2.

An Introduction to Transverse
Statical Stability
2.1 Introduction

2.2 Transverse statical stability defined

2.3 Righting lever (GZ)

2.4 Moment of statical stability (righting moment)

2.5 Initial transverse metacentre (M)

2.6 Initial metacentric height (GM)

2.6.1 Initial metacentric height defined
2.6.2 Calculating the moment of transverse statical stability at small angles
of heel

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2.1 Introduction
Having discussed the positions of the centre of gravity (G) and the centre of
buoyancy (B), we now discuss how their relative positions affect the stability of a
ship if it is forcibly inclined by external forces such as wind and waves.

A ship may become heeled or listed; the distinction between these two terms is as
follows:

• A ship that is inclined by external forces such as wind and waves is said to be
heeled.

• A ship that is inclined as a result of the distribution of weights on board is

said to be listed.

Transverse statical stability is concerned with the ability of a ship to return to the
upright when it has been forcibly heeled by external forces.

In this section, the stability of a ship is introduced in terms of how it may be

quantified within small angles of heel. It introduces the curve of statical stability
or GZ Curve as a means of representing the condition of stability of a ship
graphically.

2.2 Transverse statical stability defined

The transverse statical stability of a ship is a term used to describe the ability of a
ship to return to the upright when it has been forcibly heeled by an external force
and is momentarily at rest when floating in still water.

The expressions external force, momentarily at rest, and still water are very
important as they imply certain assumptions.

A simple way of considering the above is to imagine a model boat floating in a bath
of still water. The model is held in a heeled position, representing the external
force, and then let go. If a snapshot photograph is taken at the instant the model is
released, the positions of the centre of gravity and centre of buoyancy may be
considered at the same time; hence the term momentarily at rest. This idea should
always be borne in mind when considering transverse statical stability.

When a ship is heeled at sea by wind and waves the situation might be quite different
to our imagined still water situation. This is one of the limitations of evaluating ship
stability for still water conditions only to be applied in the dynamic environment in
which the ship actually operates! Consider figures 2.1 and 2.2. It is the relative
positions of the centre of gravity (G) and the centre of buoyancy (B) as the ship is
heeled to a particular angle that determines how stable a ship is; in particular the
horizontal distance apart between the lines of action of weight force (Wf) and
buoyancy force (Bf). Remember that B is located at the geometric centre of the
underwater volume of the ship at any instant in time and will move as the ship heels
and pitches.

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Fig. 2.1 – At sea the ship is seen to be heeled by both wind and waves and is in the process of heeling
further! Consider the lines of action of weight force (Wf) and buoyancy force (Bf); the ship is NOT
momentarily at rest in still water; it has momentum by virtue of its movement!

Fig. 2.2 – Under the assumed ‘still water’ conditions and if momentarily at rest, the ship would right itself
(the ship being heeled to the same angle of inclination as in figure 2.1).

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2.3 Righting lever (GZ)
The righting lever (GZ) is defined as being the horizontal distance, measured in
metres, between the centre of gravity (G) and the vertical line of action of the
buoyancy force (Bf) acting through the centre of buoyancy (B 1) when the ship is
heeled.

Fig. 2.3 - GZ is the horizontal distance between G and the line of action of Bf when the ship is heeled.

When a ship is heeled, the righting lever (GZ) will increase to some maximum value
and then decrease as the ship is progressively heeled further. Figure 2.4 illustrates
a ship being heeled at 15º intervals; remember that still water is always assumed.
The magnitude of GZ shown for each condition of heel is exaggerated for illustrative
purposes.

For any condition of displacement in salt water, the position of B is determined for
specified angles of heel by the naval architect and considers only the volume of the
hull, and possibly superstructure, that can be considered as reserve buoyancy.

It is assumed that the position of G is constant; clearly at very large angles of heel
cargo and other deadweight items would shift, causing G to move also!

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 Fig. 2.4 - Ship heeled progressively at 15º intervals in assumed still water conditions.

In figure 2.4, the GZ value at 60º heel has reduced to zero; beyond 60º the GZ values
are negative, being capsizing levers!

The relationship between righting lever (GZ) and angle of heel for a particular
condition of loading is represented on a curve of statical stability, commonly
referred to as a GZ Curve, see figure 2.5.

Fig. 2.5 - GZ curve for the ship illustrated in figure 2.4.

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The procedure for producing a GZ curve is discussed in a later section.

2.4 Moment of statical stability (righting moment)

A moment is the turning effect of a force around a fixed point called a pivot. For
example, this could be a door opening around a fixed hinge or a spanner on a nut
turning around a bolt.

The moment depends on two factors:

• the amount of force applied, and;

• the perpendicular distance from the pivot to the line of action of the force.

Moments can be calculated using the formula:

Moment (tonnes × metres) = Force (tonnes) × distance (metres)

For a ship that is heeled the moment of statical stability, commonly referred to as
the righting moment, at any given angle of heel is given by:

RIGHTING MOMENT (t.m) = GZ (m)  DISPLACEMENT (t)

i.e. RM = GZ  W

This results from the buoyancy force (Bf), being equal to the ship’s displacement
(Wf), acting on the end of the righting lever GZ, which pivots about G.

Fig. 2.6 - RM = GZ × Displacement.

