are no longer on the same vertical axis and
a righting moment is created. The righting moment tends to bring the ship back to an
upright position. This moment is equal to a force multiplied by a distance. The value
of the force is the same for the upwards and downwards vectors, and is equal to the
ship's displacement.
Forces of gravity and buoyancy

Righting lever (GZ)

The distance between the two vectors is called GZ and represents the righting lever.
The larger the righting lever, the higher the righting moment. The size of the righting
lever increases with the ship's inclination. In other words, up to a certain angle of
inclination (usually between 40° and 60°), the more the ship lists, the greater its
tendency to return to an upright position. If the maximum righting angle is exceeded,
the righting lever decreases and the ship's ability to right itself also decreases until it
reaches an angle where the righting lever is zero and the ship is in serious danger of
capsizing.
Inversely, if G is located high on the centreline, the righting lever will be smaller so the
righting moment will be weaker. The ship will right itself more slowly.
The value of the righting moment (also called the moment of statical stability, MSS) is
calculated by the formula
MSS = Δ × GZ
To find the value of GZ at small angles of inclination, the following trigonometric
equation is used:
GZ = GM sin Θ.
Θ being the ship's angle of inclination.
Righting moment
 Metacentre (M)
Looking at the inclination diagram, you
can see that a point M has appeared.
Point M is located at the intersection of
the buoyancy vector and the centreline
and is called the metacentre. For small
angles of inclination (less than 15°), M is
considered to be fixed. The presence
of M allows us to introduce a new
concept that actually controls stability at
small angles of inclination.

Metacentric height (GM)

This is the distance between G and M, which is identified as distance GM, also called
the metacentric height.
Righting moment with a reduced GM

The position of G in relation to M is

crucial in a ship's ability to right itself.
Under normal conditions, G should
always be below M. The GM is then said
to be positive. The greater the distance
between these two points, the higher the
positive GM. As stated in the previous
paragraph, the larger the GM, the larger
the righting lever. If G approaches M, the
righting lever decreases and the righting
moment is weak.
If GM is zero, meaning that G coincides with M, the righting lever is non-existent. If an
external force then makes the ship heel to a small angle, the ship will remain heeled
at this angle because there is no righting moment.
If GM is negative, meaning that G is above M, not only is the righting lever non-
existent, but it also becomes a capsizing moment. If the ship is then subjected to a
light external force, it will incline sharply and, depending on the shape of the hull, may
even capsize completely. In any case, a negative GM is a situation that must
absolutely be avoided.
Neutral equilibrium when GM = 0
Capsizing moment with a negative GM

Abrupt shifting of G
Two situations have a radical effect on the position of G . In both situations, an abrupt
rise in G occurs, which in some extreme cases can lead to a situation
where GM becomes negative. Both situations are a result of the free surface effect
and the effect of suspended weight.
Suspended weight
When cargo is handled using cranes or cargo booms mounted on a ship, the centre
of gravity of the mass being handled is considered to be at the point of suspension,
which is the end of the crane arm or cargo boom. For example, if a crane lifts a mass
of 5 tonnes from the bottom of a hold, as soon as the mass leaves the surface it was
resting on, the centre of gravity of these 5 tonnes is instantly transferred from the
bottom of the hold to the head of the crane arm. This causes an instant and sometimes
significant rise in the ship's G. If the GM was already small, this change in position can
result in a negative GM.
Effect of a suspended weight
Free surface effect
The other situation is the occurrence of the free surface effect. If a ship's tank is
partially filled and the ship rolls, the mass of liquid in the tank moves uncontrollably.
The centre of gravity of the liquid mass shifts from side to side, and the change in
"shape" of the liquid can also cause the G of the moving mass to rise radically. In
addition, the inertia of the liquid mass moving around affects the ship's transverse
stability and the position of its G. The effect of the inertia of the moving liquid is applied
by making a virtual change to the position of G. This change in the height of G of the
liquid mass can have a radical effect on the ship's height of G, which can result in a
negative GM . To reduce the free surface effect, anti-rolling devices are placed in the
tanks.

A combination of these two situations can occur when a ship is loading or unloading.
Cargo handling is often combined with ballast handling. While in port, fuel or storage
transfers can be done. Free surfaces can appear in ballast as well as fuel tanks. When
this situation occurs during cargo handling with cranes or cargo booms, a
negative GM can easily be created.
As an engineer, in some situations during a layover in port, you must check with the
officer in charge of the ship's stability before transferring liquid masses.
All the values for the above terms for a ship can be found in the ship's stability book.
All the concepts covered in this chapter make it possible to maintain a ship's intact
stability.
A ship's intact stability is defined as the stability of an undamaged ship that
meets IMO requirements as set out in the Code on Intact Stability for all Types of
Ships Covered by IMO Instruments.
 Learning Objectives Topics Hrs.
Introduction Of Basic Week 1 -2

Stability- Full Explanation and Discussion by Power point 8 hrs.

Presentation

Week 3 8 hrs.
LO1.1: Analyze the importance of maintaining watertight
integrity to the seaworthiness of the ship Topic 1

Ship’s Watertight Integrity

8 hrs.

LO1.2: Determine the different ship’s stability condition Week 4

and its effect to maintain the watertight Topic 2

Ship’s Stability Condition

8 hrs.
LO1.3: Interpret the following different factors affecting Week 5
the ship’s stability: x external forces on the statical
stability x small and large GM on the behavior of the ship Topic 3
x forces on dynamical stability
Factors Affecting Ship’s
Stability

LO1.4: Determine the different stability formula on the Week 6

8 hrs.
different ship’s stability conditions.
Topic 4

Stability Calculation

LO1.5: Identify the intact stability requirements and

Week 7
damage stability criterion of an afloat vessel. 8 hrs.
Topic 5

Intact stability
requirement (afloat ship)

LO1.6: Determine the effects to the ship’s stability on

Week 8
the following conditions: x Negative GM on the moving
ship x Slack Tanks when the ship is rolling while at sea x Topic 6 8 hrs.
Entry of water into the ship’s damaged compartment
Effects to the Ship’s
Stability of the Different
Conditions
LO1.7: Determine the different actions that should be WEEK 9 8 hrs.
taken when the ship is on the following conditions: x
Topic 7 Actions Taken on
state of having the condition of angle of Loll of an
the Different Ship’s
unstable ship x partial loss of intact buoyancy caused by
Condition Affecting its
flooding
Stability

Week 10 8 hrs.
LO1.8: Interpret the ship’s stability conditions using the
Topic 8 Stress Table and
stress tables and Archimedes Principles of Floatation.
Principles of Floatation

LO1.9: Draw the diagram of the showing ship’s stability

Week 11
at the different conditions at sea. 8 hrs.
Topic 9 Ship’s Stability
Diagram

LO1.10: Calculate the ship’s stability using the Trim and 8 hrs.
Week 12 -16
Stress Tables, Diagram and Stress Calculating Equipment
on the following ship’s conditions: x force and moment Topic 10 Calculation of the
acting on a floating ship x volume and weight of Ship Stability on the
displacement and reserve buoyancy of a box and ship Different Conditions x
shaped vessel x movement of Center of Gravity when Displacement of the Vessel
adding, removing, shifting or suspending weight x x Force and Moment Acting
Draughts of the ship using trim correction tables when on a Floating Ship Volume
adding, removing, shifting or suspending weight. and Weight of
Displacement and Reserve
Buoyancy x Ships Center of
Gravity x Trim Correction