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The righting moment at any angle of heel represents the instantaneous value of the
ship’s ability to return to the upright, expressed in tonnes-metres, when the ship
is heeled in ‘still water’ conditions and is assumed to be ‘momentarily at rest’; the
fact that the ship might be in the process of righting itself or heeling further is
ignored as are the associated acceleration forces (kinetic energy) that may exist at
the instant in time being considered. Remember, the ship is assumed to be
momentarily at rest!

Example 1
Calculate the transverse moment of statical stability (righting moment) for a ship
with a displacement of 12000 tonnes if the righting lever (GZ) is 0.46 m when heeled.

Solution
RM = GZ × W
RM = 0.46 × 12000
RM = 5520 t.m

2.5 Initial transverse metacentre (M)

The initial transverse metacentre (M), is defined as being the point of intersection
of the successive lines of action of buoyancy force (Bf) when the ship is in the initial
upright condition and subsequent heeled conditions within small angles of
inclination.

M is assumed to be in a fixed position when the ship is heeled within small angles
only. See figure 2.7.

Fig. 2.7 - The position of the initial transverse metacentre (M) may be assumed to be fixed for small
angles of heel.

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When the ship heels beyond small angles, the point of intersection has to move,
hence the term initial transverse metacentre. M can only be considered to be fixed
for angles of heel up to approximately 10º.

The position of the transverse metacentre is expressed as a height above the keel in
metres and is termed KM.

The value of KM is tabulated in the ship’s hydrostatic data and its position varies
with draught.

2.6 Initial metacentric height (GM)

The initial metacentric height (GM) is a measure of the stability of the ship within
small angles of heel.

2.6.1 Initial metacentric height defined

The initial metacentric height (GM), is the vertical distance between the ship’s
centre of gravity (G) and the initial transverse metacentre (M) when the ship is
heeled within small angles of inclination.

Fig. 2.8 - Initial metacentric height (GM).

The GM is an important indication of a ship’s initial stability i.e., the stability of the
ship at small angles of heel. Consider figure 2.8.

If the centre of gravity (G) of the ship shown was higher, the righting lever (GZ)
would be smaller and the ship would be less stable (since the righting moment
would be smaller!).

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If the centre of gravity (G) of the ship shown was lower, the righting lever (GZ)
would be larger and the ship would be more stable (since the righting moment
would be larger!).

In figure 2.8 M is above G.

GM = KM - KG

where GM has a positive value.

Whenever M is above G, the ship will be in a stable condition, i.e., the ship will have
positive initial stability. The officer in charge of loading the ship must ensure that
this is the case at all times.

In the normal loaded condition, the initial metacentric height (GM) should be not
less than 0.15 m.

2.6.2 Calculating the moment of transverse statical stability at small

angles of heel
At small angles of heel GZ may be calculated with knowledge of the GM and the
angle of heel (θº). Consider figure 2.9.

Fig. 2.9 – GZ = GM × Sine θ and Righting Moment = GZ × Displacement.

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In triangle GZM: Sine θ = OPP = GZ
HYP GM

Therefore: GZ = GM × Sine θ

Having found GZ: RM = GZ × W

Note
The above formula for GZ may only be used for small angles of heel. Its only real
application is its use in the derivation of other stability formulae, but in practice is
seldom used.

It is usual practice to obtain the GZ value for any angle of heel from the curve of
statical stability (GZ curve) that is produced for the ship’s loaded condition. It should
not be calculated.

Example 2
A ship has displacement 9420 tonnes and KM 9.22 m. In its present loaded condition,
the KG is 7.46 m.

Calculate the transverse moment of statical stability available if the ship is heeled
to:

(a) 2º;

(b) 4º, and;

(c) 8º.

Solution
KM 9.22 m
KG 7.46 m
GM 1.76 m

GZ = GM × Sine θ and RM = GZ × W

Therefore: RM = (GM × Sine θ) × W

(a) RM = 1.76 × Sine 2° × 9420 = 579 t.m

(b) RM = 1.76 × Sine 4° × 9420 = 1157 t.m

(c) RM = 1.76 × Sine 8° × 9420 = 2307 t.m

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Example 3
A ship has displacement 8900 tonnes, a corresponding KM of 9.40 m and a KG of 7.62
m.

(a) Calculate the moment of statical stability when the ship is heeled to 5º.

(b) A weight of 200 tonnes is shifted from the lower hold (Kg 4.26 m) to the upper
deck (Kg 12.60 m).

Calculate the moment of statical stability that will now exist if the ship is
again heeled to 5º.

Solution
(a) KM 9.40 m
KG 7.62 m
GM 1.78 m

GZ = GM × Sine θ; GZ = 1.780 × Sine 5º = 0.155 m

RM = GZ × W; RM = 0.155 × 8900 = 1380 t.m

(b) Take moments about the keel:

Weight (t) KG (m) Moments (t.m)

Ship (+) 8900 7.62 67818
*Discharge (-) -200 4.26 -852
*Load (+) 200 12.60 2520
FINAL 8900 7.807 69486
* Represents the weight shifted.

KM 9.400 m
KG 7.807 m
Final GM 1.593 m

GZ = GM × Sine θ; GZ = 1.593 × Sine 5º = 0.139 m

RM = GZ × W; RM = 0.139 × 8900 = 1237 t.m

Available righting moment has reduced as a result of the increased KG!

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